WO2013117857A2 - High-pressure stratification and spark ignition device for an internal combustion engine - Google Patents

Abstract

The present invention relates to a high-pressure stratification and spark ignition device (2) for an internal combustion engine (1), including: a stratification valve (20) closing a stratification channel (23) that leads into a stratification antechamber (79), said channel also leading into a stratification chamber (24) connected to the combustion chamber (S) of the internal combustion engine (1) via a stratification injection pipe (39), wherein said channel opens in the vicinity of protruding electrodes (26) of a spark plug (25), said electrodes being positioned in said combustion chamber; a stratification actuator (27), which lifts the stratification valve (20); a stratification manifold (28) connecting the stratification antechamber (79) to the outlet of a stratification compressor (21); a stratification fuel injector (33); and a means (40) for recirculating pre-cooled exhaust gases.

Description

 SPARK IGNITION DEVICE AND HIGH-PRESSURE LAMINATION FOR INTERNAL COMBUSTION ENGINE

The present invention relates to a spark ignition device and high pressure stratification for reciprocating internal combustion engine strongly diluted with previously cooled exhaust gas recirculation means "cooled external EGR".

The thermodynamic efficiency of reciprocating internal combustion engines depends on a number of factors, first of all the duration and the timing of the combustion intended to raise the temperature of the gz trapped in the combustion chamber after they have been previously compressed. secondly, the heat losses from gases in contact with the inner walls of the engine and thirdly the rate of expansion of gases, said expansion allowing said gases to exert a thrust on the piston of said engine so as to convert into mechanical work the heat energy released pa said combustion.

The positive work produced by the thrust of said gases on said piston during their expansion is all partially lost before being used at the output shaft of the engine. This is due to the negative work ~~ or resistant ~ produced by the pumping and transfer of said gases in the various conduits and circuits of admission and exhaust of the engine, by the mechanical friction of the engine parts dudif between them, and by driving accessories and auxiliaries dudft engine.

So _; to same amount of fuel consumed, the yield ^of a heat engine combustion reciprocating internal is even higher than the positive work product on fe ûaâïï piston engine by the compression-expansion cycle of ga is Important, and at the same time, the negative work ~ - or resistant - produced by the entry into said engine and the output dudf engine said gas and that produced by the mechanism ddit engine and its accessories is low.

To convert the heat generated by the combustion into mechanical work with the best possible yield, it is preferable that the fuel mixture introduced into the cylinder of the engine burns rapidly, close to the top dead center of the piston of said engine, that is to say, at almost constant volume This remains true as long as the temperature of the gasses does not reach such high values that the heat exchanges between said gases and the internals of the combustion chamber of the engine become excessive. This also holds true as long as the pressure gradient generated by the combustion does not lead to excessive noise or comes from the eliquetls.

In effect, rattling is a spontaneous combustion of gases which appears after a certain time, under the combined effect of pressure and temperature, and which produces high pressure waves of high amplitude, which also tend to increase the heat exchanges between the galley and the walls, in particular by detaching the layer of insulating air which covers the surface of said walls. Oliguatis is thus an undesirable phenomenon that dreams and renders the heat engine and which also tends to damage the internal organs both by thermal overload and mechanical overload.

Among the main modes of triggering combustion in the combustion chamber of reciprocating internal combustion engines, there is spark ignition known as "controlled ignition", the spontaneous ignition of fuel on the injection front which is characteristic diesel cycle engines, or compression ignition according to the strategies known by the acronyms "CAi" for "Controlled Auto Ignition" or "HCCI s for" Homogeneous Charge Compression Ignition ",

The combustion rate of the spark ignition engines depends mainly on the air / fuel ratio and the residual burned gas content of the fuel mixture introduced into the combustion chamber of the said engines, the distance that the flammer must travel to burn all the fuel mixture. and micro-turbulence internal to said mixture, the propagation speed of the flame being substantially proportional to said turbulence.

In the Diesel cycle, the combustion rate is mainly determined by the quality of the fuel injection and the eefane index of the gas. In GAI or HCCI, the compression ratio, the initial temperature of the fuel mixture and its burned gas content, the characteristics of the fuel used and the homogeneity of the charge are all factors which determine the initiation and the speed of the combustion. Whatever the modes of tripping of the combustion, the speed of said combustion determines the law of release of energy ordinarily expressed in degrees of crankshaft rotation between start and end of combustion, and along a curve which represents the cumulative fraction of fuel burned as a function of the angular position of the crankshaft, degree by degree.

Whatever the combustion mode of the internal combustion engines, the efficiency of the latter is almost always higher when the heat exchange between the hot gases and the internal walls of said engines are minimal.

It is noted that the exchanges are all the smaller as the difference in temperature between said gases and said walls is small, that little or no turbulent control increases the power of said exchanges in addition to those resulting from the simple conduction thermal and radiation, and that the mass density of said gases is low.

In order to reduce the temperature difference between the hot gases and the internal walls of an AC internal combustion engine, the temperature of said walls can be raised or the temperature of said gases lowered. However, these two provisions quickly find their limit in the improvement of the efficiency of internal combustion engines with spark ignition reciprocating.

Indeed, increasing the temperature of the internal walls of the combustion chamber of a reciprocating internal combustion engine has the disadvantage of reducing the ability to fill the latter: fresh air or the gaseous mixture that comes into contact With said hot walls it expands instantaneously, which decreases the volumetric efficiency of said engine in the intake phase, and which reduces its overall efficiency. Moreover, the fresh or superheated gas mixture makes the engine more sensitive to rattling than the engine. it is necessary to compensate either by providing a lower compression-expansion ratio, or by providing for a later ignition, these two provisions also reducing the engine output. Various experiments have been made to increase the temperature of the internal walls of the combustion chamber as evidenced for example by the so-called "adlabatic" engine with combustion chamber and ceramic cylinders, made by the company "Toyota". This engine offers very limited yield advantages, in particular because in fact, the too high temperature of its walls tends to increase the thermal losses of the gases to the walls compared with other engines whose cooler walls are more favorable to the maintenance and the effectiveness of the thin layer of insulating air which covers the internal walls of the reciprocating internal combustion engine. For these reasons, so-called "adiabatic" engines have not gone beyond the experimental stage.

As an alternative to increasing the temperature of the internal walls of the combustion chamber, it is possible to reduce the temperature of the gases by diluting them either with additional air, or with exhaust gases previously cooled or not, the latter being the result of the previous cycle or cycles} _* Diluting the air-fuel charge introduced into the combustion chamber of an internal combustion engine with a non-combustion gas increases the capacity total heat of said charge to lower the average temperature at the same energy released by said combustion.

In addition, whatever the diluent gas used, the latter contributes to converting the heat released by combustion into mechanical work. However, in the case of spark-ignition engines, the propagation of the flame in an excessively The fuel or oxygen deficiency is either too slow or impossible. This leads to thirst for a drop in thermodynamic efficiency because the combustion takes place excessively at a non-constant volume, thirst for strong instabilities of combustion, thirst for ignition misfires. .

In order to dilute the charge introduced into the cylinder of a reciprocating internal combustion engine with spark ignition, to overcome these disadvantages, an alternative consists in stratlf er said charge, that is to say, to realize an air-mixture mixing bag. hululabie fuel centered around the ignition point of said engine, said bag being surrounded by a lean fuel mixture as it is strongly diluted with fresh air and / or exhaust gases in such proportions that said lean mixture remains in The said pocket is notably formed by the movements of the gases which take place inside the combustion chamber of the engine, the said movements being in particular induced by the geometry of the intake ducts of the engine and by that of the walls of said chamber, as well as by the dynamics and the shape of the jet of fuel injected directly into said chamber.

This so-called "stratified charge" strategy usually requires the use of direct fuel injection and leads to a fuel-rich charge around the ignition point, which is low in fuel in the remaining zone, and generally rich in oxygen. which poses various problems on modern engines, in particular taking into account the regulations relating to the emission of pollutants.

Indeed, said load thus laminated must contain enough oxygen for its part located around the ignition point to ensure the proper triggering of combustion, and sufficient oxygen for its remaining part to ensure the proper development of said combustion and its propagation to the entire volume of the combustion chamber of the engine including in the fuel-poor areas

The excess oxygen which characterizes the operation of state-of-the-art stratified-charge engines renders inoperative the reduction of nitrogen oxides by 3-volt catalysis ordinarily used to treat the exhaust gases of ignition engines. ordered.

In order to compensate for this problem related to both stratified-charge engines and lean-burn engines operating in excess of oxygen, it is necessary to use systems for the treatment of oxides of nitrogen in an oxidizing medium, such as Ox traps. SCR (Selective Coffee Reduction), said systems being particularly expensive, sensitive to the quality of fuels and to their sulfur content, heavy and bulky.

It is noted that among the problems associated with the stratified charge include f late direct injection of fuel needed for the formation of a fuel-rich pocket centered about the point ^of ignition, said late injection leading to a significant production of fine particles harmful for health,

Another problem related to the stratified charge is its operating range, which is too limited to the low load, which limits its effectiveness in reducing the load. consumption of motor vehicles in protective use, particularly with regard to those equipped with a small displacement engine relative to their weight.

This last problem related to the post-treatment of the oxides of nitrogen in an oxidizing medium can be circumvented by controlling the ignition of the load no longer by spark, but by compression as proposed by the strategy of the CAI or the HCCI.

