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WO2018184969A1 - Agencement de chambre de combustion pour brûler un carburant ome ainsi qu'utilisation de l'agencement de chambre de combustion pour l'injection de carburant ome dans une chambre de combustion d'un moteur à combustion interne - Google Patents

Agencement de chambre de combustion pour brûler un carburant ome ainsi qu'utilisation de l'agencement de chambre de combustion pour l'injection de carburant ome dans une chambre de combustion d'un moteur à combustion interne Download PDF

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Publication number
WO2018184969A1
WO2018184969A1 PCT/EP2018/058059 EP2018058059W WO2018184969A1 WO 2018184969 A1 WO2018184969 A1 WO 2018184969A1 EP 2018058059 W EP2018058059 W EP 2018058059W WO 2018184969 A1 WO2018184969 A1 WO 2018184969A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
combustion chamber
fuel
longitudinal axis
ome
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2018/058059
Other languages
German (de)
English (en)
Inventor
Oliver Kastner
Oliver Maiwald
Gerd RÖSEL
Rolf BRÜCK
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Priority to EP18715608.8A priority Critical patent/EP3607185A1/fr
Publication of WO2018184969A1 publication Critical patent/WO2018184969A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/28—Other pistons with specially-shaped head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0636—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0636—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom
    • F02B23/0639—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom the combustion space having substantially the shape of a cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0675—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space being substantially spherical, hemispherical, ellipsoid or parabolic
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • Combustion chamber arrangement for burning an OME fuel and use of the combustion chamber arrangement for injecting
  • the invention relates to a combustion chamber arrangement for forming a combustion chamber for an internal combustion engine for burning an injected into the combustion chamber OME fuel, and the use of the combustion chamber arrangement for injecting
  • OME fuel in a combustion chamber of an internal combustion engine in a combustion chamber of an internal combustion engine.
  • Nitrogen oxides which are a major problem especially in the combustion of diesel fuel.
  • a novel approach is to use gasoline or diesel oxymethylene ether, called OME, instead of the known fuels as a fuel alternative.
  • OME fuel runs cleaner. Therefore, it would be desirable if diesel fuel could be successively replaced by the use of OME as fuel.
  • OME fuel has a significantly lower calorific value H 0 , that is, with the same fuel mass m being combusted, significantly less heat or energy is released from the OME fuel than is the case with diesel fuel is. Therefore, takes to achieve a fuel in approximately the same performance as in the burning of diesel are burned at OME-fuel calorific value according to the difference sub ⁇ a correspondingly increased mass. It would therefore be necessary to provide a correspondingly enlarged tank for providing the OME fuel, which is not necessarily desirable.
  • the object of the invention is therefore to provide a combustion chamber arrangement for burning a fuel injected in a combustion chamber
  • a combustion chamber arrangement for forming a combustion chamber for an internal combustion engine for burning an injected into the combustion chamber OME fuel has a piston which moves in operation in the combustion chamber along a piston longitudinal axis translationally. Furthermore, the combustion chamber arrangement has an injection nozzle for injecting the OME fuel into the combustion chamber in such a way that the fuel injected during operation
  • combustion chamber arrangements for combusting fuels such as diesel and gasoline are designed to minimize the emissions, in particular the production of soot particles in diesel.
  • the combustion chamber arrangements have a special design.
  • diesel fuel in particular, a special well piston is used, which has a recess with a specially designed geometry on a piston end face.
  • This special diesel trough centrally has a dome which extends along the piston longitudinal axis in the direction of an oppositely arranged injection nozzle.
  • the diesel mold includes a recess in a side wall, so that forms in the region of an end-side piston end a trough lip which projects beyond the trough in the direction of the piston ⁇ longitudinal axis.
  • This special design of the diesel mold is necessary to produce a good mixture formation between diesel fuel and air. Because the mixture formation during the injection of diesel fuel and air influences the
  • the surface on the piston face of the piston is greatly enlarges ⁇ ver in the art.
  • the recess in the piston is so formed that so that less heat ⁇ wall losses and thus more chemical energy can be converted from the OMR fuel by the combustion into kinetic energy to ⁇ .
