WO2008046486A1 - Spark-ignition internal combustion engine, which can be operated with gaseous fuel, having a fuel supply system, and method for operating an internal combustion engine - Google Patents

Spark-ignition internal combustion engine, which can be operated with gaseous fuel, having a fuel supply system, and method for operating an internal combustion engine Download PDF

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Publication number
WO2008046486A1
WO2008046486A1 PCT/EP2007/008107 EP2007008107W WO2008046486A1 WO 2008046486 A1 WO2008046486 A1 WO 2008046486A1 EP 2007008107 W EP2007008107 W EP 2007008107W WO 2008046486 A1 WO2008046486 A1 WO 2008046486A1
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WIPO (PCT)
Prior art keywords
fuel
internal combustion
combustion engine
injector
pressure
Prior art date
Application number
PCT/EP2007/008107
Other languages
German (de)
French (fr)
Inventor
Rolf Klenk
Martin Matt
Klaus Wunderlich
Original Assignee
Daimler Ag
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Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2008046486A1 publication Critical patent/WO2008046486A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/022—Control of components of the fuel supply system to adjust the fuel pressure, temperature or composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/026—Measuring or estimating parameters related to the fuel supply system
    • F02D19/027—Determining the fuel pressure, temperature or volume flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/046—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into both the combustion chamber and the intake conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/161—Means for adjusting injection-valve lift
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention relates to a spark-ignited internal combustion engine operable with gaseous fuel having the features of the preamble of claim 1 and to claim 5 and a method for operating a spark-ignited internal combustion engine operable with gaseous fuel having the features of the preamble of claim 6.
  • the object of the invention is in contrast to provide a spark-ignited, operable with gaseous fuel internal combustion engine with a fuel supply system that ensures a good gas injection with the necessary for the respective operating state gas quantity into a combustion chamber of the internal combustion engine without pressure reducer or pressure regulator.
  • the inventive, spark-ignited, operable with gaseous fuel, internal combustion engine having at least one combustion chamber and at least a first injector for gaseous fuel is characterized in that the at least one first injector can be acted upon by gaseous fuel with a pressure which is approximately a pressure corresponds in a gas tank, and that the gaseous fuel is introduced through the at least one first injector directly into the combustion chamber.
  • a pressure sensor and / or a temperature sensor are provided on at least one gas line upstream of the at least first injector for determining the pressure and / or temperature of the gaseous fuel.
  • At least one second injector per combustion chamber is provided which emits liquid gasoline fuel into an intake passage of the internal combustion engine. This makes it possible to operate the internal combustion engine with a further type of fuel and also in a possibly deficient supply of gaseous fuel to continue to operate the internal combustion engine.
  • the ability to use two different types of fuel is called bivalent or bi-fuel mode.
  • At least one third injector per combustion chamber is provided, which injects liquid fuel directly into the combustion chamber of the internal combustion engine.
  • liquid fuel directly into the combustion chamber of the internal combustion engine.
  • gaseous fuel still liquid fuel can be injected directly into the combustion chamber.
  • This is also a bivalent or bi-fuel mode of operation to change depending on the availability between different types of fuel.
  • At least one bi-fuel injection valve can be acted upon by gaseous fuel at a pressure which corresponds approximately to a pressure in a gas tank.
  • the gaseous fuel is through the at least one bi-fuel injection valve directly into the combustion chamber einbringbar, with the bi-fuel injection valve optionally or additionally liquid gasoline fuel is introduced into the combustion chamber.
  • Bi-fuel injectors are injectors that can inject two different types of fuel. In this case, these are liquid and gaseous fuels, which are supplied through two supply lines, but injected through an opening in the combustion chamber. This is also a bivalent or bi-fuel mode of operation to change depending on the availability between different types of fuel.
  • the method for operating a spark-ignited, operable with gaseous fuel internal combustion engine is characterized in that the at least one first injector or the at least one bi-fuel injection valve is acted upon by gaseous fuel with a pressure corresponding to the pressure in the gas tank. Furthermore, the at least one first injector or the at least one bi-fuel injection valve directly introduces the gaseous fuel into a combustion chamber of the internal combustion engine. In this case, the fuel quantity introduced into the combustion chamber of the internal combustion engine is set by a change in a clock rate of the at least one first injector or of the at least one bi-fuel injection valve. To control the amount of fuel injected, sensors are provided for a pressure and a temperature of the gaseous fuel in the high-pressure line.
  • the amount of fuel injected into the combustion chamber is adjusted by a controllable stroke of the at least one first injector or of the at least one bi-fuel injection valve.
  • a stroke regulation of the at least one first injector or of the at least one bi-fuel injection valve the amount of injected fuel can be regulated in a simple manner.
  • Stroke control means that a nozzle needle in the at least one first injector or the at least one bi-fuel injection valve can be regulated in its stroke. This means that in addition to the states open and closed, intermediate values can also be set. Due to the controllable stroke of the nozzle needle of the injector or of the at least one bi-fuel injection valve, both large and small quantities of fuel can be injected into the combustion chamber precisely independent of time.
  • a fuel pressure in the at least one gas line upstream of the at least one first injector or of the at least one bi-fuel injection valve is determined by a pressure sensor.
  • Whose values are supplied to a control unit, which thus controls the clock rate and / or optionally the stroke of the at least one first injector or the at least one bi-fuel injection valve. If the fuel pressure in the high-pressure line is determined by a pressure sensor, a control unit can control the clock rate and / or the stroke of the first injector or of the at least one bi-fuel injection valve on the basis of these measured values and thus the exact amount of fuel into the combustion chamber at the right time contribute.
  • a fuel temperature in the at least one gas line upstream of the at least one first injector or of the at least one bi-fuel injection valve is determined by a temperature sensor.
  • Whose values are supplied to a control unit, which thus controls the clock rate and / or optionally the stroke of the at least one first injector or the at least one bi-fuel injection valve.
  • the amount of gas to be injected can be more accurately determined via the clock rate and / or the stroke of the injector.
  • the pressure and temperature sensors are to be provided on the high-pressure line as close as possible to the injectors.
  • FIG. 1 in a first embodiment, a schematic representation of a spark-ignited, operable with gaseous fuel internal combustion engine with a fuel supply system with direct injection by means of clocked injectors,
  • FIG. 2 shows in a second embodiment a schematic representation of a bivalent internal combustion engine with a fuel supply system with direct injection by means of clocked injectors and provided port injection
  • 3 shows a schematic representation of a bivalent internal combustion engine with a fuel supply system with direct injection by means of bi-fuel injection valves and in a third exemplary embodiment
  • FIG. 4 shows in a fourth exemplary embodiment a schematic representation of a bivalent internal combustion engine with a fuel supply system with direct injection by means of clocked injectors and provided direct injection
  • a spark-ignited, operable with gaseous fuel internal combustion engine 1 with a fuel supply system 2 is shown schematically in a first embodiment.
