CN103511088B - An internal combustion engine with variable fuel gas injection pressure and duration - Google Patents
An internal combustion engine with variable fuel gas injection pressure and duration Download PDFInfo
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- CN103511088B CN103511088B CN201310258145.7A CN201310258145A CN103511088B CN 103511088 B CN103511088 B CN 103511088B CN 201310258145 A CN201310258145 A CN 201310258145A CN 103511088 B CN103511088 B CN 103511088B
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Classifications
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- 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
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- 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
- F02D19/0602—Control of components of the fuel supply system
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- 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
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- 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
-
- 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
- Y02T10/40—Engine management systems
Abstract
An internal combustion engine, such as a two-stroke crosshead diesel engine, comprising a fuel gas supply system and cylinders provided with fuel gas injectors for injecting fuel gas directly into combustion chambers in the cylinders, and an engine control unit controlling fuel gas injection into the cylinders according to an engine load index, where the fuel gas injection into the cylinders is controlled by adjusting a fuel gas injection length, wherein the fuel gas injection into the cylinders is controlled by adjusting the fuel gas injection length and a fuel gas injection pressure, and that the engine control unit accommodate the fuel gas injection to abrupt changes in the engine load by adjusting the fuel gas injection length, and that the fuel injection length and the fuel gas injection pressure is dependent on the engine load index, and the engine control unit adjusts the fuel gas injection pressure and counter adjust the fuel gas injection length to comply with the engine load index.
Description
Technical field
The present invention relates to a kind of internal-combustion engine, such as two stroke, diesel crosshead engines, comprise fuel gas supply system, cylinder and control unit of engine, described cylinder is provided with the fuel gas sparger for being directly injected to by fuel gas in the firing chamber of cylinder, the fuel gas that described control unit of engine controls in cylinder according to engine loading index sprays, and the fuel gas wherein arriving cylinder is ejected through fuel metering gas spray penetration and is controlled.
Background technique
From on the carbon dioxide of the operation of internal-combustion engine, nitrous oxide and sulphur emissions, there is ever-increasing interest reducing, therefore have studied the substitute to traditional fuel oil.It can be safe and reliable that the such as operation of the large two-stroke diesel engines of MANDiesel 12K80MC-GI-S to have shown with fuel gas as the operation of main fuel, is again be expect for being emitted on environment direction compared with traditional fuel oil.About the large two-stroke diesel engines of separating of shipping market, the motor of fuel gas is used to become more and more interested, especially for lng carrier (LNG carrier), the bog wherein from gas tank must during transportation be processed.
Usually, by the shorter fuel spray penetration of order for reducing engine loading or carrying out longer spray penetration for the engine loading increasing engine loading and control this internal-combustion engine by the longer fuel spray penetration of order.This is based on there is simple linear relationship and fuel consumption is directed to the supposition that high engine loads is optimized usually between engine loading and fuel spray penetration.
US 5,533,492 discloses a kind of method of change of the pressure for compensating the cylinder by low-pressure fuel gas supply system, fuel gas being provided to internal-combustion engine.The mean value depending on the fluctuating of the change measured of fuel gas pressure to the endurance that the fuel gas in cylinder sprays is conditioned.
Summary of the invention
The object of this invention is to provide a kind of internal-combustion engine, the fuel gas of this internal-combustion engine has the operation more optimized under full engine loading.
Given this, the invention is characterized in, fuel metering gas spray penetration is ejected through and fuel gas jet pressure controls to the fuel gas in cylinder, control unit of engine makes fuel gas spray the unexpected change being adapted to engine loading by fuel metering gas spray penetration, fuel spray penetration and fuel gas jet pressure depend on engine loading index, and control unit of engine fuel metering gas jet pressure and on the contrary fuel metering gas spray penetration to meet engine loading index.
By independent of engine loading index fuel metering gas spray penetration, the amount of the energy be ejected in cylinder can be regulated immediately, spray to make fuel gas the change being adapted to engine loading.This is conducive to diesel engine of transporting by sea, is wherein such as applied to the unexpected change that the manoeuvre (manoeuvre) on ship, wave, ocean current and storm may cause engine loading.Be that the setting limiting the predetermined engine loading index of fuel gas spray penetration and fuel gas jet pressure in the operation of different engine loadings provides provide sizable improvement in engine efficiency along propeller cavitation curve.