  • the trough is formed in the piston so that the surface on the piston face opposite to an injection nozzle is as small as possible ⁇ forms.
  • At least the region of the piston end face, in which the OME fuel impinges during operation, is formed as a plane.
  • the plane is formed perpendicular to the piston longitudinal axis, so that the piston longitudinal axis is the surface normal of the plane.
  • Such a level has a significantly lower surface than the complicated trained diesel mold, which was previously required for the injection of diesel fuel.
  • the piston end face is formed as a plane over its entire end face. This means that in general no more hollow is provided in the piston face of the piston in a specific exporting ⁇ approximate shape. This results in the lowest possible wall heat losses on the surface of the piston end face.
  • the region in which the OME fuel occurs in operation is designed as a plane, and additionally extending parallel to the piston longitudinal axis away from the plane, circumferentially bounding the piston longitudinal axis at a piston end face Piston edge arranged edge projection to form a
  • the edge projection prevents that the injected OME fuel burns in the region of the piston edge, so that the combustion takes place preferably in the middle of the piston end side in the region of the piston longitudinal axis.
  • the fact is encountered that is only un ⁇ fully to the piston edge, the combustion of any fuel and therefore particularly in the area of the piston edge reinforced pollutants during combustion as hydrocarbons, carbon monoxide, in OMR fuels also formaldehyde and methane arise.
  • OME fuel has, wherein the trough is formed symmetrically about the piston longitudinal axis and in a section parallel to the piston longitudinal axis has a continuous curvature.
  • the trough is designed as a ball trough with a dome shape.
  • the shape can assume that of a spherical cap.
  • the ball trough therefore advantageously corresponds to a spherical segment and, viewed thermodynamically, has the lowest possible surface area of a geometric shape.
  • the trough is arranged at a distance from a piston edge of the trough piston, wherein a circumferentially arranged around the trough and the piston longitudinal axis arranged flat end face portion is arranged between the piston wall and the trough, wherein the piston longitudinal axis forms the surface normal of the planes.
  • the trough is spaced from the piston edge by providing a plane between the trough and the piston edge.
  • the injector is formed symmetrically about a SI ⁇ senl Kunststoffsachse, wherein the injection nozzle is arranged facing towards the piston front side, that the piston ⁇ longitudinal axis and collapse the nozzle longitudinal axis, wherein the injection nozzle includes a plurality of injection holes, each having a hole axis for injecting the OMR fuel wherein an elevation angle ⁇ between each of the hole axes and the nozzle longitudinal axis is formed such that the injected OME fuel strikes closer to the piston longitudinal axis than to a piston edge defining the piston end face during operation.
  • the injection nozzle is designed so that the injected OME fuel just not in the region of the piston edge on ⁇ meets, but is more focused injected into the region of the piston longitudinal axis. Even with such an arrangement incomplete combustion at the piston edge of the
  • the elevation angle ⁇ is in a range of 0 ° to 75 °, in particular 30 ° to 70 °, more preferably 45 ° to 65 °.
  • Diesel fuel has just because of the mixture formation with an elevation angle ß of greater than 75 °, namely between 75 ° and 82 °, are injected into the combustion chamber, otherwise an excessive amount of pollutants, especially soot particles, arise during combustion.
  • the elevation angle ⁇ in the present case, however, is optimized for the injection of OME fuel, since the contact of the piston edge with the OME fuel can be realized with simultaneously reduced wall heat losses.
  • the injection nozzle can be further configured such that the smallest possible jet impulse occurs so that injected OME fuel does not bounce off the face and reach the piston edge.
  • a magnification factor V of the injection nozzle with respect to its flow HD can be reduced.
  • the injection nozzle has a flow rate HD 0 ME, which corresponds to an enlarged by a magnification factor V flow HD D i ese i a diesel fuel injector, the magnification factor V is dependent on a ratio of the calorific value of diesel fuel H u , D i ese i to a calorific value of OME fuel H U , 0 ME of one to be injected during operation
  • OME fuel where:
  • V (H u, D i ese i / H U, OME) * K, where 0.6 ⁇ K ⁇ 0.85, in particular 0.7 ⁇ K ⁇ 0.8.
  • OME fuel has a significantly lower calorific value than diesel fuel.
  • V the power to be injected by the magnification factor V increased mass m of OME fuel injected, which is about one to the magnification factor
  • V increased mass m can be injected over a longer period than diesel fuel. Therefore, the reduced
  • Magnification factor V by a factor K was determined in experiments and lies in a range between 0.6 and 0.85.