  • Such an internal combustion engine 1 is known by the term CNG (Compressed Natural Gas) internal combustion engine.
  • the gaseous fuel, in particular natural gas, is referred to below as fuel gas.
  • the internal combustion engine 1 has a machine housing 3, in which a piston 4 moves. In addition, it has an intake passage 5 and an exhaust passage 6 in which an intake valve 7 and an exhaust valve 8 are arranged. Furthermore, the internal combustion engine 1 to an intake 9, through which the combustion air is sucked.
  • the intake system 9 essentially comprises an air filter, not shown, an air mass meter 10, a throttle valve 11, a suction pipe 12 and for each combustion chamber 13 at least one intake duct 5.
  • the combustion chamber 13 is mainly formed by the engine housing 3 and the piston 4.
  • the combustion air flows through the individual elements of the intake system 9 in this order.
  • the exhaust gas leaves the internal combustion engine 1 via the exhaust gas duct 6 and then flows through the catalytic converter 14 for exhaust gas aftertreatment.
  • a control unit 15 is present, which processes signals of the air mass meter 10, a pressure signal from the intake manifold 12 and signals from lambda probes 16 and a first temperature sensor 17 in the catalytic converter 14.
  • a Abgasruckcht- line 18 is arranged with a Abgasruckziventil 19.
  • the Abgasruckschreibventil 19 is also controlled by the control unit 15 together with an electropneumatic switching valve 20, which is additionally driven by the pressure in the intake manifold 12.
  • the fuel supply system 2 for supplying the internal combustion engine 1 with fuel gas comprises
  • a tank installation 21 which has a plurality of high-pressure gas tanks 22 and shut-off valves 23,
  • the fuel gas for example natural gas
  • the fuel gas is filled through a full port 29 into the high-pressure gas tank 22.
  • the safety solenoid valve 25 is opened and the fuel gas flows under a pressure of up to 200 bar through the high pressure line 24 to the injector 26.
  • the injector 26 By means of the injector 26, the fuel gas is blown into the combustion chamber 13.
  • a pressure sensor 27 and a second temperature sensor 28 are arranged on the high pressure line 24, which in turn pass their signals to the control unit 15.
  • the control unit 15 determines the clock rate, opening duration and optionally, the stroke of the nozzle needle of the injector 26. This can be the exact amount of precisely basicenden fuel gas set and allow good combustion.
  • an expensive pressure reducer By using the inexpensive, clocked injectors 26 in conjunction with the pressure sensor 27 and the second temperature sensor 28, an expensive pressure reducer, a low-pressure circuit and a low-pressure injector are dispensable.
  • the elimination of the pressure reducer thus eliminates problems that may arise due to icing of the pressure reducer, since the relaxation of the fuel gas of high pressure on the pressure in the combustion chamber 13 takes place in the injector 26 and not in the pressure reducer.
  • the injector 26 protrudes into the hot combustion chamber 13 and thus there is no risk of icing due to the high temperatures prevailing there by sudden relaxation of the fuel gas.
  • Fig. 2 is a schematic representation of a second embodiment, a bivalent internal combustion engine 30, that is, an internal combustion engine that can be operated with both gaseous and liquid fuel shown.
  • the internal combustion engine has a fuel supply system 2, which uses the first injectors 26 clocked for direct injection.
  • a bivalent internal combustion engine 30 either fuel gas, such as natural gas, as well as liquid fuels, such as gasoline (gasoline), can be burned.
  • Such an internal combustion engine 30, in addition to a fuel supply system 2 for fuel gas, as shown in Fig. 1 and explained, still injectors 31 for liquid fuel.
  • injectors 31 are controlled in the usual way for liquid gasoline fuels by the control unit 15, supplied by a fuel supply system, not shown, with liquid fuel and inject it into the Intake passage 5 in the direction of the intake valve 7. All other features correspond in their function and numbering of the embodiment, as shown and explained in Fig. 1.
  • a bivalent internal combustion engine 30 is shown in a schematic representation as a third embodiment.
  • the internal combustion engine has a fuel supply system 2, which uses bi-fuel injection valves 32 for direct injection.
  • the bi-fuel injection valves 32 are designed so that they can introduce both fuel gas and liquid fuel into the combustion chamber 13. Therefore, a connection to the high-pressure line 24 and a connection 34 to the liquid-fuel supply (not shown) are provided on the bi-fuel injection valves 32.
  • the use of bi-fuel injection valves 32 reduces the space requirement in the environment of the bi-fuel injection valves 32 and also the shape of the combustion chamber 13 can be made simpler with only one injection valve. All other features correspond in their function and numbering of the embodiment, as shown and explained in Fig. 1 and Fig. 2.
  • Fig. 4 is a schematic representation of a fourth embodiment, a bivalent internal combustion engine 30, which can be operated both with gaseous and with liquid fuel, such as gasoline fuel (gasoline), shown.
  • the internal combustion engine has a fuel supply system 2, which uses the first injectors 26 clocked for direct injection.
  • Such an internal combustion engine 30 has, in addition to a fuel supply system 2 for fuel gas, as shown and explained in FIG. 1, fuel injectors 33 for liquid fuel.
  • These injectors 33 are on the for liquid gasoline fuels usually controlled by the control unit 15, supplied by a fuel supply system, not shown, with liquid fuel and inject it into the combustion chamber 13 directly.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Gas-operated spark-ignition internal combustion engines in which the gaseous fuel is injected into a combustion chamber of a cylinder are known. The invention relates to a spark-ignition internal combustion engine (1) which can be operated with gaseous fuel and which has at least one combustion chamber (13) and which has at least one first injector (26) for gaseous fuel. The at least one first injector (26) can be acted on by gaseous fuel with a pressure which approximately corresponds to the pressure in a gas tank (22). The gaseous fuel can be introduced directly into a combustion chamber (13) of the internal combustion engine (1) by means of the at least one first injector (26). The invention is used in spark-ignition internal combustion engines for gaseous fuels.

Description

Fremdgezündete, mit gasförmigem Kraftstoff betreibbare Third-party ignited gaseous fuel
Brennkraftmaschine mit einer Kraftstoffversorgungsanlage undInternal combustion engine with a fuel supply system and
Verfahren zum Betrieb einer BrennkraftmaschineMethod for operating an internal combustion engine
Die Erfindung betrifft eine fremdgezündete, mit gasförmigem Kraftstoff betreibbare Brennkraftmaschine mit den Merkmalen des Oberbegriffs des Anspruchs 1 beziehungsweise nach Anspruch 5 und ein Verfahren zum Betrieb einer fremdgezündeten, mit gasförmigem Kraftstoff betreibbaren Brennkraftmaschine mit den Merkmalen des Oberbegriffs des Anspruchs 6.The invention relates to a spark-ignited internal combustion engine operable with gaseous fuel having the features of the preamble of claim 1 and to claim 5 and a method for operating a spark-ignited internal combustion engine operable with gaseous fuel having the features of the preamble of claim 6.