These ignition strategies lead to a low temperature combustion that p friend almost no oxides zote and therefore _"ui can greatly dilute the feed with excess oxygen and / had burnt gas initially produced during or previous cycles) without having to post-treat the oxides oxide, Not being triggered by a spark, the combustion in CAI or HCCI makes it possible to overcome the stresses of propagation of form from a single point of ignition, the initialization of the combustion is carried out spontaneously in a multitude of points. _* On the other hand said CAI or HCCI partieullèrement is sensitive to any change in the one or more parameters that allow it to function, whether, for example of the Initial temperature of the load, the compression ratio which it eiectif The combustion of CAI or HCCI also generates a high pressure gradient because it is extremely fast, and therefore produces unpleasant acoustic emissions. .

In addition, like the stratified beam, the GAI HCCI operates only at relatively low loads, which limits its effectiveness in reducing the consumption of motor vehicles in everyday use, particularly with regard to those equipped with a small displacement engine relative to their weight.

An alternative to the stratified charge or the homogeneous lean mixture in excess of oxygen would be to replace the excess oxygen introduced into the charge by back-burned gases from the previous cycle (s) according to the well-known strategy of those skilled in the art under the acronym E8 which stands for Exhaust Gas Recirculation. The problem of i'.EG is that if it is not cooled {Internal EGR), it increases the sensitivity of the motor thermal knocking which affects the performance of the latter, if said EQ is previously cooled in a temperature exchanger (cooled external EGR), the trigger and the rags of the flame become hazardous and unstable. In any case, fEQR is difficult to combine with the stratification of which the poor areas would become non-rusty.

As explained above, it is preferable that the fuel mixture charge introduced into the cylinder of any reciprocating internal combustion engine burn rapidly, close to the top dead center of the piston dud t engine that is to say, at almost constant volum, and with the least possible thermal losses to the walls.

These are spark ignition engines, burn rapidly said charge is contradictory with the purpose of dilute the latter with a gas not participating in its combustion to reduce the heat beads to the inner aisles of said engines, because such gas splits to to reduce the speed of propagation of the flame in the volume containing said charge.

To restore a speed of propagation of said larger flame, the internal turbulence of the fuel mixture can be increased, but said turbulence must not increase the convective exchanges which increase the thermal losses to the walls, unlike the reflection desired by the dilution of the fuel. charge.

A strategy to restore said propagation speed may consist in increasing the compression ratio of the internal combustion engine with the objective of increasing the density and the enthalple of the load, both factors being favorable to said speed.

However, this strategy is difficult to apply to engines with a fixed compression ratio on which a definite high compression ratio limits the torque at low speeds, which increases the average consumption of motor vehicles.

In this context _"thermal combustion engines Internal variable compression ratio have the decisive advantage to allow the controlled increase in compression ratio when the load Introduced in their own way is highly diluted, particularly when said motors operate at partial loads and allow the rate to be reduced when their feed is higher and / or less di erent. As such, said engine variable compression ratio used to burn fillers highly diluted av c of the ^exhaust gas with low coefficients of cyclic variation, that is to say with low combustion speed differences of a cycle At the other and from one cylinder to the other, however, it is noted that a high compression ratio is unfavorable for the transformation of the macroscopic movements of the charge in fine turbulence to the top dead center of the engine piston, said turbulence being Favorable to the rapid spread of the flame in the fuel mixture. To correct this problem, it is possible to provide a flush combustion chamber also known as "sqtsish" chamber, the corresponding Anglo-Saxon term, such a chamber producing a strong turbulence when the piston reaches the vicinity of its top dead center. The problem of the flush chambers is, however, that they require the piston to be brought very close to the cylinder head, which entails a risk of collision between said piston and said cylinder head, and that the desired hunting effect only takes place close to the top dead center, ie relatively dark compared to the moment of the triggering of the ignition of the charge by spark,

Another disadvantage of the ebass chambers is that they strongly favor thermal exchanges between the gases and the internal walls of the combustion chamber. In the light of what has been exposed, there is an obvious advantage in being able to achieve the rapid combustion of highly diluted refractory charges with cooled external FEGR and whose pollutants can be post-treated via a 3-voided catalyst. this, without excessive turbulence contrary to the reduction of heat losses to the desired walls via the dilution of said charge by said EGR, There would also be an obvious advantage that the combustion of said highly diluted stoichiometric charges takes place over the range of operation of the largest possible engine 8

It is for this purpose, to solve the d problems previously mentioned related to Téta! of the art of internal combustion engines, and to allow an economical, clean and fuel-efficient operation of said engines that the spark ignition device and high-pressure stratification for reciprocating internal combustion engine with highly diluted charge provides, according to ( nvention and selo a particular embodiment:

* From real ise rune mixture pocket g them air-fuel sfcechlométrique forming said load> ¾ pilot ", small volume and low mass, è low _EOR: the centered as possible has been heart of the ^ignition point, locally turbulent even in operation at high compression rate, produced at the most opportune moment during the compression phase, and then ignited by an electric arc produced between the electrodes of a spark plug.

This is so

* To use the combustion of said pilot charge to ensure ignition and combustion over a wide range of operation of the internal combustion engines of a so-called "main" stoichiometric charge, previously prepared in the intake phase and / or compression and strongly diluted with cooled external EGR provided by an exhaust gas tapping device cooperating with a cooler.

With effect i

* Generate locally strong turbulence below the pilot charge that surrounds the ignition point and at the interface between the pilot charge and the main charge, so as to promote the rapid development of a broad flame front in the three-dimensional space of the combustion chamber, toot maintaining a globally, moderate turbulence within said main load in order to limit the convective heat exchanges between the hot gases of said main charge and the inner wall of said chamber; with as results:

* To make possible the combustion of stoichiometric charges with a very high content of cooled external EGR;

 * To promote the rapid combustion of the regular and near iisoehore of such stoichiometric loads;

 * To benefit from the high energetic efficiency of the stratified fraction operated in excess of air, but via the stratification of strongly diluted stoichiometric charges with cooled external EGR :: to allow the post-treatment of pollutants produced by combustion via a single catalyst 3 ~ veies thus avoiding the use of expensive, heavy and bulky NOx traps or selective eatalytic reduction devices (SCR);

 "To greatly expand the operating load range and virtuous effect on lamination performance, from the lowest loads to relatively high or very high loads;

* Significantly reduce the fuel consumption of all motor vehicles, including those with low power or thermal-electric hybrids on which strategies such as the reduction of engine capacity known as "downsizing", or de-activation. of cylinders have little or no positive effect on the energy performance, and said reduction in consumption is not o held according to the invention thanks to the reloeaisatioo of the operation of the engine on its ranges of regime-load offering the best energy efficiency, but thanks to the increase in energy efficiency of almost the entire operating range of said engine;

 To reduce the need for high engine downsi lng rates to reduce the average consumption of motor vehicles, said high downsizing rates significantly increase the cost price of said vehicles, in particular because of the high performance supercharging systems which are then necessary;

* To allow the realization of engines of very small cubic capacity with high energy efficiency, in particular by reducing the adverse effect on their thermodynamic efficiency of the ratio surface / volume of their combustion chamber said ratio leading to high heat losses, this being obtained according to the invention thanks to significant reduction of the average temperature of the charge of said engines Ind te by high dilution of said charge with cooled external TEGR, said dilution naturally reducing said thermal losses of said engines;

 To allow a high compression ratio operation of the engines in order to increase the thermodynamic efficiency, this being made possible on the one hand, thanks to a high rattling resistance of the main load due to its high dilution rate with Externally cooled EG, and secondly, thanks to a high knocking resistance of the pilot load due to its proximity to the ignition point and its rapid combustion resulting therefrom;

To naturally reduce the pumping losses of the engines, the massive introduction of external EG ^' R cooled in their (s) cy! Lndre (s) having the effect of increasing the intake pressure of said engines and therefore, of further open their throttle at the same point of operation, and said natural reduction of pumping losses makes less compelling the use of complex and expensive variable lift arrangements of intake valves to reduce said losses.

 To avoid the injection of late gasoline during the compression phase which characterizes the operation of stratified engines operating in excess of air, so as to avoid the massive production of fine particles during the combustion and thus, so as to avoiding the use of an expensive and bulky particulate filter to ensure the post-traftemenf of said fine particles;

 To make it possible to stratify the load with a multi-point fuel injection system as an alternative to the direct injection of gasoline ordinarily used for sirification of the load, the latter injection being more complex and more expensive;

To overcome the geometrical constraints internal to the combustion chamber and (aulx) ducts) and / or to overcome the constraints of positioning and jet jet shape that necessarily induces the implementation of the stratified charge according to the state of the art, said constraints arising from the need to realize a hrulah pocket approximately centered around the ignition point and leading to various aerodynamic strategies internal to the combustion chamber and an (x) ducts) d mainly known admission the terms "wall-guided" _and "air-gukSed" on "spray-guided" are used, and the quasi-disappearance of these constraints thanks to the ignition device according to the invention leaving more freedom to draw said chamber and the conduits;

 * To make possible the stratification of highly diluted charges with cooled external EGR on small-displacement engines unitair tooth firstly the small bore is hardly compatible or not compatible with the direct injection which requires a minimum distance between the source of the jet Injection and the walls of the combustion chamber, secondly; the average load in current use is potentially too high to derive sufficient benefit from the advantages of the stratified charge operating in excess of oxygen whose operation is too circumscribed to low loads, or thirdly the overall cost of said stratified charge and associated after-treatment devices is too high compared to the category of vehicles to which said engines are directed;

 * To generate a rapid rise in temperature of the engines, in particular by cooling the exhaust gases received via an air-to-water temperature eeh which heats the cooling water of said engines, and said rapid rise in temperature allowing, in particular, to reduce the viscosity of the lubricating oil of said engines and the associated friction losses which have the effect of reducing the fuel consumption of motor vehicles when they are used to make short runs started by a cold start of said engines, said a rapid increase in temperature also having the advantage of improving the comfort of the passengers of said vehicles thanks to a faster temperature rise of the passenger compartment of said vehicles in winter;

 "To significantly reduce gasoline consumption and the associated carbon dioxide emissions of all motor vehicles, at a controlled cost.