Owing to can change the fuel gas spray penetration of order quickly than fuel gas jet pressure, so regulate engine loading to meet the unexpected change of engine loading by following realization: first fuel metering gas spray penetration, secondly then fuel gas jet pressure is conditioned, simultaneously on the contrary fuel metering gas spray penetration until fuel gas spray penetration and fuel gas jet pressure meet predetermined engine loading index.This makes the adjustment of motor very flexibly and very effective under wider engine loading, this is because the adjustment of fuel gas jet pressure makes it possible to optimize fuel gas spray penetration and fuel gas jet pressure along propeller cavitation curve under the engine loading of wide range.
Regulating neatly when fuel gas jet pressure can only slowly be changed by fuel gas supply system of engine loading is also favourable.If need the notable change of engine loading expected, then the engine loading expected can easily by not run endurance that motor is cost fuel metering gas spray penetration until fuel gas supply system can provide fuel gas jet pressure to realize according to engine loading index effectively.When fuel gas jet pressure is close to level based on engine loading index, the endurance of fuel gas spray penetration is regulated on the contrary, until be implemented based on the operating point of the expectation of engine loading index.
In a preferred embodiment, cylinder is provided with fuel oil supply system and fuel oil is directly injected to the fuel oil sparger in the firing chamber of cylinder.
In the preferred embodiment of the invention, fuel gas supply system is common rail fuel gas supply system.
In the preferred embodiment of the invention, fuel gas jet pressure is in the scope that 150 bar to 300 cling to.Therefore, fuel gas supply system is high pressure fuel gas supply system, and the adjustment of fueling injection pressure can by described high-pressure fuel system by control unit of engine order.
In the preferred embodiment of the invention, under the engine loading of 100%, engine speed is in the scope of 45rpm to 175rpm.
In other embodiment of the present invention, fuel gas to the fuel gas supply system of cylinder is provided to be connected to the liquified natural gas tank of lng carrier.Obviously, fuel gas supply system can be connected to special fuel gas tank, that is, freighter and fuel gas are separated.
Accompanying drawing explanation
The accompanying drawing of reference altitude signal is hereafter describing example of the present invention and its embodiment in further detail, in the accompanying drawings:
Fig. 1 is the overview according to motor of the present invention,
Fig. 2 is the example according to the preferred embodiment of the invention with the fuel oil of combination and the motor of fuel gas operating mode.
Embodiment
The accompanying drawing of reference altitude signal is hereafter describing example of the present invention and its embodiment in further detail, in the accompanying drawings:
Fig. 1 is the overview according to motor of the present invention; And
Fig. 2 is the example of the motor of the fuel oil with combination according to a preferred embodiment of the invention and fuel gas operating mode.
Embodiment
Internal-combustion engine 1 according to a preferred embodiment of the invention can be two stroke, diesel crosshead engines, as shown in fig. 1.This motor 1 can be brand MAN Diesel and model MC or ME, or brand
model Sulzer RT-flex or Sulzer RTA, or brand Mitsubishi Heavy Industries (company of Mitsubishi Heavy Industries Ltd).The motor of this model is big-block engine, and this motor is typically used as the master motor in ship or the stationary engine in power station.Cylinder such as can have the cylinder barrel in the scope of 25cm to 120cm, and motor such as can have the power in the scope from 3000kW to 120000kW.Engine speed is typically in the scope from 40rpm to 250rpm.Heavy oil typically can be used as main fuel according to compression-ignition engine of the present invention.
The motor 1 of Fig. 1 has multiple cylinder, and cylinder liner 2 is arranged in the cylinder portion 3 of engine frame 4.Escape cock shell 5 is arranged in cylinder head 6, and discharge pipe 7 extends to the common waste gas reception unit 8 of multiple or all cylinders from single cylinder.In waste gas reception unit, pressure change caused by the exhaust gas pulse of discharging from flue gas leading is become more uniform pressure by equilibrium, one or more turbosupercharger 9 receives the waste gas from waste gas reception unit 8, and the air of compression being delivered to the scavenging system comprising scavenge air receiver 10, it is elongate pressure container that this scavenge air receiver 10 is similar to waste gas reception unit.
In single cylinder, piston is installed on the piston rod, and this piston rod is connected with the crank pin on crankshaft with connecting rod (not shown) via crosshead.Fuel injector injects fuel in firing chamber.When burner oil is fuel oil, this fuel is automatic ignition due to the high temperature in the air above piston.High temperature occurs because piston compression during upwards compression stroke enters air.