Aus dem Gebrauchsmuster DE 295 20 410 Ul ist eine erdgasbetriebene, fremdgezündete Brennkraftmaschine mit einer KraftstoffVersorgungsanlage bekannt. In dieser Kraftstoffversorgungsanlage wird der gasförmige Kraftstoff, der unter hohem Druck steht, aus einem Gastank über einen Druckminderer entspannt und einer Gas-Kraftstoffverteilerleiste zugeführt, in der er durch einen Druckregler auf einen gewählten Druck eingestellt wird. Ein weiterer Druckregler stellt einen festen Wert eines Differenzdrucks zwischen der Gas-Kraftstoffverteilerleiste und einem Ansaugkanal der Brennkraftmaschine ein. Druckminderer und Druckregler sind aufwändige und teuere Bauteile. Der Druckminderer ist zusätzlich gegen Vereisung zu schützen. Aufgabe der Erfindung ist es demgegenüber, eine fremdgezündete, mit gasförmigem Kraftstoff betreibbare Brennkraftmaschine mit einer KraftstoffVersorgungsanlage zur Verfügung zu stellen, die ohne Druckminderer oder Druckregler eine gute Gaseinblasung mit der für den jeweiligen Betriebszustand notwendigen Gasmenge in einen Brennraum der Brennkraftmaschine gewährleistet .From the utility model DE 295 20 410 Ul a natural gas-powered, spark-ignited internal combustion engine with a fuel supply system is known. In this fuel supply system, the gaseous fuel, which is under high pressure, expanded from a gas tank via a pressure reducer and fed to a gas-fuel rail in which it is adjusted by a pressure regulator to a selected pressure. Another pressure regulator sets a fixed value of a differential pressure between the gas-fuel rail and an intake passage of the internal combustion engine. Pressure reducers and pressure regulators are complex and expensive components. The pressure reducer must also be protected against icing. The object of the invention is in contrast to provide a spark-ignited, operable with gaseous fuel internal combustion engine with a fuel supply system that ensures a good gas injection with the necessary for the respective operating state gas quantity into a combustion chamber of the internal combustion engine without pressure reducer or pressure regulator.
Diese Aufgabe wird durch eine Brennkraftmaschine mit den Merkmalen des Anspruchs 1 beziehungsweise des Anspruchs 5 und durch ein Verfahren zum Betrieb einer Brennkraftmaschine mit den Merkmalen des Anspruchs 6 gelöst.This object is achieved by an internal combustion engine with the features of claim 1 or of claim 5 and by a method for operating an internal combustion engine with the features of claim 6.
Die erfindungsgemäße, fremdgezündete, mit gasförmigem Kraftstoff betreibbare, Brennkraftmaschine, die mindestens einen Brennraum und zumindest einen ersten Injektor für gasförmigen Kraftstoff aufweist, zeichnet sich dadurch aus, dass der zumindest eine erste Injektor durch gasförmigen Kraftstoff mit einem Druck beaufschlagbar ist, der ungefähr einem Druck in einem Gastank entspricht, und dass der gasförmige Kraftstoff durch den zumindest einen ersten Injektor direkt in den Brennraum einbringbar ist. Auf diese Weise wird der hohe Druck von ungefähr 200 bar, unter dem der gasförmige Kraftstoff im Gastank steht, dazu genutzt den Kraftstoff direkt in den Brennraum zu blasen und es wird eine einfach aufgebaute Vorrichtung zur Einbringung von gasförmigem Kraftstoff in den Brennraum bereitgestellt. Durch Entspannen des gasförmigen Kraftstoffs von hohem Druck im Injektor, der in unmittelbarer Brennraumnähe angeordnet ist, ist keinerlei Gefahr einer Vereisung des Injektors gegeben. Durch die Brennraumwärme wird ein Vereisen verhindert und durch die starke Entspannung des gasförmigen Kraftstoffs wird der Brennraum gleichzeitig von innen gekühlt. In der Ausgestaltung der Erfindung sind zur Bestimmung von Druck und/oder Temperatur des gasförmigen Kraftstoffs ein Drucksensor und/oder ein Temperatursensor an zumindest einer Gasleitung stromauf des zumindest ersten Injektors vorgesehen. Durch die Erfassung des Druckes und der Temperatur des gasförmigen Kraftstoffs vor dem Injektor ist eine exakte Mengenzumessung mit Hilfe eines Steuergeräts einfach möglich.The inventive, spark-ignited, operable with gaseous fuel, internal combustion engine having at least one combustion chamber and at least a first injector for gaseous fuel is characterized in that the at least one first injector can be acted upon by gaseous fuel with a pressure which is approximately a pressure corresponds in a gas tank, and that the gaseous fuel is introduced through the at least one first injector directly into the combustion chamber. In this way, the high pressure of about 200 bar, below which the gaseous fuel is in the gas tank, used to blow the fuel directly into the combustion chamber and it is provided a simple device for introducing gaseous fuel into the combustion chamber. By relaxing the gaseous fuel of high pressure in the injector, which is located in the immediate vicinity of the combustion chamber, there is no risk of icing of the injector. By the combustion chamber heat icing is prevented and by the strong relaxation of the gaseous fuel, the combustion chamber is cooled simultaneously from the inside. In the embodiment of the invention, a pressure sensor and / or a temperature sensor are provided on at least one gas line upstream of the at least first injector for determining the pressure and / or temperature of the gaseous fuel. By detecting the pressure and the temperature of the gaseous fuel in front of the injector an exact Mengenzumessung using a controller is easily possible.
In einer weiteren Ausgestaltung der Erfindung ist zumindest ein zweiter Injektor je Brennraum vorgesehen, der flüssigen Otto-Kraftstoff in einen Ansaugkanal der Brennkraftmaschine abgibt. Dadurch ist es möglich, die Brennkraftmaschine mit einer weiteren Kraftstoffart zu betreiben und auch bei einer möglicherweise mangelhaften Versorgung mit gasförmigem Kraftstoff, die Brennkraftmaschine weiter zu betreiben. Die Möglichkeit zwei verschiedene Kraftstoffarten zu verwenden wird bivalente oder Bi-Fuel-Betriebsweise genannt.In a further embodiment of the invention, at least one second injector per combustion chamber is provided which emits liquid gasoline fuel into an intake passage of the internal combustion engine. This makes it possible to operate the internal combustion engine with a further type of fuel and also in a possibly deficient supply of gaseous fuel to continue to operate the internal combustion engine. The ability to use two different types of fuel is called bivalent or bi-fuel mode.