  • Another way to reduce the jet pulse of the incident OME fuel is to distribute the injected fuel mass over a plurality of injection holes. Therefore, the injection nozzle advantageously has nine to twelve injection holes, which are arranged symmetrically about the longitudinal axis of the nozzle. Injectors for diesel fuel normally have only seven to ten injection holes in comparison.
  • the combustion chamber arrangement described above is used to inject an OME fuel into a combustion chamber of an internal combustion engine.
  • Figure 1 is a longitudinal sectional view of a combustion chamber arrangement with a hollow piston for the injection of diesel fuel from the prior art.
  • Fig. 2 is a longitudinal sectional view of a combustion chamber arrangement for the injection of OME fuel in a first embodiment; 3 is a longitudinal sectional view of a combustion chamber arrangement for the injection of OME fuel in a second embodiment; and a longitudinal sectional view of a combustion chamber arrangement for the injection of OME fuel in a third embodiment.
  • Fig. 1 shows a longitudinal sectional view of a combustion chamber assembly 10 for forming a combustion chamber 12 of a diesel engine for injecting diesel fuel 14, as is known in the prior art.
  • the combustion chamber arrangement 10 has a depression piston 16 and an injection nozzle 18.
  • the injection nozzle 18 is arranged so directed to a piston end face 20 that the diesel ⁇ fuel 14, which is injected from the injection nozzle 18 into the combustion chamber 12, is sprayed onto the piston face 20.
  • the hollow piston 16 has a recess 22 into which the single injected diesel fuel is 14 ge from the injection nozzle 18 ⁇ injected and in which the diesel fuel 14 by a special geometric configuration of the trough 22 with an also present in the combustion chamber 10 air 24 optimally mixed.
  • the diesel fuel 14 which has been injected into the combustion chamber 12 and has mixed with the air 24 compresses, and ignites at a certain point of compression by itself Inflammation becomes chemical energy in the Diesel fuel 14 is stored, converted into kinetic energy and used for driving a diesel engine.
  • the trough 22 has a special geometric shape. It comprises a symmetrically about the piston longitudinal axis 26 centrally disposed dome 28, and also a symmetrically about the piston longitudinal axis 26 formed side wall 30 for limiting the trough 22. Between the dome 28 and the side wall 30, a U-shaped transition region 32 is provided.
  • the side wall 30 forms, characterized in that a radially arranged to the piston longitudinal axis 26, from the piston ⁇ longitudinal axis 26 away extending recess 34 is formed in the region of an end-side piston end 36 of a trough lip 38, in the direction of the dome 28 on the trough 22 sticks out.
  • This special geometric configuration makes it possible to inject the diesel fuel 14 from the injection nozzle 16 so that it impinges on the recess 22 in the recess 34, there by the shape of the recess 34 and the U-shaped transition region 32, and the Dom 28, is deflected circular inward and thus forms a vortex 40, which can mix very well with the existing air 24.
  • the particularly good mixing of air 24 and diesel fuel 14 results in significantly better emission values during combustion and in particular less soot particles.
  • the combustion chamber arrangement 10 is therefore designed to be optimized overall for the injection of diesel fuel 14 and in particular for the mixture formation between diesel fuel 14 and air 24. Heat losses through the very large surface of the Kol ⁇ benstirnseite 20, which results from the special geometry of the trough 22 are accepted, otherwise no satisfactory combustion of diesel fuel 14 could be achieved. In a number of experiments, it has, however, been found that OME-fuel burns 42 without thereby form carbon black ⁇ particles. In the injection of OME fuel 42 into a combustion chamber 12, therefore, the mixture formation plays only a minor role.
  • this degree of freedom is used to reduce wall heat losses through the previously used very large surface of the piston end face 20. Therefore, released chemical energy from the OME fuel 42 can be converted into kinetic energy, and the combustion chamber assembly 10 therefore operates at an increased efficiency.
  • the trough 22 is formed so that its surface 44 is as small as possible.
  • Embodiments of the combustion chamber arrangement 10 optimized for the combustion of OME fuel 42 in this respect are shown in FIGS. 2-4.
  • FIG. 2 shows a longitudinal section of a first embodiment of the combustion chamber arrangement 10, which is optimized for the injection of OME fuel 42. It can be seen that in the first embodiment no
  • Well piston 16 is used, but only a simple piston 46, which in the area in which in the operation of the
  • OME fuel 42 which is injected from the injection nozzle 18 into the combustion chamber 12, is formed as a plane 48, wherein the piston longitudinal axis 26 is the surface normal N of the plane 48.