Preferably the present invention implements in the sea-freight diesel engine with dual fuel supply system, is described by such example in following middle the present invention, but the present invention may be implemented as single fuel system certainly.Motor is electronic-controlled engine, and its electronic control oil and gas spray, thus guarantee that fuel sprays and burns optimised.In addition, based on spraying high-pressure gas principle, and pilot fuel oil spurts is used for lighting a fire to fuel gas.By this principle, diesel engine combustion can be fully used and can obtain the thermal efficiency equally high with fuel oil combustion thus.In fig. 2, cylinder portion 3 is illustrated only has single cylinder 11, but motor has multiple cylinder, such as 4 to 15 cylinders.Schematically show as shown in FIG. 2, internal-combustion engine 1 comprises fuel oil supply system 23 and fuel gas supply system 19, provides fuel oil and fuel gas to fuel oil ejecting system 20 and fuel gas ejecting system 30, to be provided in the firing chamber of cylinder 11.In this example, fuel oil ejecting system 20 and fuel gas ejecting system 30 control fuel oil and fuel gas respectively to the injection in the firing chamber of cylinder 11.The General Principle of fuel injection system 20,30 are each cylinders 11 with the such as petrolift or valve of the fuel injector 13,14 be connected in cylinder head 6, the cylinder control unit 12 that controls one or more fuel dosing devices 15,16 is associated.The quantity of the sparger 13,14 of each cylinder depends on the power of cylinder 11.In a preferred embodiment, each cylinder comprises at least one fuel oil sparger and fuel gas sparger 14.In less motor, for often kind of fuel, single sparger can be enough to the fuel quantity required for injection combustion process, and in relatively large more powerful motor, may need two or three spargers for each fuel.When each cylinder 11 arranges multiple sparger, each sparger 13,14 can have a fuel dosing device 15,16.The control unit of engine 12 of fuel injection system 20,30 is controlled by the control unit of engine 17 communicated with the bridge part of container again.
Preferably fuel gas supply system 19 is connected to natural liquid gases (LNG) tank 18 of the LNG carrier run at sea.The LNG tank of LNG carrier remains in low temperature, but is inevitably heated owing to being passed by the insulation of tank from the outside heat of seawater and air.Due to entering of outside heat, a part of LNG is vaporized, and is namely vaporized, and pressure tank increases gradually.In order to pressure tank is remained on acceptable level, then liquefaction system (not shown) may be used for liquefied gas tank oxidizing gases again.Alternately, or combine with liquefaction system again, boil-off gas compressor can provide high-pressure vaporization gas when it is ordered by fuel gas ejecting system 30.At cylinder place, the fuel gas proportioning device 16 controlled by cylinder control unit 12 affects the sequential of fuel gas sparger 14 and opens.Fuel gas is preferably provided to fuel gas ejecting system by the double-walled gas lines 26 designed by common rail, and wherein the valve of fuel gas sparger 14 controls by assisting Control & Protective.In principle, this is made up of hydraulic control oil system and electronic gas injection valve, thus high voltage control oil is supplied to gas ejector 14, controls the sequential of the gas valve of gas ejector 14 thus and opens.Fuel gas supply system is high pressure fuel gas supply system.Gas delivery pressure based on engine loading between 150 bar to 300 cling to time achieve effective gas and spray, and fuel gas has the temperature of about 45 DEG C.Knock out drum 22 stores bog for being provided between fuel gas ejecting system 30 by fuel gas supply system 19 at bog.In the LNG tank of LNG carrier, the amount of inevitable bog is typically not enough to the sole fuel of the operation of the internal-combustion engine being used as LNG carrier, but the amount of bog advantageously can combine and uses together according to the fuel oil in internal-combustion engine of the present invention.The operation of fuel gas ejecting system 30 is insensitive for the change of gas composition and gas composition.Special fuel gas tank can be then the other fuel gas pressure tank on the top on the deck be separated completely with freighter.Therefore, usually also fuel gas can be used as LNG by the compressed petroleum gas (LPG) formed as the higher hydrocarbon of propane and butane, and do not need the performance changing motor in speed, the thermal efficiency and power stage, keep the rated power identical with fuel oil simultaneously.The pressure needed for atomization completely (atomization: or spray) realizing fuel gas is then approximately 550 bar, and greatly the temperature of 35 DEG C is preferred.