In einer weiteren Ausgestaltung der Erfindung ist je Brennraum zumindest ein dritter Injektor vorgesehen, der flüssigen Kraftstoff direkt in den Brennraum der Brennkraftmaschine eingespritzt. Auf diese Weise kann zusätzlich zum direkt eingebrachten gasförmigen Kraftstoff noch flüssiger Kraftstoff direkt in den Brennraum eingespritzt werden. Damit ist ebenfalls eine bivalente oder Bi-Fuel-Betriebsweise gegeben, um je nach Verfügbarkeit zwischen unterschiedlichen Kraftstoffarten zu wechseln.In a further embodiment of the invention, at least one third injector per combustion chamber is provided, which injects liquid fuel directly into the combustion chamber of the internal combustion engine. In this way, in addition to the directly introduced gaseous fuel still liquid fuel can be injected directly into the combustion chamber. This is also a bivalent or bi-fuel mode of operation to change depending on the availability between different types of fuel.
Erfindungsgemäß ist je Brennraum zumindest ein Bi-Fuel- Einspritzventil durch gasförmigen Kraftstoff mit einem Druck beaufschlagbar, der ungefähr einem Druck in einem Gastank entspricht. Der gasförmige Kraftstoff ist durch das zumindest eine Bi-Fuel-Einspritzventil direkt in den Brennraum einbringbar, wobei durch das Bi-Fuel-Einspritzventil wahlweise oder zusätzlich auch flüssiger Otto-Kraftstoff in den Brennraum einbringbar ist. Bi-Fuel-Einspritzventile sind Einspritzventile, die zwei verschiedene Kraftstoffarten einspritzen können. In diesem Fall handelt es sich um flüssige und gasförmige Kraftstoffe, die durch zwei Zuleitungen zugeführt, aber durch eine Öffnung in den Brennraum eingespritzt werden. Damit ist ebenfalls eine bivalente oder Bi-Fuel-Betriebsweise gegeben, um je nach Verfügbarkeit zwischen unterschiedlichen Kraftstoffarten zu wechseln .According to the invention, for each combustion chamber, at least one bi-fuel injection valve can be acted upon by gaseous fuel at a pressure which corresponds approximately to a pressure in a gas tank. The gaseous fuel is through the at least one bi-fuel injection valve directly into the combustion chamber einbringbar, with the bi-fuel injection valve optionally or additionally liquid gasoline fuel is introduced into the combustion chamber. Bi-fuel injectors are injectors that can inject two different types of fuel. In this case, these are liquid and gaseous fuels, which are supplied through two supply lines, but injected through an opening in the combustion chamber. This is also a bivalent or bi-fuel mode of operation to change depending on the availability between different types of fuel.
Das Verfahren zum Betrieb einer fremdgezündeten, mit gasförmigem Kraftstoff betreibbaren Brennkraftmaschine zeichnet sich dadurch aus, dass der zumindest eine erste Injektor beziehungsweise das zumindest eine Bi-Fuel- Einspritzventil durch gasförmigen Kraftstoff mit einem Druck beaufschlagt wird, der dem Druck im Gastank entspricht. Weiterhin bringt der zumindest eine erste Injektor beziehungsweise das zumindest eine Bi-Fuel-Einspritzventil den gasförmigen Kraftstoff direkt in einen Brennraum der Brennkraftmaschine ein. Dabei wird die in den Brennraum der Brennkraftmaschine eingebrachte Kraftstoffmenge durch eine Änderung einer Taktrate des zumindest einen ersten Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils eingestellt. Zur Regelung der eingeblasenen Kraftstoffmenge sind Sensoren für einen Druck und eine Temperatur des gasförmigen Kraftstoffs in der Hochdruckleitung vorgesehen. Mit diesem Verfahren ist es möglich, eine direkteinspritzende, mit gasförmigem Kraftstoff betriebene Brennkraftmaschine zu betreiben, ohne zwischen dem Hochdruckgastank und den Injektoren einen Druckminderer und eine Niederdruckleitung vorsehen zu müssen. Durch den Einsatz von Injektoren, die hochdruckfähig sind, ist es möglich die KraftstoffVersorgungsanlage wesentlich einfacher zu gestalten .The method for operating a spark-ignited, operable with gaseous fuel internal combustion engine is characterized in that the at least one first injector or the at least one bi-fuel injection valve is acted upon by gaseous fuel with a pressure corresponding to the pressure in the gas tank. Furthermore, the at least one first injector or the at least one bi-fuel injection valve directly introduces the gaseous fuel into a combustion chamber of the internal combustion engine. In this case, the fuel quantity introduced into the combustion chamber of the internal combustion engine is set by a change in a clock rate of the at least one first injector or of the at least one bi-fuel injection valve. To control the amount of fuel injected, sensors are provided for a pressure and a temperature of the gaseous fuel in the high-pressure line. With this method, it is possible to operate a direct-injection fueled with gaseous fuel internal combustion engine without having to provide a pressure reducer and a low-pressure line between the high-pressure gas tank and the injectors. Through the use of injectors that are high pressure capable, it is possible the Fuel supply system much easier to design.
In einer Ausgestaltung der Erfindung wird die in den Brennraum eingespritzte Kraftstoffmenge durch einen regelbaren Hub des zumindest einen ersten Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils eingestellt. Durch eine Hubregelung des zumindest einen ersten Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils lässt sich auf einfache Weise die Menge des eingeblasenen Kraftstoffs regeln. Hubregelung bedeutet, dass eine Düsennadel im zumindest einen ersten Injektor beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils in ihrem Hub geregelt werden kann. Das heißt, es sind außer den Zuständen offen und geschlossen auch gezielt Zwischenwerte einstellbar. Durch den regelbaren Hub der Düsennadel des Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils lassen sich sowohl große als auch kleine Kraftstoffmengen zeitunabhängig exakt in den Brennraum einblasen.In one embodiment of the invention, the amount of fuel injected into the combustion chamber is adjusted by a controllable stroke of the at least one first injector or of the at least one bi-fuel injection valve. By means of a stroke regulation of the at least one first injector or of the at least one bi-fuel injection valve, the amount of injected fuel can be regulated in a simple manner. Stroke control means that a nozzle needle in the at least one first injector or the at least one bi-fuel injection valve can be regulated in its stroke. This means that in addition to the states open and closed, intermediate values can also be set. Due to the controllable stroke of the nozzle needle of the injector or of the at least one bi-fuel injection valve, both large and small quantities of fuel can be injected into the combustion chamber precisely independent of time.