It is specified that the ignition device according to the invention can also be used on non-stoichiometric engines operating in excess of oxygen.

It is also specified that the ignition device according to the invention is applicable to any reciprocating internal combustion engine compression ratio and / or fixed displacement (s) or vartabie (s) _s corn it offers a more optimal operation when used on an engine having at least a variable compression ratio, this engine simultaneously to get a high rate of do nsizing thanks to an excellent yield at very high loads and thanks to a particular capacity to operate said very high loads including without EGR: external cooled by means of temporal compression false forgives low, and to benefit from a very high cooled external EGR rate at low and intermediate loads whose combustion is made possible thanks to a compression ratio temporarily high. Without excluding any other application, the ignition device according to the invention is particularly suitable for alternative internal combustion engines used to propel the automo iles.

The high pressure spark ignition and stratification device for an internal combustion engine according to the present invention comprises:

at least one laminating valve housed in the cylinder head of an internal combustion engine, said valve being kept in contact with a seat by at least one spring and said valve forming a first end of at least one lamination duct which opens into a preamble lamination while a second end that includes said conduit opens into a lamination chamber _; the latter being connected by at least one lamination injection duct to the combustion chamber of the internal combustion engine, said injection duct opening into said combustion chamber in the vicinity of protruding electrodes of a spark plug fixed in the cylinder head; internal combustion engine, Iesdites electrodes being positioned in the combustion ebambre e Eu ^motor; at least one lamination actuator controlled by the ECU computer of the internal combustion engine, said operator ensuring the lifting of its seat, keeps it open and rests on its seat of the stratification valve; at least one lamination ramp connecting: the precasting chamber to the output of a lamination compressor whose input is connected directly or indirectly to an air supply duct Lamination, said feed duct, said compressor and its inlet, its outlet, said ramp, said pre-amber, and the laminating layer forming a circuit for supplying atmospheric air to the laminating chamber. and your room being itself an integral part of the circuit;

at least one laminating fuel injector controlled by the engine ECU of the internal combustion engine, said injector being able to produce a fuel jet inside the atmospheric air supply circuit of the lamination chamber in one place; uelcon ue said circuit, either inside the lamination injection conduit, or within said circuit and said conduit;

at least the means for recirculating exhaust gases previously cooled so-called "externally cooled EG" controlled by the internal combustion engine ECO computer, said means for taking exhaust gases in the exhaust duct of said engine and reintroducing said gm at the inlet of said engine after having previously cooled said gases by means of at least one cooler,

The spark ignition and high pressure laminating apparatus according to the present invention comprises a laminating valve seat having a bearing surface oriented outwardly from the lamination prechanging so that the laminicatio actuator can not lift. said valve-seat sits by moving said valve away from said prêchambre.

The spark ignition and high pressure laminating apparatus according to the present invention comprises a laminating valve seat which has a bearing surface which is oriented towards the interior of the laminating prechamber so that the laminating actuator can not. lifting said valve of said seat by bringing said valve of said prechamber.

The spark ignition and high pressure laminating device according to the present invention comprises a laminating actuator which is constituted by at least one coil of conductive wire integral with the cylinder head of the internal combustion engine, said coil attracting a core or pallet magnetic when said coil is traversed by an electric current, so that said one core or pallet longitudinally displaces the strafifocalon valve with which it is connected by coil pushing or pulling means.

The spark ignition and high pressure lamination device according to the present invention comprises a laminating aerion which consists of at least one stack of piezoelectric layers whose thickness varies when the two strains are subjected to the passage of a current. electrical, so that said stack moves in longitudinal translation the lamination valve with which it is connected by means of pushing or stacking traction

The spark ignition and high pressure laminating device according to the present invention comprises a stack of piezoelectric layers which is connected to the laminating valve via at least one lever which multiplies the displacement printed by said stack to said valve,

The high-pressure spark-lamination device according to the present invention comprises a lamination actuator which is constituted by a pneumatic lamination jack comprising a lamination receiving pneumatic chamber and a lamination receiving pneumatic piston _; said piston being secured to the laminating valve or being connected thereto by pneumatic piston pushing or pulling means, whereas said pneumatic chamber can be connected either with a high pressure air reserve thirsty to the free air or with a low-pressure air supply through at least one valve.

The spark ignition and pressure laminating apparatus according to the present invention comprises a laminating actuator which consists of a hydraulic laminating ram comprising a laminating receiving hydraulic chamber and a laminating receiving hydraulic piston, said piston being integral with the valve stratificatio _t or being connected to the latter by mo ens pushing or hydraulic traction piston.

The spark ignition and high pressure laminating apparatus according to the present invention comprises a laminating receiving hydraulic chamber which can be connected to a high pressure servo hydraulic fluid tank, thirsty to a servo hydraulic fluid reservoir. low pressure by at least one pressure solenoid valve and / or by a low pressure efeofroval valve.

The high-pressure spark ignition and stratification device according to the present invention comprises a high-pressure hydraulic fluid tank which is pressurized by a servo hydraulic pump, said pump transferring a hydraulic fluid taken from the reservoir of low pressure servo hydraulic fluid for transferring it into said high pressure hydraulic fluid reservoir "

The spark ignition and high pressure lamination apparatus of the present invention comprises a lamination fuel initiator which is connected to a pressurized fuel gas reservoir.

The spark ignition and high pressure lamination device according to the present invention comprises an atmospheric air supply circuit of the lamination chamber which comprises a homogenization circulator, said scrubber being placed at any point of said circuit and stirring an atmospheric air or a gaseous mixture contained in said circuit by circulating said air or said mixture through said circuit.

The high pressure spark ignition and stratification device according to the present invention comprises an atmospheric air feed circuit of the lamination chamber which comprises an air-to-air heat exchanger for heating the supply circuit which heats the air. or a gaseous mixture contained in said circuit by drawing heat contained in the exhaust gas of the internal combustion engine, said air or gas mixture and said exhaust gas passing simultaneously through said exchanger without mixing with each other.

The spark ignition and high pressure lamination device according to the present invention comprises an atmospheric air supply circuit of the lamination chamber which comprises at least one electrical heating resistor of the supply circuit which heats atmospheric air by a gaseous mixture contained in said clove The spark ignition and high pressure laminating apparatus of the present invention comprises an inner surface of the atmospheric air supply circuit of the laminating chamber which is formed by the invention. had all or part of a thermal insulation material.

The spark ignition and high pressure lamination device according to the present invention comprises an atmospheric air supply circuit of the lamination chamber which comprises an air-cooling water temperature exchanger of the supply circuit which cools an air or a gaseous mixture contained in said circuit by yielding heat contained in said atmospheric air or gaseous mixture to a coolant contained in the cooling circuit of the internal combustion engine,

The spark ignition and high pressure lamination device according to the present invention comprises a lamination chamber which comprises at least one inlet and at least one tangential outlet.

The spark ignition and high pressure lamination device according to the present invention comprises an air supply circuit atrnosphenque lamination chamber which comprises at least one brewing chamber which impresses a turbulent motion to a gas mixture which is in movement in said circuit or which undergoes rapid pressure changes to said mixture ga them. The spark ignition device and high pressure laminating according to the present invention comprises a lamination ramp which comprises at least one discharge valve which opens beyond a certain pressure prevailing in said ramp. The spark ignition and high pressure lamination device according to the present invention comprises a lamination ramp and / or an output of the lamination compressor and / or a lamination prechamber which comprises at least one discharge lobe, the output of which opens at the admission of the internal combustion engine, or in a hoe, or in a storage tank. The spark ignition and high pressure stratification apparatus according to the present invention comprises an output of the laminating compressor which is connected to a pressure accumulator which stores atmospheric air or a gaseous mixture previously pressurized by said eo. The accumulator also communicates directly or indirectly with the laminating ramp and the laminating preamble so as to maintain said ramp under pressure. and said prechamber.