Fuel gas supply system can receive directly from the fuel gas of the freighter of ship or the fuel gas from special fuel pot, and described special fuel pot can be the fuel pot on the deck of ship.In addition, fuel gas supply system can receive the fuel gas of the bog liquefaction system again from such as MANUFACTURER Hamworthy, maybe can receive the fuel gas directly from freighter or special fuel gas tank.Fuel gas supply system can also generally include suction booster, high-pressure service pump and unit heater from MANUFACTURER Hamworthy.When fuel gas pump being drawn to required pressure by suction booster, fuel gas is heated to the temperature of needs, is then provided to cylinder via double-walled gas lines 26.Extra suction booster can be set to fuel after heating fuel gas, fuel gas pressure to be adjusted to the level of expectation.
In fuel oil ejecting system 20, fuel oil proportioning device 15 can be petrolift, when needs fuel oil supply system 23, only fuel oil is delivered to fuel metering device with relatively low supply pressure (pressure such as in the scope of clinging to from 2 bar to 15) from fuel oil drum 21 fuel charge pipe 24.Alternative low, the valve that fuel oil proportioning device 15 can be valve or be connected with measuring apparatus, fuel charge Guan Ze is high-voltage tube, in described high-voltage tube, fuel is in the pressure higher than jet pressure, the supply pressure such as in the scope that 500 bar to 1500 cling to.This fuel oil supply system 23 is called as common rail system (common-rail system).In arbitrary situation, fuel oil proportioning device 15 is connected to fuel feed pipe 24 by the branch conduit with valve, and this valve remains in open position at normal engine run duration.Fuel oil proportioning device 15 is connected to fuel oil sparger 13 via fuel under high pressure oil-piping layout.Loopback conduit passes to fuel oil loopback pipeline (not shown) from fuel oil sparger.Be provided to fuel oil heavy oil or the marine diesel oil typically of cylinder.
According to internal-combustion engine 1 of the present invention can by fuel gas supply system 19 and fuel gas ejecting system 30 are arranged on there is above-mentioned fuel oil supply system existing motor on provide.Install to simplify and usually make the control strategy of combustion process least complicated, preferably independently cylinder control unit 12a, 12b controls the amount of fuel oil and the fuel gas be provided to respectively in the firing chamber of cylinder 11 usually.Ejection control device can be a cylinder control unit or have independently cylinder control unit 12a, 12b, and described cylinder control unit controls to be provided to the amount of fuel oil in the firing chamber of cylinder 11 and fuel gas respectively.Similarly, both fuel oil control system 20 and fuel gas control system 30 comprise independently control unit of engine 17a, 17b.Obviously, as known in the field of sea-freight diesel engine, at least fuel oil control system 20 is preferably redundancy, namely there is the other control unit of engine that cable is redundantly connected to cylinder control unit.When running according to internal-combustion engine of the present invention, the motor that fuel sprays is regulated and is undertaken by fuel oil ejecting system 20 or fuel gas ejecting system 30.Usually, control unit of engine 17 receives from the engine speed signal of sensor device 40 and other engine operating parameters, and controls amount and the speed of the fuel be provided in the firing chamber of cylinder 11, and this is also called engine management and controls.Can run under the fuel oil of fuel oil operating mode, fuel gas operating mode and combination and fuel gas operating mode according to internal-combustion engine of the present invention.Operating mode can be ordered by the bridge-set of ship.Switching between operator scheme can be performed by the motor switching unit 25 being connected to fuel oil ejecting system 20 and fuel gas control system 30, and preferably motor switching unit is a part for fuel gas supply system 19.In the fuel oil and fuel gas operating mode of combination, motor switch control unit 25 determines whether crucial sequential and the adjustment of being carried out the combustion process in internal-combustion engine by fuel oil ejecting system 20 or fuel gas ejecting system 30, and namely motor switching unit 25 handover management between fuel oil control system 20 and fuel gas control system 30 controls.Therefore, in the fuel oil and fuel gas operating mode of combination, alternately described operation automatically between fuel oil operating mode and fuel gas operating mode.Switching between operating mode can be controlled by the order from bridge-set (bridge) or be ordered in gas leak situations in order to security reason, thus immediately motor is switched to fuel oil operating mode.
In fuel gas operating mode, the sequential of combustion process and fuel gas spray and are controlled by fuel gas ejecting system 30.This according to predetermined, be defined in given engine loading under optimally run fuel spray penetration required for motor and fueling injection pressure engine loading index carry out.Before running, motor is tested under different loads along propeller cavitation curve (propeller curve), to determine the reference fuel spray penetration optimized under different loads and fueling injection pressure.Therefore, when control unit of engine carries out sequential and the hydraulic pressure searching to obtain the such as correct sequential of fuel gas injection, the opening and closing of escape cock in engine map, depend on and run the fueling injection pressure of the order required for motor and the fuel spray penetration of order under the engine loading expected.