In einer weiteren Ausgestaltung der Erfindung wird ein Kraftstoffdruck in der zumindest einen Gasleitung stromauf des zumindest einen ersten Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils von einem Drucksensor bestimmt. Dessen Werte werden einem Steuergerät zugeführt, das damit die Taktrate und/oder gegebenenfalls den Hub des zumindest einen ersten Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils steuert. Wenn der Kraftstoffdruck in der Hochdruckleitung durch einen Drucksensor bestimmt wird, kann ein Steuergerät auf Grund dieser Messwerte die Taktrate und/oder den Hub des ersten Injektors beziehungsweise des zumindest einen Bi-Fuel- Einspritzventils steuern und damit die exakte Kraftstoffmenge zum richtigen Zeitpunkt in den Brennraum einbringen. In einer weiteren Ausgestaltung der Erfindung wird eine Kraftstofftemperatur in der zumindest einen Gasleitung stromauf des zumindest einen ersten Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils von einem Temperatursensor bestimmt. Dessen Werte werden einem Steuergerät zugeführt, das damit die Taktrate und/oder gegebenenfalls den Hub des zumindest einen ersten Injektors beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils steuert. Somit kann die einzublasende Gasmenge über die Taktrate und/oder den Hub des Injektors noch genauer bestimmt werden. Die Druck- und Temperatursensoren sind an der Hochdruckleitung nach Möglichkeit nahe an den Injektoren vorzusehen .In a further embodiment of the invention, a fuel pressure in the at least one gas line upstream of the at least one first injector or of the at least one bi-fuel injection valve is determined by a pressure sensor. Whose values are supplied to a control unit, which thus controls the clock rate and / or optionally the stroke of the at least one first injector or the at least one bi-fuel injection valve. If the fuel pressure in the high-pressure line is determined by a pressure sensor, a control unit can control the clock rate and / or the stroke of the first injector or of the at least one bi-fuel injection valve on the basis of these measured values and thus the exact amount of fuel into the combustion chamber at the right time contribute. In a further embodiment of the invention, a fuel temperature in the at least one gas line upstream of the at least one first injector or of the at least one bi-fuel injection valve is determined by a temperature sensor. Whose values are supplied to a control unit, which thus controls the clock rate and / or optionally the stroke of the at least one first injector or the at least one bi-fuel injection valve. Thus, the amount of gas to be injected can be more accurately determined via the clock rate and / or the stroke of the injector. The pressure and temperature sensors are to be provided on the high-pressure line as close as possible to the injectors.
Weitere Vorteile, Merkmale und Merkmalskombinationen ergeben sich aus der Beschreibung und der Zeichnung. Ausführungsbeispiele der Erfindung sind in der Zeichnung vereinfacht dargestellt und in der nachfolgenden Beschreibung näher erläutert .Further advantages, features and combinations of features will become apparent from the description and the drawings. Embodiments of the invention are shown in simplified form in the drawing and explained in more detail in the following description.
Dabei zeigen:Showing:
Fig. 1 in einem ersten Ausführungsbeispiel eine schematische Darstellung einer fremdgezündeten, mit gasförmigem Kraftstoff betreibbaren Brennkraftmaschine mit einer KraftstoffVersorgungsanlage mit Direkteinblasung mittels getakteter Injektoren,1 in a first embodiment, a schematic representation of a spark-ignited, operable with gaseous fuel internal combustion engine with a fuel supply system with direct injection by means of clocked injectors,
Fig. 2 in einem zweiten Ausführungsbeispiel eine schematische Darstellung einer bivalenten Brennkraftmaschine mit einer Kraftstoffversorgungsanlage mit Direkteinblasung mittels getakteter Injektoren und vorgesehener Kanaleinspritzung, Fig. 3 in einem dritten Ausführungsbeispiel eine schematische Darstellung einer bivalenten Brennkraftmaschine mit einer Kraftstoffversorgungs- anlage mit Direkteinblasung mittels Bi-Fuel- Einspritzventile und2 shows in a second embodiment a schematic representation of a bivalent internal combustion engine with a fuel supply system with direct injection by means of clocked injectors and provided port injection, 3 shows a schematic representation of a bivalent internal combustion engine with a fuel supply system with direct injection by means of bi-fuel injection valves and in a third exemplary embodiment
Fig. 4 in einem vierten Ausführungsbeispiel eine schematische Darstellung einer bivalenten Brennkraftmaschine mit einer Kraftstoffversorgungs- anlage mit Direkteinblasung mittels getakteter Injektoren und vorgesehener Direkteinspritzung4 shows in a fourth exemplary embodiment a schematic representation of a bivalent internal combustion engine with a fuel supply system with direct injection by means of clocked injectors and provided direct injection
In Fig. 1 ist eine fremdgezündete, mit gasförmigem Kraftstoff betreibbare Brennkraftmaschine 1 mit einer Kraftstoffversorgungsanlage 2 in einem ersten Ausführungsbeispiel schematisch dargestellt. Eine derartige Brennkraftmaschine 1 ist unter dem Begriff CNG- (Compressed Natural Gas) Brennkraftmaschine bekannt. Der gasförmige Kraftstoff, insbesondere Erdgas, wird im Folgenden als Brenngas bezeichnet. Die Brennkraftmaschine 1 weist ein ein Maschinengehäuse 3 auf, in dem sich ein Kolben 4 bewegt. Außerdem weist sie einen Ansaugkanal 5 und einen Abgaskanal 6 auf, in denen ein Einlassventil 7 und ein Auslassventil 8 angeordnet ist. Weiterhin weist die Brennkraftmaschine 1 eine Ansauganlage 9 auf, durch die die Verbrennungsluft angesaugt wird. Die Ansauganlage 9 weist im Wesentlichen ein nicht dargestelltes Luftfilter, einen Luftmassenmesser 10, eine Drosselklappe 11, ein Saugrohr 12 und für jeden Brennraum 13 mindestens einen Ansaugkanal 5 auf. Der Brennraum 13 wird hauptsächlich vom Maschinengehäuse 3 und vom Kolben 4 gebildet. Die Verbrennungsluft durchströmt die einzelnen Elemente der Ansauganlage 9 in dieser Reihenfolge. Nach der Verbrennung im Brennraum 13 verlässt das Abgas über den Abgaskanal 6 die Brennkraftmaschine 1 und durchströmt zur Abgasnachbehandlung anschließend den Katalysator 14. Weiterhin ist ein Steuergerat 15 vorhanden, das Signale des Luftmassenmessers 10, ein Drucksignal aus dem Saugrohr 12 und Signale von Lambdasonden 16 und eines ersten Temperatursensors 17 im Katalysator 14 verarbeitet. Zwischen dem Saugrohr 12 und dem Abgaskanal 6 ist eine Abgasruckfuhr- leitung 18 mit einem Abgasruckfuhrventil 19 angeordnet. Das Abgasruckfuhrventil 19 wird ebenfalls vom Steuergerat 15 zusammen mit einem elektropneumatischen Umschaltventil 20 angesteuert, das zusatzlich vom Druck im Saugrohr 12 angesteuert wird.In Fig. 1, a spark-ignited, operable with gaseous fuel internal combustion engine 1 with a fuel supply system 2 is shown schematically in a first embodiment. Such an internal combustion engine 1 is known by the term CNG (Compressed Natural Gas) internal combustion engine. The gaseous fuel, in particular natural gas, is referred to below as fuel gas. The internal combustion engine 1 has a machine housing 3, in which a piston 4 moves. In addition, it has an intake passage 5 and an exhaust passage 6 in which an intake valve 7 and an exhaust valve 8 are arranged. Furthermore, the internal combustion engine 1 to an intake 9, through which the combustion air is sucked. The intake system 9 essentially comprises an air filter, not shown, an air mass meter 10, a throttle valve 11, a suction pipe 12 and for each combustion chamber 13 at least one intake duct 5. The combustion chamber 13 is mainly formed by the engine housing 3 and the piston 4. The combustion air flows through the individual elements of the intake system 9 in this order. After combustion in the combustion chamber 13, the exhaust gas leaves the internal combustion engine 1 via the exhaust gas duct 6 and then flows through the catalytic converter 14 for exhaust gas aftertreatment. Furthermore, a control unit 15 is present, which processes signals of the air mass meter 10, a pressure signal from the intake manifold 12 and signals from lambda probes 16 and a first temperature sensor 17 in the catalytic converter 14. Between the intake manifold 12 and the exhaust passage 6, a Abgasruckfuhr- line 18 is arranged with a Abgasruckfuhrventil 19. The Abgasruckfuhrventil 19 is also controlled by the control unit 15 together with an electropneumatic switching valve 20, which is additionally driven by the pressure in the intake manifold 12.