The spark ignition and high pressure lamination device according to the present invention comprises pre-cooled exhaust gas recirculation means "cooled external EGR" which consist of the malus an EGR quench valve. with proportional lift having at least one proportionally rotational EGR tappet or at least one proportionally rotatable EGR tappet positioned on the exhaust manifold of the internal combustion engine, said valve or said shutter or said plug being able to connect said manifold with an external EGR supply duct whose end opposite to that which opens into said manifold opens into the intake plenum of the internal combustion engine,

0

 The high pressure spark ignition and stratification device according to the present invention comprises a proportional lift EO stub valve or a proportionally rotational EGR stub panel or a proportionally rotational proportioned EGR stub nozzle. on the exhaust manifold 6 which co-operates with at least one proportional lift exhaust compression valve or with a proportionally rotatable exhaust compression flap or with a proportionally rotational exhaust exhaust manifold that includes at least one of the outlets of said manifold.

0

The high pressure spark ignition and stratification device according to the present invention comprises a lamination EGR cooler which is an air-to-water high temperature sample of the external EGR feed duct which cools the exhaust gases taken from the exhaust duct of the internal combustion engine, said exhaust gas yielding part of their heat to an oal-carrier fluid contained in the cooling circuit M internal combustion engine. The spark igniter and high pressure lamination according to résente invention comprises an EGR cooler which is n laminating low temperature air-water exchanger by external EGR supply conduit ui cools the ^exhaust gases sampled in the exhaust duct of the internal combustion engine, said exhaust gas yielding part of their heat to a coolant contained in an independent cold water circuit that includes said internal combustion engine. The spark ignition and high pressure laminating device according to the present invention comprises a lamination chamber which consists of an annular recess arranged in a cylindrical hole in which is engaged a cylindrical nose of éianehéïté that includes the candle of ignition, said hole opening into the combustion chamber of the internal combustion engine. the spark ignition and high pressure lamination device according to the present invention comprises a lamination injection duct which consists of at least one stratification injection channel, a first end of which communicates with the lamination chamber and whose a second end opens between the inside of the cylindrical nose and a central cone Isolation central that includes the spark plug. The spark ignition and high pressure lamination device according to the present invention comprises a laminating injection duct which consists of at least one lamination injection capillary arranged inside a central electrode which comprises the spark plug so that the first end of said capillary communicates with the lamination chamber and the second end of said capillary opens at the end of said central electrode,

The high pressure lamination spark ignition device according to the present invention comprises a lamination injection duct which consists of at least one lamination peripheral nozzle, a first end of which communicates with the lamination chamber and a second end of which end emerges at the periphery of the spark plug, said second end being directed approximately to the electrodes that comprises said spark plug. The spark igniter and high-pressure lamination siat ^■ the present invention comprises at least the stratification valve seat you, the pours, dog portion of the conduit of lamination, the lamination préchamfere, AR acf ringer stratification which are commonly integrated in at least one cartridge attached to or screwed into the cylinder head of the internal combustion engine.

The spark ignition and high pressure laminating device according to the invention comprises a laminating ramp and / or an output of the laminating compressor and / or a precleaning chamber which comprises at least one mixing valve, valve or mixer. air-fuel to maintain temperature the catalyst to post treatment of pollutants, said sou ape * valve or injector capable of transferring an air-fuel mixture from said ramp, or from said outlet or from said prechamber to the motor d ^* échappems conduit internal combustion, said mixture being introduced by said valve, valve or injector into said conduit at any point of said conduit placed between the exhaust valve of said engine and said catalyst of said engine;

The spark ignition and high pressure lamination device according to the present invention comprises a valve, valve or injector for air-fuel mixture of temperature maintenance of the catalyst which is connected to the exhaust pipe of the internal combustion engine by a conduit air-fuel mixture maintaining the catalyst temperature.

The following description with reference to the appended drawings, given by way of non-limiting examples, will make it possible to better understand the invention, the characteristics it presents, and the advantages it is likely to obtain:

Figure 1 is a schematic sectional view of the ignition device by spark and high pressure stratification according to the invention mounted on an internal combustion engine with alternative combustion.

Figures 2 and 3 are diagrammatic sectional views of the spark ignition device and high pressure laminating according to the invention, laminating valve respectively closed and open position, said valve can be lifted its seat by a laminating actuator consisting of a coil of conductive wire that can attract a magnetic core connected to said valve by pushing means or coil fraction. 4 is a diagrammatic sectional view of the spark ignition device and high pressure laminating according to the invention, the laminating valve can be lifted from its seat by a laminating actuator consisting of a stack of piezoelectric layers connected to said valve by pushing means on stacking traction

Figures δ is a schematic sectional view of the spark ignition device and high pressure laminating according to the invention, the laminating valve can be lifted from its seat by a laminating actuator consisting of a hydraulic stratification cylinder whose Hydraulic piston laminating receiver is connected to said valve by hydraulic piston fraction pushing means.

Figure 6 shows a first alternative arrangement of the various components of the spark igniter and high pressure lamination according to ^the invention, said device being applied to a reciprocating internal combustion engine with four cylinder in line turbocharged, and said variant comprising in particular a homogenization circulator, a proportional lift EGR quenching valve and a proportional lift escape valve.

FIG. 7 illustrates a second alternative arrangement of the various components of the spark ignition device and high-pressure stratification according to the invention, said device being applied to a turbocharged supercharged four-cylinder in-line reciprocating internal combustion engine, and said variant comprising in particular a pressure accumulator which stores the atmospheric air, mixed it under pressure by the lamination compressor, a lamination fuel injector connected to a pressurized fuel gas tank, a quenching flap, Proportional lift EGR, and a proportional lift exhaust vane.

On a montré en figure 1 un moteur thermique à combustion interne 1 comportant un dispositif d'allumage par étincelle et stratification hayte-pression 2 suivant la présente Invention, Figure 8 illustrates a third alternative arrangement of the various components of the spark ignition device and high pressure stratification according to lnvenfiors, tedlt device being applied to an internal eos bustlon internal four-cylinder turbocharged supercharged engine turbocharger, and said variant comprising in particular an air-to-air heat exchanger of the atmospheric air supply circuit, a a proportional lifting plug, and a bushel of proportional lifting.

FIG. 1 shows an internal combustion heat engine 1 comprising a spark ignition device and hayte-pressure stratification 2 according to the present invention,

The internal combustion engine 1 comprises a nloc engine or cylinder block 3 which comprises at least one combustion cylinder 4 closed by a cylinder head and in which its moves a combustion piston 5.

The combustion piston 5 is articulated on a connecting rod 6 connected to a crankshaft 7, said link 6 transmitting the movement of the combustion piston 6 m tt crankshaft ui? when said piston 5 moves to the front of the compant cylinder 4.

The cylinder head 8 of the internal combustion engine 1 comprises a combustion chamber 9 in which opens, on the one hand, an intake duct 11 closed or not by an intake valve 13 and communicating with an intake manifold 19 and a combustion chamber. on the other hand, an exhaust pipe 10 .obtained or not by an exhaust valve 12 and communicating with an exhaust manifold 18 and with a pollutant post-treatment catalyst 75. The internal combustion engine 1 comprises in addition to a cooling circuit 17 and an ECU calculator,

FIGS. 1 to 8 show the high-pressure spark ignition and stratification device 2 according to the present invention, The spark ignition and high-pressure lamination device 2 comprises a stratification valve 20 housed in the cylinder head 8 of the internal combustion engine. Said valve is kept in contact with a seat 21 by at least one spring 22, said valve closing a first end of at least one lamination duct 23 that opens into a precleaning chamber 79 while a second end that includes said duct opens into a stratification chamber 24.

The lamination chamber 24 is connected by at least one lamination injection pipe 39 to the combustion chamber 9 of the internal combustion engine 1, said injection pipe 39 opening into said combustion chamber 9 in the vicinity of protruding electrodes. 28 of a spark plug 25 fixed in the cylinder head 8 of the internal combustion engine 1 said electrodes being positioned in the combustion chamber 9 dudft engine 1.

According to a particular embodiment of the spark ignition device and high pressure stratification 2 according to the invention, said spark plug 25 may be identical or similar to those fitted to the internal combustion engines spark ignition as known from the skilled person,

Note that the spring 22 can act directly or indirectly through a solid or a fluid on the laminating valve 20, while it can be mechanical whatever the material ... work in flexion , in torsion or in traction, and be for example a "Belleville" washer, a helical or llama spring, a corrugated elastic washer or other geometry washer and be of any type known to those skilled in the art, According to a particular embodiment, said spring. 22 can also be pneumatic using the compresslbiiité properties of a gas, or hydraulic exploiting the compressibility properties of a fluid.

It should be noted that the high-pressure spark ignition and stratification device 2 comprises at least one laminating actuator 27 controlled by the ECU computer of the internal combustion engine 1, said actuator ensuring the lifting of its seat. 3

21 maintains it in opening and rests on its seat of the strafiieafien valve 20, the spark ignition device and stratification enensation 2 also comprises at least a laminating ramp 2 $ connecting the prêe chamber lamination 70 to the output a laminator 20 of which: the inlet is connected directly or indirectly to a lamination supply duct 30, said supply duct, said compressor and its inlet and outlet, said ramp, said preamble, and the laminating conduit 23 commonly forming an atmospheric air supply circuit 31 of the laminating chamber 24, and said chamber itself being an integral part of said circuit, It is noted that the laminating compressor 29 can be of any a type known to those skilled in the art, whether said compressor is fixed displacement or variable displacement, pistons, vane, screw lubricated or not, single-stage, double-stage or stepped mufti, with intermediate cooling or not. According to the mode chosen for producing the spark ignition device: and high pressure lamination 2 according to the invention, said supercritical compressor 2 can in particular be fixed directly or indirectly on the internal combustion engine 1 and be driven mechanically by the crankshaft? said engine comprises at least one pinion or at least one chain or at least one belt 32 via a variable gear ratio transmission or electrically via an alternator driven by said crankshaft which produces the necessary current an electric motor driving said compressor, the electrical energy produced by said alternator being or not previously stored in a foa erle.