Fuel spray penetration can be conditioned in the very short time scale being injected into the injection of next fuel gas from a fuel gas, namely in the scope of 1 to 2 second, or not too depend on engine speed, and in practice, possible adjustment is only limited by common safety requirement, and described common safety requirement limits the possible change being injected into the fuel spray penetration that next fuel gas sprays from a fuel gas.By fuel metering gas spray penetration, the amount being ejected into the energy in cylinder is conditioned.Although control unit of engine can control to be injected into from fuel gas by the fuel spray penetration of expectation being communicated to cylinder control unit 12 the fuel spray penetration of fuel gas injection, more consuming time by the change of the fuel gas jet pressure of control unit of engine 17b order from fuel gas supply system 19.By fuel metering gas jet pressure, per time unit can be regulated to be ejected into the amount of the energy in firing chamber.Depend on the structure of fuel gas supply system and the change of required fuel gas jet pressure, the fuel gas jet pressure of order can be provided to fuel gas ejecting system 30 by fuel gas supply system 19 in 2 seconds to 15 seconds.But the longer response time for the fuel gas jet pressure providing expectation is feasible.
The feasible quick adjustment of fuel spray penetration allows control unit of engine to control engine loading by following manner: first fuel metering spray penetration is to adapt to the change of engine loading immediately, according to predetermined engine load index fuel metering jet pressure and on the contrary (counter) fuel metering spray penetration afterwards, wherein this engine loading index provides the optimized operation of motor.Therefore, spray to make fuel gas and adapt to the change of engine loading, first fuel gas spray penetration regulates the amount of the energy be ejected in cylinder to regulate independent of predetermined engine loading index by fuel metering gas spray penetration thus.But this runs with the motor do not optimized and realizes, this is because fuel gas spray penetration and fuel gas jet pressure all do not meet engine loading index.Therefore, fuel gas spray penetration by control unit of engine order to meet the unexpected change of (comply) engine loading time, by the adjustment of fuel gas supply system 19 order fuel gas jet pressure.Although the fuel gas jet pressure being delivered to cylinder by fuel gas supply system 19 is adjusted to the fuel gas jet pressure of order, but fuel gas spray penetration is regulated on the contrary by control unit of engine, until fuel gas jet pressure is corresponding with predetermined engine loading index with fuel gas spray penetration.
Claims (7)
1. an internal-combustion engine (1), described internal-combustion engine comprises:
Fuel gas supply system (19);
Cylinder (11), described cylinder is provided with the fuel gas sparger for being directly injected to by fuel gas in the firing chamber of cylinder (11); And
Control unit of engine (12), the fuel gas that described control unit of engine controls in cylinder (11) according to engine loading index sprays, the fuel gas wherein arrived in cylinder (11) is ejected through fuel metering gas injection duration length and is controlled
It is characterized in that:
Fuel metering gas injection duration length is ejected through and fuel gas jet pressure controls to the fuel gas in cylinder (11), control unit of engine (12) makes fuel gas spray the unexpected change being adapted to engine loading by fuel metering gas injection duration length, duration of charge length and fuel gas jet pressure depend on engine loading index, wherein control unit of engine (12) first fuel metering gas injection duration length, then fuel metering gas jet pressure, and on the contrary fuel metering gas injection duration length to meet engine loading index.
2. internal-combustion engine according to claim 1 (1), it is characterized in that, the fuel oil sparger that cylinder (11) is provided with fuel oil supply system (20) and is directly injected to by fuel oil in the firing chamber of cylinder (11).
3. internal-combustion engine according to claim 1 and 2 (1), is characterized in that, fuel gas supply system (19) is common rail fuel gas supply system.
4. internal-combustion engine according to claim 1 and 2 (1), is characterized in that, fuel gas jet pressure is in the scope that 150 bar to 300 cling to.
5. internal-combustion engine according to claim 1 and 2 (1), is characterized in that, under the engine loading of 100%, engine speed is in the scope of 45rpm to 175rpm.
6. internal-combustion engine according to claim 1 and 2 (1), it is characterized in that, provide fuel gas to the fuel gas supply system (19) of cylinder (11) to be connected to the liquified natural gas tank (18) of LNG Liquefied natural gas conveyer.