Die KraftstoffVersorgungsanlage 2 zur Versorgung der Brennkraftmaschine 1 mit Brenngas umfasstThe fuel supply system 2 for supplying the internal combustion engine 1 with fuel gas comprises
- eine Tankanlage 21, die mehrere Hochdruckgastanks 22 und Abschaltventilen 23 aufweist,a tank installation 21, which has a plurality of high-pressure gas tanks 22 and shut-off valves 23,
- eine Hochdruckleitung 24,a high-pressure line 24,
- ein Sicherheitsmagnetventil 25,a safety solenoid valve 25,
- mindestens einen ersten Injektor 26 für jeden Brennraum 13,at least one first injector 26 for each combustion chamber 13,
- einen Drucksensor 27 unda pressure sensor 27 and
- einen zweiten Temperatursensor 28.a second temperature sensor 28.
Das Brenngas, beispielsweise Erdgas, wird durch einen Fullanschluss 29 in den Hochdruckgastank 22 gefüllt. Im Betrieb der Brennkraftmaschine 1 wird das Sicherheitsmagnetventil 25 geöffnet und das Brenngas strömt unter einem Druck von bis zu 200 bar durch die Hochdruckleitung 24 zu dem Injektor 26. Mittels des Injektors 26 wird das Brenngas in den Brennraum 13 eingeblasen. In raumlicher Nahe des Injektors 26 sind an der Hochdruckleitung 24 ein Drucksensor 27 und ein zweiter Temperatursensor 28 angeordnet, die wiederum ihre Signale an das Steuergerat 15 weitergeben. Mit dem Druck und der Temperatur stromauf des Injektors 26 ermittelt das Steuergerat 15 die Taktrate, Offnungsdauer und gegebenenfalls den Hub der Düsennadel des Injektors 26. Damit lässt sich die exakte Menge des einzublasenden Brenngases festlegen und eine gute Verbrennung ermöglichen.The fuel gas, for example natural gas, is filled through a full port 29 into the high-pressure gas tank 22. In operation of the internal combustion engine 1, the safety solenoid valve 25 is opened and the fuel gas flows under a pressure of up to 200 bar through the high pressure line 24 to the injector 26. By means of the injector 26, the fuel gas is blown into the combustion chamber 13. In space near the injector 26, a pressure sensor 27 and a second temperature sensor 28 are arranged on the high pressure line 24, which in turn pass their signals to the control unit 15. With the pressure and the temperature upstream of the injector 26, the control unit 15 determines the clock rate, opening duration and optionally, the stroke of the nozzle needle of the injector 26. This can be the exact amount of einzubasenden fuel gas set and allow good combustion.
Durch den Einsatz der kostengünstigen, getakteten Injektoren 26 in Verbindung mit dem Drucksensor 27 und dem zweiten Temperatursensor 28 sind ein teurer Druckminderer, ein Niederdruckkreislauf und ein Niederdruckinjektor entbehrlich. Durch den Entfall des Druckminderers entfallen damit auch Probleme, die durch Vereisen des Druckminderers entstehen können, da die Entspannung des Brenngases von hohem Druck auf den Druck im Brennraum 13 im Injektor 26 und nicht in dem Druckminderer stattfindet. Der Injektor 26 ragt in den heißen Brennraums 13 und somit besteht auf Grund der dort herrschenden hohen Temperaturen keinerlei Gefahr eines Vereisens durch plötzliches Entspannen des Brenngases.By using the inexpensive, clocked injectors 26 in conjunction with the pressure sensor 27 and the second temperature sensor 28, an expensive pressure reducer, a low-pressure circuit and a low-pressure injector are dispensable. The elimination of the pressure reducer thus eliminates problems that may arise due to icing of the pressure reducer, since the relaxation of the fuel gas of high pressure on the pressure in the combustion chamber 13 takes place in the injector 26 and not in the pressure reducer. The injector 26 protrudes into the hot combustion chamber 13 and thus there is no risk of icing due to the high temperatures prevailing there by sudden relaxation of the fuel gas.
In Fig. 2 ist in schematischer Darstellung als zweites Ausführungsbeispiel eine bivalente Brennkraftmaschine 30, das heißt eine Brennkraftmaschine, die sowohl mit gasförmigem als auch mit flüssigem Kraftstoff betrieben werden kann, gezeigt. Die Brennkraftmaschine weist eine Kraftstoffversorgungsanlage 2 auf, die zur Direkteinblasung getaktete erste Injektoren 26 verwendet. In einer bivalenten Brennkraftmaschine 30 können wahlweise sowohl Brenngas, wie beispielsweise Erdgas, als auch flüssige Kraftstoffe, wie beispielsweise Otto-Kraftstoff (Benzin), verbrannt werden. Eine derartige Brennkraftmaschine 30 weist neben einer Kraftstoffversorgungsanlage 2 für Brenngas, wie sie in Fig. 1 gezeigt und erläutert ist, noch Einspritzdüsen 31 für flüssigen Kraftstoff auf. Diese Einspritzdüsen 31 werden auf die für flüssige Otto- Kraftstoffe übliche Weise vom Steuergerät 15 angesteuert, von einer nicht gezeigten Kraftstoffversorgungsanlage mit flüssigem Kraftstoff versorgt und spritzen diesen in den Ansaugkanal 5 in Richtung des Einlassventils 7. Alle übrigen Merkmale entsprechen in ihrer Funktion und Nummerierung der Ausführung, wie sie in Fig. 1 gezeigt und erläutert sind.In Fig. 2 is a schematic representation of a second embodiment, a bivalent internal combustion engine 30, that is, an internal combustion engine that can be operated with both gaseous and liquid fuel shown. The internal combustion engine has a fuel supply system 2, which uses the first injectors 26 clocked for direct injection. In a bivalent internal combustion engine 30, either fuel gas, such as natural gas, as well as liquid fuels, such as gasoline (gasoline), can be burned. Such an internal combustion engine 30, in addition to a fuel supply system 2 for fuel gas, as shown in Fig. 1 and explained, still injectors 31 for liquid fuel. These injectors 31 are controlled in the usual way for liquid gasoline fuels by the control unit 15, supplied by a fuel supply system, not shown, with liquid fuel and inject it into the Intake passage 5 in the direction of the intake valve 7. All other features correspond in their function and numbering of the embodiment, as shown and explained in Fig. 1.