The spark ignition and high pressure lamination device further comprises at least one lamination fuel injector 33 driven by the ECU computer of the internal combustion engine 1, said injector being able to produce a jet of fuel either inside the engine. atmospheric air supply circuit 31 of the laminating chamber 24 at a location uelconqu of said circuit, either at the bottom of the Laminating Injection duct 30, or internally of said circuit and said duct. According to a particular embodiment of the device according to iinyenfiom said lamination fuel injector 33 bit! Injecting a liquid or gaseous fuel and can be â single stage or multi-stage, to so énolde or piezoelectric, or -. Generally ^■ - · any type known to the skilled artisan

As the ^J showed in Figures 6, 7 and 8, the spark ignition and high-pressure lamination device 2 comprises at least reclrculation means of exhaust gas precooled 40 called "external EG cooled" driven by the ECU calculator, the previously cooled exhaust gas recirculation means 40 making it possible to take off exhaust gases in the exhaust duct 10 of the internal combustion engine 1 and then reintroduce the gas gases to the engine exhaust intake after to have previously cooled the gas ddts by means of at least one refolder 41,

According to one embodiment, the spark ignition and high pressure laminating device 2 comprises a laminating valve 21) whose seat 21 has a bearing which is oriented outwardly of the precasting chamber 79 so that The laminating actuator 27 can lift said valve of said seat only by moving said valve away from said preheater (FIGS.

According to another embodiment, the spark ignition and high pressure lamination device 2 comprises a laminating valve 20 whose seat 21 has a bearing which is directed towards the interior of the precasting chamber 79 so that the facifier Stratification 27 can lift said seat valve dudlf only by bringing said valve of said antechamber.

As shown in FIGS. 2 and 3, the stratification picker 27 may consist of at least one coil of conductive wire 50 integral with the breech B of the internal combustion engine 1 _s said coil attracting a core or pallet when said coil is traversed by an electric current, said one core or pallet moves in longitudinal translation the stratification valve 20 with which it is connected by thrust or coil fraction means 42. In FIG. 4, it has been shown that the laminating actuator 2 may consist of at least one stack of piezoelectric layers 52, the thickness of which varies when said layers are subjected to the passage of an electric current, so that said stack displaces longitudinally translating the laminating layer 20 with which it is connected by pushing means to; traction

According to a variant of the device according to the invention, the stack of piezoelectric layers 52 can be connected to the stratification valve 20 via at least one lever (not shown) which multiplies the displacement printed by said stack to said valve.

Said lever may consist for example of a washer itself consisting of a succession of small levers interconnected eircularly, each small lever taking, resting on the top of the stack of piezoelectric layers 52 on the one hand, and on the laminating valve 20 on the other hand directly or via pushing means or stacking traction means 88.

According to another embodiment, the high-pressure spark-lamination ignition device 2, laminating feeder 27 may consist of a pneumatic lamination jack (not shown) comprising a pneumatic receptive stratification cylinder and a piston pneumatic laminating receptacle, said piston being integral with or connected to the laminating valve 20 by means of thrust or pneumatic piston fraction, while said pneumatic chamber can be connected either with a reserve of high pressure air either in the open air or with a reserve of low pressure air by at least one electrovanna

According to another variant which has been shown in FIG. 5, the spark ignition and high-pressure lamination dispensing device 2 may comprise a lamination aetection 27 consisting of a hydraulic stratification jack 36 and comprising a hydraulic receiving chamber of stratification 37 and a laminating receptacle hydraulic piston 33, said piston being integral with or connected to the laminating valve 20 _s by means of pushing or pulling means of hydraulic pistol 53, The laminating receiving hydraulic piston 38 may comprise seals for sealing with a cylinder with which it can be sealed. and the laminating receiving hydraulic chamber 37 may be connected to either a high pressure serviceable hydraulic fluid reservoir or a servo hydraulic fluid reservoir, low pressure by at least one high pressure electrolyte and / or at least one low pressure solenoid valve.

The spark ignition device and high pressure stratification 2 may comprise a reservoir of high pressure hydraulic fluid not shown which is pressurized by a servo hydraulic pump, said pump transferring a hydraulic fluid taken from the reservoir of a low pressure servo hydraulic fluid for transferring it into said high pressure servo hydraulic fluid reservoir. According to a particular embodiment, the spark ignition and high pressure lamination device 2 ompor e a fuel injection of laminating 33 which can be connected to a pressurized fuel gas tank 56 (FIG. 7), said gas being injectable by said injectin 33 and possibly being compressed natural gas, for example, or any other ga fuel that can be used by the heat engines. reciprocating internal combustion.

The atmospheric air supply circuit 31 of the laminating chamber 24 may comprise a homogenization circulator 56 which is placed at any desired point and circuit. which brews an atmospheric ai or gaseous mixture entrusted by said circuit by circulating said air or said mixture through this circuit.

FIGS. 6 and 8 show an atmospheric air supply circuit 31 of the lamination chamber 24 which comprises an air-air heat exchanger 57 of circuit 31 which heats an abiotospheric air or a gaseous mixture contained in said circuit 31 drawing heat contained in the g ecsement of the internal combustion engine 1, said ai or gaseous mixture and gd dm exhaust simultaneously passing through said exchanger 57 without mixing them.

According to a particular embodiment of the spark ignition device and. high pressure stratification 2, the atmospheric air supply circuit 31 of the laminating member 24 comprises at least one electrical heating resistor of the supply circuit which heats atmospheric air or a gas mixture contained in said circuit (not shown). It is noted that possibly the lower surface of the circuit of FIG. Atmospheric air supply 31 of the lamination chamber 24 may in all or part be coated with a heat insulating material which may be ceramic, thermoplastic, or any other type of thermal insulation known to the person skilled in the art. the art, said inner surface may also be coated with a non-stick material such as teflon or any other coating known to those skilled in the art and to avoid the fixing on said surface of possible products As a result of the polymerization of the fuel flowing in said feed circuit 31, FIG. 7 shows the atmospheric air supply circuit 31 of the laminating vane 24 which comprises a coolant air-cooling water temperature of the supply circuit 58 which cools an atmospheric ai or a gaseous mixture contained in said circuit by yielding heat contained in said atmospheric air or gaseous mixture to a carrier fluid that contains the cooling circuit 17 of the internal combustion engine 1,

According to m embodiment not shown, the lamination chamber 24 comprises at least one inlet and / or at least one fanqentlelles outlet so that said inlet and / or outlet allows to express a whirlpool movement to atmospheric air or gas mixture from the sfrafiScatlen ramp 28 when said air or mixture is introduced into said chamber.

The atmospheric air supply circuit 31 of the lamination chamber 24 may also comprise at least one brewing chamber, not shown, which imparts a turbulent movement to a mixture g zeux which is even ept in said circuit or which undergoes d rapid pressure variations to said gaseous mixture, said brewing chamore being able for example to achieve a "Ventuh" effect so as to favor the evaporation of the fuel contained in said mixture of a bet, and the stirring of the mixture mixture on the other hand,

According to a particular embodiment, the spark ignition device and lamination baute-pression 2 comprises a lamination ramp 2S which can 28 comprise at least one discharge valve 59 which is operated beyond a certain pressure in adite rampa, the output of said discharge valve 60 can lead "in a particular embodiment of the device according to the invention - in the intake plenum 18 or in the exhaust circuit 10 of the internal combustion engine 1, or in the open air (FIG. 8).

The stratification ramp 28 and / or the output of the laminating compressor 29 and / or the precasting chamber 79 may also comprise at least one discharge eieotrovanne, the outlet of which opens at the intake of the internal combustion engine, or in a caosstar not shown, or in a storage tank also not shown.

It should be noted that said electrovalve can be actuated during opening from the stopping of the internal combustion engine 1 so that said canisier or said tank stores most of the hydrocarbon vapors contained in said stratification ramp 28 and / or said outlet the laminating compressor 29 and / or said laminating pre-chamber 79, the vapors being then burned during a subsequent restart of the engine, or so that the vapors are burnt immediately by said engine when they are expelled to the intake dudlt motor by said etecfrovanne ..

It has been shown in FIG. 7 that the output of the laminating compressor 28 can be connected to a pressure accumulator 60 which stores an atmospheric air or a gas mixture previously pressurized by said compressor, said accumulator also communicating directly or indirectly with the ramp 28 and the precleaning chamber 79 so as to maintain under pressure said ramp and said prechamber.