  • the piston 46 accordingly has no hollow 22 at all in the most extreme form, but rather a completely flat surface 44, so that the surface 44 is made as small as possible can be and the least possible amount of wall heat losses can be realized.
  • injection nozzle 18 is correspondingly designed such that the injected OME fuel 42 impinges on the piston end face 20 closer to the piston longitudinal axis 26 in operation than at the piston edge 50.
  • injection holes 52 are arranged in the injection nozzle 18, each having a hole axis 54, wherein a height angle ß between each of the hole axes 54 and a nozzle longitudinal axis 56, which advantageously coincides with the piston longitudinal axis 26, is formed as acute as possible.
  • the elevation angle ⁇ is advantageously in a range between 0 ° and 75 °, advantageously 30 ° to 70 °, in particular 45 ° to 65 °.
  • Elevation angle ß in these orders of magnitude are not feasible for diesel fuel 14, since they result in such a large pollutant emissions due to the deterioration of the mixture formation that diesel fuel 14 can not be burned economically.
  • the contact of the injected OME fuel 42 with the piston edge 50 can also be counteracted by reducing the jet pulse of the OME fuel 42 impinging on the piston end face 20. This can be achieved by the one hand that more injection holes 52, for example, ten to twelve, as usually are at a ⁇
  • a spray nozzle 18 is provided for diesel fuel 14 can be arranged at the injection nozzle 18th As a result, the same mass m of OME fuel 42 is distributed to more injection holes 52 and results in a smaller jet pulse.
  • the injection nozzle 18 is therefore designed in particular in the first embodiment of the combustion chamber assembly 10 so that the OME fuel 42 advantageously impinges in the center of the piston 64 and thus at the piston edge 50 incomplete combustion with the resulting pollutants occurs.
  • the entire end face 58 of the piston end face 20 may be formed as a plane 48.
  • Fig. 3 shows an alternative second embodiment of the piston 64 with a Topfmulde 60, wherein also here in the area in which the OME fuel 42 impinges on the piston face 20, the piston end face 20 is flat, but a spray ⁇ protection 62 is provided that prevents the injected OME fuel 42 from entering the region of the piston edge 54.
  • the splash guard 62 is formed by an edge projection 64 which is parallel to the piston longitudinal axis 26 of the Level 48 extends away and is arranged circumferentially around the piston longitudinal axis 26 in the region of the piston edge 50.
  • Fig. 4 shows an alternative third embodiment of the piston 64, which is again formed here as a hollow piston 16.
  • the trough 22 In contrast to the complicated geometry of the previously known diesel trough here is the trough 22, however, formed only as a ball trough 66 and therefore has a continuous curvature K in a section parallel to the piston longitudinal axis 26.
  • the ball trough 66 preferably has a calotte shape, in particular a Kugekalottenform so as to keep the surface 44 of the ball trough 66 as small as possible.
  • trough 22 is arranged spaced from the piston edge 50.
  • an end face portion 68 is arranged between the piston edge 50 and the trough 22, which also forms a plane 48.
  • FIGS. 3 and 4 show shapes of a trough 22 in a piston 46 that, while not having a conventional geometric complex shape as in the injection of diesel fuel 14, have at least one deckle, so that the OME fuel 42 is not or only very little reaches the piston edge 50 and preferably burns in the middle of the piston 46.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention concerne un agencement de chambre à combustion (10) pour l'injection d'un carburant OME (42), un piston (46) étant formé d'une face frontale du piston (20) en tant que plan (48), au moins dans la zone dans laquelle le carburant OME (42) sort durant le fonctionnement. L'invention concerne aussi un agencement de chambre à combustion (10) dans lequel le piston (46) est formé en tant que piston à cavité (16) comprenant une cavité (22) qui présente une courbure constante (K) dans une coupe parallèle à l'axe longitudinal du piston (26). L'invention concerne en outre l'utilisation d'un tel agencement de chambre à combustion (10) pour l'injection de carburant OME (42) dans une chambre à combustion (12) d'un moteur à combustion interne.
PCT/EP2018/058059 2017-04-07 2018-03-29 Agencement de chambre de combustion pour brûler un carburant ome ainsi qu'utilisation de l'agencement de chambre de combustion pour l'injection de carburant ome dans une chambre de combustion d'un moteur à combustion interne Ceased WO2018184969A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18715608.8A EP3607185A1 (fr) 2017-04-07 2018-03-29 Agencement de chambre de combustion pour brûler un carburant ome ainsi qu'utilisation de l'agencement de chambre de combustion pour l'injection de carburant ome dans une chambre de combustion d'un moteur à combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017206019.0A DE102017206019B3 (de) 2017-04-07 2017-04-07 Brennraumanordnung zum Verbrennen eines OME-Kraftstoffes sowie Verwendung der Brennraumanordnung zum Einspritzen von OME-Kraftstoff in einen Brennraum einer Brennkraftmaschine
DE102017206019.0 2017-04-07