In Fig. 3 ist in schematischer Darstellung als drittes Ausführungsbeispiel eine bivalente Brennkraftmaschine 30 gezeigt. Die Brennkraftmaschine weist eine Kraftstoffversorgungsanlage 2 auf, die zur Direkteinblasung Bi-Fuel- Einspritzventile 32 verwendet. Im Unterschied zur Ausführung gemäß Fig. 2 sind die Bi-Fuel-Einspritzventile 32 so ausgeführt, dass sie sowohl Brenngas als auch flüssigen Kraftstoff in den Brennraum 13 einbringen können. Es ist daher an den Bi-Fuel-Einspritzventilen 32 ein Anschluss zur Hochdruckleitung 24 und ein Anschluss 34 zur nicht gezeigten Flüssig-Kraftstoffversorgung vorgesehen. Durch den Einsatz von Bi-Fuel-Einspritzventilen 32 verringert sich der Platzbedarf im Umfeld der Bi-Fuel-Einspritzventile 32 und auch die Form des Brennraums 13 lässt sich mit nur einem Einspritzventil einfacher gestalten. Alle übrigen Merkmale entsprechen in ihrer Funktion und Nummerierung der Ausführung, wie sie in Fig. 1 und Fig. 2 gezeigt und erläutert sind.In Fig. 3 a bivalent internal combustion engine 30 is shown in a schematic representation as a third embodiment. The internal combustion engine has a fuel supply system 2, which uses bi-fuel injection valves 32 for direct injection. In contrast to the embodiment according to FIG. 2, the bi-fuel injection valves 32 are designed so that they can introduce both fuel gas and liquid fuel into the combustion chamber 13. Therefore, a connection to the high-pressure line 24 and a connection 34 to the liquid-fuel supply (not shown) are provided on the bi-fuel injection valves 32. The use of bi-fuel injection valves 32 reduces the space requirement in the environment of the bi-fuel injection valves 32 and also the shape of the combustion chamber 13 can be made simpler with only one injection valve. All other features correspond in their function and numbering of the embodiment, as shown and explained in Fig. 1 and Fig. 2.
In Fig. 4 ist in schematischer Darstellung als viertes Ausführungsbeispiel eine bivalente Brennkraftmaschine 30, die sowohl mit gasförmigem als auch mit flüssigem Kraftstoff, wie beispielsweise Otto-Kraftstoff (Benzin) , betrieben werden kann, gezeigt. Die Brennkraftmaschine weist eine KraftstoffVersorgungsanlage 2 auf, die zur Direkteinblasung getaktete erste Injektoren 26 verwendet. Eine derartige Brennkraftmaschine 30 weist neben einer Kraftstoffver- sorgungsanlage 2 für Brenngas, wie sie in Fig. 1 gezeigt und erläutert ist, noch Einspritzdüsen 33 für flüssigen Kraftstoff auf. Diese Einspritzdüsen 33 werden auf die für flüssige Otto-Kraftstoffe übliche Weise vom Steuergerät 15 angesteuert, von einer nicht gezeigten Kraftstoffversorgungs- anlage mit flüssigem Kraftstoff versorgt und spritzen diesen in den Brennraum 13 direkt ein. Die aufwändige Anordnung mit einem ersten Injektor 26 für das Brenngas und Einspritzdüsen 33 für den flüssigen Kraftstoff bietet den Vorteil der Betriebssicherheit und Notlauffunktion bei Ausfall einer der beiden Systeme. Alle übrigen Merkmale entsprechen in ihrer Funktion und Nummerierung der Ausführung, wie sie in Fig. 1 gezeigt und erläutert sind. In Fig. 4 is a schematic representation of a fourth embodiment, a bivalent internal combustion engine 30, which can be operated both with gaseous and with liquid fuel, such as gasoline fuel (gasoline), shown. The internal combustion engine has a fuel supply system 2, which uses the first injectors 26 clocked for direct injection. Such an internal combustion engine 30 has, in addition to a fuel supply system 2 for fuel gas, as shown and explained in FIG. 1, fuel injectors 33 for liquid fuel. These injectors 33 are on the for liquid gasoline fuels usually controlled by the control unit 15, supplied by a fuel supply system, not shown, with liquid fuel and inject it into the combustion chamber 13 directly. The complex arrangement with a first injector 26 for the fuel gas and injectors 33 for the liquid fuel offers the advantage of reliability and emergency operation in case of failure of one of the two systems. All other features correspond in their function and numbering of the embodiment, as shown and explained in Fig. 1.

Claims

Patentansprüche claims
1. Fremdgezündete, mit gasförmigem Kraftstoff betreibbare, mindestens einen Brennraum (13) aufweisende Brennkraftmaschine (1), die zumindest einen ersten Injektor (26) für gasförmigen Kraftstoff aufweist, dadurch gekennzeichnet, dass der zumindest eine erste Injektor (26) durch gasförmigen Kraftstoff mit einem Druck beaufschlagbar ist, der ungefähr einem Druck in einem Gastank (22) entspricht, und dass der gasförmige Kraftstoff durch den zumindest einen ersten Injektor (26) direkt in den Brennraum (13) einbringbar ist.1. Foreign ignited, operable with gaseous fuel, at least one combustion chamber (13) having internal combustion engine (1) having at least a first injector (26) for gaseous fuel, characterized in that the at least one first injector (26) by gaseous fuel with a pressure can be acted upon, which corresponds approximately to a pressure in a gas tank (22), and that the gaseous fuel through the at least one first injector (26) directly into the combustion chamber (13) can be introduced.