Said pressure accumulator 60 makes it possible in particular to stabilize the pressure prevailing in these members in the case where - for example - the laminating compressor 20 comprises a single piston rotating at a reduced speed, this configuration generating high pressure waves of high amplitude. The spark ignition and high pressure lamination device 2 comprises pre-cooled exhaust gas recirculation means 40, referred to as "cooled external EGR", which consist of at least one quilting valve. proportional rotation of the EGR 83 (Figure 6) or at least one proportional rotation EGR tap 84 (Figure 7) or at least one proportional rotation EGR tap 85 (Figure 6). 8} positioned on the exhaust manifold 18 of the internal combustion engine 1. said valve or said flap or said plug being able to connect said manifold with an external EGR supply duct 68 whose end opposite to the one denounced in said manifold opens into the intake plenum 19 of the internal combustion engine, the proportional-lift EGR quilting valve 83 or the proportionally-rotating EGR quilting flap 64 or the rotating EGR quilting plug proportional valve 85 positioned on the exhaust manifold 18 cooperates with at least one proportional lift exhaust counterpressure valve S? (Figure 8) or with a proportionally rotational exhaust counterpressure flap 88 (Figure?) Or with a confrepressing bushel eenappemant proportional rotation 69 (Figure 8) that includes at least one of the outputs dud collector.

FIGS. 6 to 8 show a stratifying EGR refrolder 41 which is a high-temperature air-water heat exchanger of the external EGR supply duct which cools the exhaust gases taken from the engine exhaust pipe 10 internal combustion engine i, said exhaust gas yielding part of their heat to a heat transfer fluid contained in the cooling circuit 17 of said internal combustion engine.

FIGS. 6 to 8 also show a stratiloation EGR cooler 41 which is a low-temperature air-to-water baffle of the external fuel supply pipe which cools the exhaust gases taken from the exhaust pipe 10 of the engine. internal combustion 1, said exhaust §a¾ giving up a portion of their heat to a calopodeur fluid contained in an independent cold water circuit that includes said internal combustion engine. It will be observed that said cold water circuit may be that of the charge air cooler contained in said engine, such a circuit being known to those skilled in the art.

FIGS. 3 to 5 show that the stratification chamber 24 consists of an annular recess 4S arranged in a cylindrical hole 4δ in which is engaged a cylindrical sealing nose 44 that comprises the spark plug 25, said hole 48 opening into the combustion chamber 8 of the internal combustion engine 1, As shown in Figures 2 and 3 _S the stratification injection duct 39 may consist of at least one lamination injection channel 16, a first end communicates with the lamination chamber 24 and a second end opens between the inside of the cylindrical nosing 44 and an insulation cone central 43 that includes the spark plug 25.

However, it has been shown in FIG. 4 that the laminating injection duct 39 consists of at least one lamination injection capillary 16 formed inside a central electrode 47 that the spark plug 25 comprises. whereby the first end of said capillary communicates with the lamination chamber 24 and the second end of the capillary opens at the end of said ntrate electrode 47.

FIG. 5 shows that the spark ignition and high pressure lamination device 2 comprises a stratification injection duct 39 which consists of at least one peripheral lamination nozzle 48, a first end of which communicates with the chamber lamination 24 and a second end of which emerges out of the ignition spark 2S, said second end being directed approximately to the electrodes 28 that includes said candle.

It is noted that at least the laminating valve 20, the seat 21 _; the spring 22, all or part of the lamination duct 23, the precleaning chamber 79, and the lamination actuator 27 may be commonly integrated in at least one cartridge fixed to or screwed into the cylinder head S of the internal combustion engine 1.

It has been shown in FIG. 8 that the laminating ramp 28 and / or the output of the laminating compressor 29 and / or the laminating feeder 79 may comprise at least one air-fuel mixing valve, valve or injector 78 making it possible to maintain in temperature the posf pollution treatment catalyst 75. Said valve, valve or injector 76 can transfer an air mixture ruranf from said ramp 28, or from said outlet or adite prènhare room 79 to the exhaust pipe 10 of the internal combustion engine, said mixture being introduced by said valve, valve or Iejector 76 in said G0.nd.uit 10 at any point eit conduit placed between the exhaust valve 12 of said engine and said catalyst 75 cúdit engine 1.

Said mixture can thus and if necessary be introduced into said exhaust pipe 10 once said pollutant treatment catalyst 75 has reached an operating temperature enabling it to at least operate with a sufficient yield, and cec so that said The mixture is blended into said catalyst 75 so that the catalyst is maintained at a temperature sufficient to maintain a good conversion efficiency of the polluting gases into non-polluting gases.

In this case, the valve alr valve or mixing injector ~ carduranf 76 of maintaining the temperature of the catalyst 76 may be connected to the ^exhaust pipe 10 of the internal combustion engine 1 by an air mixing duct "for holding yrant in catalyst temperature 77 said mixing duct 77 may also comprise a canula or isolation flange 78 which prevents said duct 77 from reaching an excessively high temperature,

The ignition device according to the invention operates in at least the following modes:

 Combustion of a single pilot load alone, the main load containing in practice neither oxygen nor fuel only the cooled external EGR and / or the internal hot EGR;

 * Combustion of a stoichiometric pilot charge which then ignites a strongly diluted stoichiometric main charge with cooled external EGR and / or hot internal EGR;

* Combustion of a pilot charge sfoschiomêrlque which then lights a main charge st ehiométoque little or not diluted with cooled external EGR and / or internal hot EGR; * Combustion ^of a main load stœchiométnque one that is highly little or not diluted with cooled external EGR and / or EGR hot intern.

According to a particular embodiment thereof and its use, the ^ignition device according to invention works as tallow {,, by exempl when it is implemented on an engine reciprocating internal combustion four-cylinder, as illustrated in Figures 6 to 8:

Pressurization phase of the stratification ramp 28: the starting of the engine 1 is carried out as if it were a multicomponent injection engine, the ignition device 2 according to the invention not being used at this stage, except in the case of the spark plug 25 which it comprises.

Being directly driven by the crankshaft 7 of the engine according to this example, the laminating compressor 29 is actuated at the same time as said crankshaft and draws from the clean intake at the output of the air intake housing 70 d said engine.

According to this particular embodiment, an injector 33 sprays fuel at the inlet of the laminating compressor 28 in such proportions that a fuel-air mixture is discharged at the outlet of the compressor, directly into the stratification ramp 28. .

In parallel with the action of the stratification compressor 29, the homogenization circulator 58 circulates the stoeconomical air-fuel mixture successively through the stratification ramp 28, through the various stratification preloaders 79 that each combustion cylinder 4 comprises. of the internal combustion engine 1 as provided by the invention, and through the feedback homogenization duct 71 so as to return to the circulator and restart the same circuit as said ramp 28 is pressurized and the internal combustion engine i is working,

Brewing operated by the homogenizing pump 56 serves ê reduce condensation gasoline conten eu in the air-fuel mixture steohiométi ^'aue on the inner walls of the stratification of ramp 28 and Stratification chambers 24, said mixture being under pressure and therefore not very favorable to maintaining the gasoline in the vapor state. said brewing is also fear force function stoschiometric air-fuel mixture ue to remain liomogène and temperature proc e of that of said walls said temperature being lower than the auto-inflainin temperature dtHt mixture, and clean said walls especially re ~ Diiuant the possible residues of gasoline fixed on said walls and resulting from previous uses of the ignition device according to the invention.

Under the action of the laminating compressor 28, the stratification ramp 28 rises in pressure until it reaches a pressure greater than the pressure prevailing in the combustion chamber 9 of the internal combustion engine 1 when the piston 5 of this last reaches its end of compression stroke, just before the ignition of the charge contained in said chamber. Once said ramp is pressurized, the ignition device according to the invention is ready to stratify the load of said engine, which operates as follows;

Startup Phase I _^ .i stratifcalgn,...

A few degrees of rotation of the crankshaft 7 of the engine before triggering the spark ignition of the main stoschlométrtque charge contained in the combustion chamber 9 of said engine by means of the spark plug 25, an electric current is sent to the terminals of the electrical laminating machine coil 27 (FIG. 3).

The magnetic core 51 of said actonneu is then attracted by said coil and moves towards it by pulling on the coil pushing or pulling means 42 which connect it to the laminating valve 2¾ so as to lift said valve 21, and so that a fraction of the pressure blown mixture contained in the stratification ramp 28 and more precisely in the laminating orêchambre 79 is drawn to the combustion chamber S of the engine 1 via respectively the Lamination chamber 24 and Lamination Injection duct 39,

By escaping through the laminating injection pipe 38, said mixture penetrates at high speed between the cylindrical sealing nose 44 of the candle 25 and the central insulation cone 43 of said spark plug. This soothing, said mixture is agitated turbulent movement fout remaining confined in a small volume centered around the electrodes 26 of the spark plug 25, said mixture thus constituting the pilot stœohiornêtnque (Figure 3).

Once the desired amount of mixture has been transferred from the lamination ramp 28 to the combustor 9 so as to form the pilot charge, the laminating factor coil 2? ceases to be supplied with electric current by the ECU of the internal combustion engine 1, the magnet core Si actuator returns to its initial positio pushed by the spring 22 of the laminating valve 2.0 which is simultaneously rested on its seat 21 , ie in closed position.