Publications (1)

Publication Number Publication Date
WO2018184969A1 true WO2018184969A1 (fr) 2018-10-11

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ID=61899246

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/058059 Ceased WO2018184969A1 (fr) 2017-04-07 2018-03-29 Agencement de chambre de combustion pour brûler un carburant ome ainsi qu'utilisation de l'agencement de chambre de combustion pour l'injection de carburant ome dans une chambre de combustion d'un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP3607185A1 (fr)
DE (1) DE102017206019B3 (fr)
WO (1) WO2018184969A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017206015B4 (de) * 2017-04-07 2019-05-29 Continental Automotive Gmbh Brennraumanordnung für eine Brennkraftmaschine und Verwendung einer Brennraumanordnung zum Einspritzen von OME-Kraftstoff

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6553960B1 (en) * 1997-04-11 2003-04-29 Yanmar Co., Ltd. Combustion system for direct injection diesel engines
US20030221657A1 (en) * 2002-04-26 2003-12-04 Ecologic Motor S.A. Internal combustion engine with a combustion chamber
FR2927120A1 (fr) * 2008-02-06 2009-08-07 Renault Sas Moteur a combustion interne comportant un bol de combustion pour un injecteur de type ultrasonore

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2416804C2 (de) 1974-04-06 1982-12-30 Daimler-Benz Ag, 7000 Stuttgart Kolben-Brennkraftmaschine
FR2710106B1 (fr) 1993-09-13 1995-12-08 Melchior Jean F Perfectionnement aux moteurs a combustion interne
DE102010054384A1 (de) 2010-12-08 2012-06-14 Franz-Josef Hinken Verbrennungsmotor mit kompressionsinduzierter Selbstzündung

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6553960B1 (en) * 1997-04-11 2003-04-29 Yanmar Co., Ltd. Combustion system for direct injection diesel engines
US20030221657A1 (en) * 2002-04-26 2003-12-04 Ecologic Motor S.A. Internal combustion engine with a combustion chamber
FR2927120A1 (fr) * 2008-02-06 2009-08-07 Renault Sas Moteur a combustion interne comportant un bol de combustion pour un injecteur de type ultrasonore

Also Published As

Publication number Publication date
DE102017206019B3 (de) 2018-09-20
EP3607185A1 (fr) 2020-02-12

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