7. internal-combustion engine according to claim 1 and 2 (1), is characterized in that, described internal-combustion engine is two stroke, diesel crosshead engines.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DKPA201270379A DK177623B1 (en) | 2012-06-29 | 2012-06-29 | An internal combustion engine with variable fuel gas injection pressure and duration |
| DKPA201270379 | 2012-06-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103511088A CN103511088A (en) | 2014-01-15 |
| CN103511088B true CN103511088B (en) | 2015-03-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201310258145.7A Active CN103511088B (en) | 2012-06-29 | 2013-06-26 | An internal combustion engine with variable fuel gas injection pressure and duration |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP5503059B2 (en) |
| KR (1) | KR101429186B1 (en) |
| CN (1) | CN103511088B (en) |
| DK (1) | DK177623B1 (en) |
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| JP6401544B2 (en) * | 2014-08-08 | 2018-10-10 | 川崎重工業株式会社 | Gas supply system and ship equipped with the same |
| DK179683B1 (en) * | 2017-09-04 | 2019-03-20 | MAN Energy Solutions | A large two-stroke compression-ignited internal combustion engine with dual fuel systems |
| DE102017123315A1 (en) * | 2017-10-09 | 2019-04-11 | Man Diesel & Turbo Se | Dual-fuel injector, dual-fuel fuel system, internal combustion engine and method of operating the same |
| KR102072034B1 (en) | 2019-07-04 | 2020-01-31 | (주)대우가구 | A bed |
| KR102168526B1 (en) | 2019-07-04 | 2020-10-21 | (주)대우가구 | A bed |
| KR102243692B1 (en) | 2020-08-25 | 2021-04-23 | 주식회사 우드메탈 | Double joint structure device to secure the stability of the bed frame |
| KR102523736B1 (en) | 2022-10-11 | 2023-04-20 | 주식회사 우드메탈 | A bed and table connection device with a clamp function to prevent play between upper and lower fixings and easy adhesion |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100305259B1 (en) | 1993-01-29 | 2001-12-15 | 제임스 이. 미러 | Engine fuel injection control device |
| US5533492A (en) * | 1994-07-05 | 1996-07-09 | Ford Motor Company | Gaseous fuel injection control system using averaged fuel pressure compensation |
| JPH08109843A (en) * | 1994-10-13 | 1996-04-30 | Nippondenso Co Ltd | Fuel injection amount control device for internal combustion engine |
| CA2406267C (en) * | 2002-10-02 | 2013-01-08 | Westport Research Inc. | Exhaust gas recirculation methods and apparatus for reducing nox emissions from internal combustion engines |
| CA2505455C (en) * | 2005-05-18 | 2007-02-20 | Westport Research Inc. | Direct injection gaseous fuelled engine and method of controlling fuel injection pressure |
| US7367312B1 (en) * | 2006-11-29 | 2008-05-06 | Ford Global Technologies, Llc | Control strategy to better usage of fuel in gaseous engine |
| JP4951380B2 (en) * | 2007-03-26 | 2012-06-13 | 日立オートモティブシステムズ株式会社 | High pressure fuel system controller |
| JP2010190187A (en) | 2009-02-20 | 2010-09-02 | Honda Motor Co Ltd | Fuel injection control device |
| DE102009012250A1 (en) * | 2009-03-07 | 2010-09-09 | Man Diesel Se | Ignition device for a gas engine, equipped with this gas engine and method for operating the gas engine |
| ES2536106T3 (en) * | 2009-10-16 | 2015-05-20 | Caterpillar Motoren Gmbh & Co. Kg | Fuel gas intake system for a gas powered engine |
-
2012
- 2012-06-29 DK DKPA201270379A patent/DK177623B1/en active
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2013
- 2013-06-26 CN CN201310258145.7A patent/CN103511088B/en active Active
- 2013-06-28 JP JP2013137237A patent/JP5503059B2/en active Active
- 2013-06-28 KR KR1020130075382A patent/KR101429186B1/en active IP Right Grant
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| Publication number | Publication date |
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| CN103511088A (en) | 2014-01-15 |
| KR20140002555A (en) | 2014-01-08 |
| DK177623B1 (en) | 2013-12-16 |
| JP5503059B2 (en) | 2014-05-28 |
| KR101429186B1 (en) | 2014-08-12 |
| JP2014055587A (en) | 2014-03-27 |
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