The ignition of the pilot load then intervenes, a high voltage current being applied to the terminals of the spark plug ^. ignition 25 so as to form an electric arc between the electrodes 28 of said candle, the pilot charge being st ebiometric and animated by a strong turbulent movement, it ignites quickly, then constitutes a substantially spherical volume that expands hot rapidly under temperature reflection to form a substantially froncospheric flame front of large surface e contact with the main charge, which also ignites quickly because the remaining distance to travel through the flame to burn completely said main charge is short. Once established this mode of combustion by pilot charge and main charge, the exhaust cooled recirculation means previously cooled 40 so-called "cooled external EG" come into action as follows:

In order to recirculate the exhaust gases, the pre-cooled exhaust gas recirculation means 40 according to the invention and according to the present embodiment may comprise a proportional lift DHW tap valve 83 positioned on an exhaust manifold. 13 which combines the exhaust outlets of the cylinders  and 8 of the internal combustion engine 1 and that comprises said engine., Said stitching valve 63 cooperating with a proportional lift exhaust backpressure valve 8? positioned at the outlet of the collector manifold 18. When the valve ΰΈ & Η 83 is fully open and said exhaust control valve 8? fully closed, all of the exhaust from the cylinders A and B is. reintroduced into the intake plenum 19 of the internal combustion engine 1 via the stitching valve 63 and the external EGR supply duct 66c last comprising an air / water refrolder external EGR hot water 72 ~ c ' that is to say whose water is the one that cools the said engine itself- in which pass said gas to undergo a first temperature drop, the latter then passing into a cold water air / water cooler 73 that contains the pl number of admission 19 to undergo a second temperature drop, the latter cooler also used to cool the charge air engine dudt when it is supercharged by its turbocharger 74 {Figure 6),

According to this configuration and this adjustment, the air admitted to the inlet of the engine 1 contains approximately fifty percent of EG and is at a temperature a few degrees higher than that of the ambient air.

It is easily deduced from this arrangement that it is possible to keep the motor running between zero and fifty percent of cooled external EGR by varying the respective lift of the EGR 63 and exhaust exhaust confrepression valve 6. that includes the exhaust manifold 18 of outputs * êchappemenf of cylinders A and B _i the false appropriate EGR being fout rise controlled by the ECU engine management computer on a criterion of improved fuel efficiency and stability limit engine combustion.

les conditions recherchées. Note that when the turbocharger 74 of the engine 1 is used to supercharge the latter, the EGR 63 and exhaust confrepression valve 67 are adjusted so that enough thirsty energy left in the exhaust gases for the turbocharger turbine drives the centrifugal compressor that includes

the conditions sought.

This need to reduce the false EGR to favor the available energy for said turbine has even less negative impact on the final efficiency of the engine if it is variable compression ratio because in this case said engine requires only little or no external EGR cooled at full load for control the clatter of its combustion and / or to deliver a high energy efficiency.

It should be noted that when the engine 1 is operating under high external cooled EGR rates, combustion which is ordinarily difficult or impossible to initiate in the absence of the ignition device 2 according to the invention is made possible under good conditions by said device.

In fact, the initialization of the combustion of the main charge stcsc iometri strongly diluted to GS. external cooled is provided by the large-area flame front developed at the periphery of the pilot load and brought into contact with said main barb.

In this context, said main charge burns rapidly under the effect firstly, of the compression generated by the combustion of the pilot charge said compression increasing fenthalpy of said main charge remaining to be burned, secondly; the wide contact surface exposed to the flame and third series of small remaining distance from said flame to burn ^the whole of said main charge.

Being strongly diluted with external ECSR fro% the average temperature of the cbarge during the combustion is strongly lowered simultaneously reducing the sensitivity to the rattling of the engine and the thermal losses with the walls, it is then possible to trigger the beginning of combustion of the load at the optimum time on a criterion of maximum efficiency, and increase the compression ratio of the engine that it is fixed or variable, to increase the thermodynamic efficiency of the expansion of the gases.

It should be noted that, in the case of a variable compression false motor, the cooled external EG content of the charge can advantageously be increased in parallel with the compression ratio, the increase in the rate being simultaneously favorable to the stability of the compressor. busto under: cooled external EGR and the thermodynamic efficiency of gas expansion,

It should be noted that once the pressurization phase of the straightening ramp 28 has been completed, the stratification and then the dilution phases of the charge with cooled external EGR can be delayed in time so as to let the earkutant stored in said ramp of the last of the wise of the internal combustion engine 1 to return to the state of steam following the rise in temperature of the inner walls of said ramp and the stirring operated by the homogenizer 58.

This delay also makes it possible to temporarily reserve all the energy contained in the exhaust gases of the engine during reheating of the catalyst 3 ~ tracks of said engine before diluting the charge of said engine with cooled external EGR. It is observed that the ignition device 2 according to the invention can authorize the initiation of the combustion of a same engine cycle according to two distinct modes, the first mode being a spark-controlled ignition and addressing to the pilot load, while the second mode is a compression-triggered ignition according to the principles proposed by the GAI and HCCI and is addressed to the main load.

According to this strategy of using the ignition device 2 according to the invention, the cooled external EGR can be wholly or partly replaced by ΙΈ & & ne de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de de and of composition necessary for the good triggering of its combustion in CAC or HCCI.

It is noted that said tripping of the combustion of the same engine cycle according to the two distinct modes is better controllable if it is implemented on a variable compression ratio engine.

According to a particular mode of use of the ignition device 2 according to the invention, the internal combustion engine may advantageously comprise a device for controlling the opening and / or closing and / or the lifting of its intake valves 13 and / or exhaust 12, in addition or not to the variable compression ratio.

This particular mode of use makes it possible in particular to anticipate the closing of the intake valve 13 iors the stroke of admission of the combustion piston S of said engine 1 in order to reduce losses by pumping residual low loads. This last strand makes it possible, for example, to provide a very high distri- bution ratio for said engine 1, whose very high rate of expansion of g is favorable to a high thermodynamic efficiency.

It must also be understood that the foregoing description has been given only as an example and that n in no way limits the scope of the invention from which one would not go out by replacing the details of execution described by any other equivalent.

Claims

Spark ignition and high pressure lamination apparatus for an internal combustion engine (1), said engine comprising a cylinder head (8) provided with at least one combustion chamber (9) into which an intake duct (11) opens ) communicating with an intake plenum (19), and an exhaust duct (10) communicating with an exhaust manifold (18) and a pollutant post-treatment catalyst (7-5), said engine further comprising a cooling circuit (17) and an ECU calculator, characterized in that it comprises: at least one stratification valve (20) housed in the cylinder head (8) of the

at least one laminating actuator (27) controlled by the ECU ECU of the internal combustion engine (1), said actuator ensuring the lifting of its seat (21), keeps it open and rests on its valve seat; stratification (20); at least one stratification ramp (28) connecting the precasting chamber (79) to the outlet of a laminating compressor (29) whose input is connected directly or indirectly to an atmospheric stratification air supply duct (30), said supply duct, said compressor and its inlet and outlet, said ramp, said prechamber, and the lamination duct (23) commonly forming an atmospheric supply circuit (31) of the lamination chamber (24), and said chamber itself being integral with the circuit; At least one lamination fuel injector (33) controlled by the ECO computer of the internal combustion engine (1), said injector being able to produce a jet of fuel being inside the atmospheric air supply circuit (31) of the laminating chamber (24) at any location dudlt circuit or V within the conduit laminating infection (39), either inside dudii circuit and û uU ^'CONDUCT BEHAVIOR; at least pre-cooled exhaust gas recirculation means (40), referred to as "cooled external EGI", driven by the ECU computer of the internal combustion engine (I), the average means for taking exhaust gases in the duct; exhaust. (10) dudlt engine and then reintroduce the gases sades at the inlet of said engine after having previously cooled iesdi gas s by means of at least one cooler (41). 2. Spark ignition device and pressure stratification for an internal combustion engine according to claim 1, characterized in that the seat (21) of the laminating valve (20) has a bearing which is directed towards the the outside of the laminating prechamber (79) so that the laminating actuator (2) can lift said valve of said seat only by moving said valve away from said prechamber. 3. Spark ignition device and high-pressure lamination for an internal combustion engine according to claim 1, characterized in that the seat (21) of the laminating valve (20) has a bearing which is directed towards the Interior of the laminating prechamber (79) so that the laminating actuator (27) can lift said seat valve only by bringing said valve closer to said preamble, Spark ignition and high pressure lamination apparatus for an internal combustion engine according to claim 1, characterized in that the lamination actuator (2) consists of at least one coil of conductive wire (50). integral with the cylinder head (8) of the combustion engine mi & m (1), said o ine attracting a core or magnetic paddle (51) when said Do in is traversed by an electric current, so that said one core or paddle moves in longitudinal translation the stratification valve (28) with which it is connected by means for pushing or pulling a coil, spark ignition device and high-pressure cracking for an internal combustion engine according to claim 1, characterized in that the laminating actuator (27) comprises at least one stack of uches-piezoelectric (52) whose thickness varies when said layers are subjected to the passage of an electric current, so that said stack moves in longitudinal translation the laminating valve is connected by means of pushing or pulling