2. Brennkraftmaschine nach Anspruch 1, dadurch gekennzeichnet, dass ein Drucksensor (27) und/oder ein Temperatursensor (28) an zumindest einer Gasleitung (24) stromauf des zumindest einen ersten Injektors (26) zur Bestimmung von Druck und/oder Temperatur des gasförmigen Kraftstoffs vorgesehen sind.2. Internal combustion engine according to claim 1, characterized in that a pressure sensor (27) and / or a temperature sensor (28) on at least one gas line (24) upstream of the at least one first injector (26) for determining the pressure and / or temperature of the gaseous Fuel are provided.
3. Brennkraftmaschine nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass je Brennraum (13) zumindest ein zweiter Injektor (31) vorgesehen ist, der flüssigen Otto-Kraftstoff in einen Ansaugkanal (5) der Brennkraftmaschine (1) abgibt. 3. Internal combustion engine according to claim 1 or 2, characterized in that each combustion chamber (13) at least a second injector (31) is provided, the liquid gasoline fuel in an intake passage (5) of the internal combustion engine (1) emits.
4. Brennkraftmaschine nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass je Brennraum (13) zumindest ein dritter Injektor (33) vorgesehen ist, der flüssigen Otto-Kraftstoff in den Brennraum (13) der Brennkraftmaschine einspritzt.4. Internal combustion engine according to claim 1 or 2, characterized in that each combustion chamber (13) at least a third injector (33) is provided which injects liquid gasoline fuel into the combustion chamber (13) of the internal combustion engine.
5. Fremdgezϋndete, mit gasförmigem Kraftstoff betreibbare, mindestens einen Brennraum (13) aufweisende Brennkraftmaschine (1), dadurch gekennzeichnet, dass je Brennraum (13) zumindest ein Bi-Fuel-Einspritzventil (32) durch gasförmigen Kraftstoff mit einem Druck beaufschlagbar ist, der ungefähr einem Druck in einem Gastank (22) entspricht, und dass der gasförmige Kraftstoff durch das zumindest eine Bi-Fuel-Einspritzventil (32) direkt in den Brennraum (13) einbringbar ist, wobei durch das Bi-Fuel-Einspritzventil (32) wahlweise oder zusätzlich auch flüssiger Otto-Kraftstoff in den Brennraum (13) einbringbar ist.5. Fremdgezϋndete, operable with gaseous fuel, at least one combustion chamber (13) having internal combustion engine (1), characterized in that each combustion chamber (13) at least one bi-fuel injection valve (32) can be acted upon by gaseous fuel with a pressure which corresponds approximately to a pressure in a gas tank (22), and that the gaseous fuel through the at least one bi-fuel injection valve (32) directly into the combustion chamber (13) can be introduced, wherein by the bi-fuel injection valve (32) optionally or in addition, liquid gasoline fuel in the combustion chamber (13) can be introduced.
6. Verfahren zum Betrieb einer fremdgezündeten, mit gasförmigem Kraftstoff betreibbaren Brennkraftmaschine nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass der zumindest eine erste Injektor (26) beziehungsweise das zumindest eine Bi-Fuel-Einspritzventil (32) durch gasförmigen Kraftstoff mit einem Druck beaufschlagt wird, der dem Druck im Gastank (22) entspricht, und dass der zumindest eine erste Injektor (26) beziehungsweise das zumindest eine Bi-Fuel-Einspritzventil (32) den gasförmigen Kraftstoff direkt in einen Brennraum (13) der Brennkraftmaschine (1) einbringt, wobei die in den Brennraum (13) der Brennkraftmaschine (1) eingebrachte Kraftstoffmenge durch eine Änderung einer Taktrate des zumindest einen ersten Injektors (26) beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils (32) eingestellt wird .6. A method for operating a spark-ignited, operable with gaseous fuel internal combustion engine according to one of claims 1 to 5, characterized in that the at least one first injector (26) or the at least one bi-fuel injection valve (32) by gaseous fuel with a Pressure is applied, which corresponds to the pressure in the gas tank (22), and that the at least one first injector (26) or the at least one bi-fuel injection valve (32) the gaseous fuel directly into a combustion chamber (13) of the internal combustion engine (1 ), wherein the introduced into the combustion chamber (13) of the internal combustion engine (1) amount of fuel by changing a clock rate of the at least one first injector (26) or the at least one bi-fuel injection valve (32) is set.
7. Verfahren nach Anspruch 6, dadurch gekennzeichnet, dass über einen regelbaren Hub des zumindest einen ersten Injektors (26) beziehungsweise des zumindest einen Bi- Fuel-Einspritzventils (32) die in den Brennraum (13) der Brennkraftmaschine (1) eingebrachte Kraftstoffmenge eingestellt wird.7. The method according to claim 6, characterized in that via an adjustable stroke of the at least one first injector (26) or the at least one bi-fuel injection valve (32) set in the combustion chamber (13) of the internal combustion engine (1) introduced amount of fuel becomes.
8. Verfahren nach Anspruch 6 oder 7, dadurch gekennzeichnet, dass ein Kraftstoffdruck in der zumindest einen Gasleitung (24) stromauf des zumindest einen ersten Injektors (26) beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils (32) von einem Drucksensor (27) bestimmt wird, dessen Werte einem Steuergerät (15) zugeführt werden, das damit die Taktrate und/oder gegebenenfalls den Hub des zumindest einen ersten Injektors (26) beziehungsweise des zumindest einen Bi-Fuel-Einspritzventils (32) steuert.8. The method according to claim 6 or 7, characterized in that a fuel pressure in the at least one gas line (24) upstream of the at least one first injector (26) or of the at least one bi-fuel injection valve (32) from a pressure sensor (27) is determined whose values are fed to a control unit (15), which thus controls the clock rate and / or optionally the stroke of the at least one first injector (26) or the at least one bi-fuel injection valve (32).
9. Verfahren nach einem der Ansprüche 6 bis 8, dadurch gekennzeichnet, dass eine Kraftstofftemperatur in der zumindest einen Gasleitung (24) stromauf des zumindest einen ersten Injektors (26) beziehungsweise des zumindest einen Bi- Fuel-Einspritzventils (32) von einem Temperatursensor (28) bestimmt wird, dessen Werte einem Steuergerät (15) zugeführt werden, das damit die Taktrate und/oder gegebenenfalls den Hub des zumindest einen ersten Injektors (26) beziehungsweise des zumindest einen Bi- Fuel-Einspritzventils (32) steuert. 9. The method according to any one of claims 6 to 8, characterized in that a fuel temperature in the at least one gas line (24) upstream of the at least one first injector (26) and the at least one bi-fuel injection valve (32) from a temperature sensor ( 28) whose values are fed to a control unit (15) which thus controls the clock rate and / or optionally the stroke of the at least one first injector (26) or of the at least one bi-fuel injection valve (32).
PCT/EP2007/008107 2006-10-13 2007-09-18 Spark-ignition internal combustion engine, which can be operated with gaseous fuel, having a fuel supply system, and method for operating an internal combustion engine WO2008046486A1 (en)

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