Spark ignition and high pressure lamination apparatus for an internal combustion engine according to Claim 5, characterized in that the stack of piezoelectric layers (52) is connected to the lamination valve (20) via at least one lever that multiplies the displacement printed by said stack to said valve. Spark ignition and high pressure lamination apparatus for an internal combustion engine according to Claim 1, characterized in that the lamination actuator (2?) Consists of a pneumatic lamination cylinder comprising a pneumatic receiver chamber laminating and a lamination receiver pneumatic piston, said piston being secured to the laminating valve (20) or being connected thereto by means of pneumatic piston pushing or pulling means, whereas said pneumatic chamber can be connected to one another with a reserve of high-pressure air either at free air or with a reserve of low-pressure air by at least one solenoid valve. Spark ignition and high pressure lamination apparatus for an internal combustion engine according to claim 1, characterized in that the lamination actuator (2) consists of a hydraulic lamination cylinder (3i) comprising a chamber laminating receiving hydraulic system (3?) and a stratification hydraulic receiver piston (38), said piston being integral with or connected to the stratigraphic valve (20) by hydraulic piston pushing or pulling means (53), 8. Spark ignition device and high-pressure stratification for an internal combustion engine according to claim 8, characterized in that the laminative receiving hydraulic chamber (3) can be connected to either a servo hydraulic fluid reservoir. high pressure ,, either to a low pressure servo hydraulic fluid reservoir by at least one high-pressure eeletfovârsne and / or at least one low-pressure solenoid valve, 10. Spark ignition device and high pressure lamination for internal combustion engine according to claim 9, characterized in that the high pressure servo hydraulic fluid reservoir is pressurized by a hydraulic servo pump, said pump transferring a hydraulic fluid taken from the low pressure servo hydraulic fluid reservoir to transfer it into said high pressure servo hydraulic fluid reservoir. 11 "Spark ignition and high pressure lamination apparatus for an internal combustion engine according to claim 1, characterized in that the lamination fuel injector (33) is connected to a pressurized fuel gas tank (55). 12. Spark ignition and high pressure lamination apparatus for an internal combustion engine according to claim 1, characterized in that the atmospheric air supply circuit (31) of the lamination chamber (24) comprises a circufairer homogenization (56} _î said circulator being positioned at any point âuûii circuit and stirring an atmospheric air or a gas mixture that contains said circuit by circulating said air or said mixture through said circuit. 13. Spark ignition device and high pressure lamination for internal combustion engine according to claim 1. characterized mc qm the atmospheric air supply circuit (31) of the lamination chamber (24) comprises a échaeureur air-to-air heating temperature (δ?) of the supply circuit (31) which heats atmospheric air or a gas mixture contained in said circuit by drawing heat contained in the exhaust gas of the internal combustion engine (1), said air gaseous mixture and said exhaust g passing simultaneously through the exchanger exchanger (57) without mixing them .  S 14. Spark ignition device and laminating naute-pressron for internal combustion engine according to claim 1, characterized in that the atmospheric air supply circuit (31) of the lamination chamber (24) comprises at least one electrical resistance heating circuit

15. Spark ignition device and high-pressure stratification for an internal combustion engine according to claim 1, characterized in that the inner surface of the atmospheric air supply circuit (31) of the lamination chamber (24) is wholly or partly coated with a thermal disulfide material. 18. Spark ignition device and high pressure lamination for internal combustion engine according to claim 1, characterized in that the atmospheric air supply circuit (31) of the lamination chamber (24) comprises a an air-cooling water temperature exchanger of the supply circuit (58) which cools an atmospheric air or a gaseous mixture contained in said circuit and giving up heat contained in said atmospheric air or gas mixture to a cat-trap fluid which the circuit counteracts cooling circuit (17) of the internal combustion engine (1). 17. A spark ignition and high pressure laminating device for an internal combustion engine according to claim 1, characterized in that the laminating chamber (24) has at least one inlet and / or at least one fluid outlet ( s). 18, spark ignition device and high-pressure lamination for an internal combustion engine according to claim 1 characterized in ¾ _s el circuit6 atmospheric air supply (31) of the lamination chamber (24) comprises at least one brewing room that prints a movement turbulent to a gaseous mixture which is in motion in said circuit or which undergoes rapid pressure variations a gaseous mixture. 19, spark ignition device and high-pressure lamination for an internal combustion engine according to claim 1 wherein _s q year this stratification the ramp (28) comprises at least one valve December arge (§ 9) which opens beyond a certain pressure prevailing in said ramp, 20, Spark-etched apparatus and high-pressure stratification for an internal combustion engine according to claim 1, characterized in that the lamination ramp (28) and / or the output of the lamination compressor (29) and / or the prechamber lamination (79) has at least one discharge solenoid valve whose output leads to ^the intake of the internal combustion engine, or in a canister or in a storage tank, A spark ignition and high pressure lamination apparatus for an internal combustion engine according to claim 1, characterized in that the output of the laminating compressor (29) is connected to a pressure accumulator (80) which stores a atmospheric air or a gaseous mixture previously pressurized by said compressor, said accumulator also being directly or indirectly with the laminating ramp (2) and the laminating prerequisite (79) so as to maintain under pressure said rampa and ladit prêchambre . 22. A device for spark ignition and high-pressure lamination to Internal combustion engine according to claim i wherein _t ue afford reeircuiabon exhaust gas precooled (40) said cooled external EGR "consist of at least one proportional lift EGR (63) or at least one proportionally rotational EGR pusher (64) or at least one proportionally rotational EGR pusher (65). ) positioned on the exhaust manifold (18) of the internal combustion engine fi), said valve or shutter or said plug being able to connect said manifold with an external EGR supply duct (66) whose opposite end to that which opens into said manifold opens into the intake plenum (19) of the internal combustion engine. 23, Spark ignition and high pressure lamination apparatus for an internal combustion engine according to claim 22, characterized by e.g. the proportional lift EGR tapping valve (83) or the EGR tapping flap. with proportional rotation (64) or the proportionally rotational EGR nozzle (85) positioned on the exhaust manifold (18) cooperates with at least one proportionally lift-up escapement valve (87) or with a flap proportionally rotational exhaust counterpressure (68) or with a proportionally rotational exhaust counterpressure bushing (69) provided by at least one of the outlets of said manifold. A spark ignition and high pressure lamination apparatus for an internal combustion engine according to claim 1, characterized in that the laminating EGR cooler {41} is a high temperature air to water heat exchanger. in external EOR which cools the exhaust gases taken from the exhaust duct (10) of the internal combustion engine (1), the exhaust gases giving part of their heat to a coolant contained in the cooling circuit (17) of said internal combustion engine. 0 25, Spark ignition device and high pressure lamination for an internal combustion engine according to claim 1, characterized m qm stfatification EGR cooler (41) is a low-temperature air-water heat exchanger of the supply duct. External EGR which cools the exhaust gases taken from the exhaust pipe (10) of the internal combustion engine (1), said exhaust gases yielding part of their heat to a heat transfer fluid contained in a circuit of cold water independent of said internal combustion engine, 0 26, spark ignition device and high-pressure stratification for an internal combustion engine according to claim 1, characterized in that the laminating chamber (24) consists of an annular groove (45) formed in a cylindrical hole (46) in which is engaged a cylindrical sealing nose (44) that includes the spark plug (25), said hole (46) plugging in the combustion chamber (9) of the internal combustion engine (1). 4? , Spark ignition device and pressure ltering for an internal combustion engine according to Claims 1 and 26 _; characterized in that the stratification injection duct (39) is constituted by at least one lamination channel (15) whose first end communicates with the lamination chamber (24) and a second end of which opens between the inside of the nose. cylinder (44) and a central insulating cone (43) provided by the spark plug (25),, Spark ignition device and high pressure lamination for internal combustion engine according to claim 1, characterized in that the lamination Injection duct (39) consists of at least one laminating injection capillary (16) provided inside a central electrode {47} which the candle ignition (25) so that the first end of the capillary communicates with the lamination chamber (24) and the second end of said capillary opens at the end of said central electrode (47). spark and high-pressure stratification for an internal combustion engine according to claim 1, characterized in that the laminating injection duct (39) consists of at least one peripheral lamination nozzle (48), one of which end end communicates with the lamination chamber (24) and a second end of which opens out at the periphery of the spark plug (25), said second end being directed approximately to the electrodes (28) that comprises said spark plug, Spark ignition and stratification for internal combustion engine according to claim 1, characterized in that at least the laminating valve (20) _f the seat (21), the spring (22) _s all or part of the laminating duct (23), the laminating prechamber (79), and lamination calculator (27) are commonly integrated in at least one cartridge fixed on or screwed into the cylinder head (8) of the internal combustion engine (1). Spark ignition and high pressure lamination apparatus for an internal combustion engine according to Claim 1, characterized in that the lamination ramp (28) and / or the output of the lamination compressor (29) and / or the pre-chamber of stratification (79) comprises at least one valve, valve or air-fuel mixing injector {76} for maintaining the temperature of the post-pollutant treatment catalyst (75), said valve, valve or injector {78} being able to transfer an air-fuel mixture from said ramp (2B), or said outlet or from said prechamber (?) to the exhaust duct (10) of the internal combustion engine (1), said mixture being introduced by said valve, valve or injecteyr (78) into said duct (10) in a any point dudlt conduit placed between the exhaust valve (12) ûuéll engine and said catalyst (75) dodit engine (1). 32v Spark ignition device and high-pressure stratification for internal combustion engine according to claim 31, wherein the air-fuel mixture valve, valve or injector (76) for maintaining the temperature of the catalyst (75) is connected to the exhaust duct (10) of the internal combustion engine (1) by a catalyst air-fuel mixture (77).