CN105545500A - 用于调节双燃料发动机的方法以及双燃料发动机 - Google Patents

用于调节双燃料发动机的方法以及双燃料发动机 Download PDF

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CN105545500A
CN105545500A CN201510705606.XA CN201510705606A CN105545500A CN 105545500 A CN105545500 A CN 105545500A CN 201510705606 A CN201510705606 A CN 201510705606A CN 105545500 A CN105545500 A CN 105545500A
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D·伊姆霍夫
H·绍姆贝尔格
M·J·莱姆克
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Abstract

本发明涉及用于调节双燃料发动机的方法以及双燃料发动机，其中，将动力能源以气态的第一燃料形式和自点火的、尤其是液态的第二燃料形式输送给发动机的至少一个燃烧室(4)，并探测对于所述至少一个燃烧室(4)典型的爆震信号，其特征在于，当存在指示具有至少第一强度的爆震的爆震信号时，提高输送给发动机(1)的所述至少一个燃烧室(4)的第一燃料的量，并且通过对应地减少第二燃料的动力能源份额来补偿由于提高第一燃料的量而引起的到燃烧室(4)中的提高的动力能源输入；当存在指示具有至少第二强度的爆震的爆震信号时，减少输送给所述至少一个燃烧室(4)的第一燃料的量，所述第二强度大于所述第一强度。

Description

用于调节双燃料发动机的方法以及双燃料发动机
技术领域
本发明涉及一种用于调节双燃料发动机的方法和一种双燃料发动机。
背景技术
此类发动机可以在纯柴油或重油运行中或者在所谓的双燃料模式中工作，其中主导的燃料种类是气体并且柴油或重油仅用于点火辅助使用。这样的内燃机由US8,671,911B2已知。
该公开文献提出了一种爆震传感器的设置，通过所述爆震传感器可探测爆震的存在。依据探测信号，调节单元可以调节送往内燃机燃烧室的气态和液态燃料的量。
在该现有技术中不利的是，作为对爆震探测的反应，强制性地设定点火延迟(“retardignition”)。该调节策略没有考虑到爆震可能出于多种不同原因而存在，所以并不总是具有针对性。因此可能在某些情况中需要采取附加的措施，正如其也在US8,671,911B2中说明的那样(减少引入的气体量)。
发明内容
本发明的任务是提供一种用于调节此类双燃料发动机的方法和提供一种双燃料发动机，其有区分地对爆震的存在作出反应。
为此，本发明提供一种用于调节双燃料发动机的方法，其中，将动力能源(Leistung)以气态的第一燃料形式和自点火的、尤其是液态的第二燃料形式输送给发动机的至少一个燃烧室，并探测对于所述至少一个燃烧室典型的爆震信号，其特征在于，当存在指示具有至少第一强度的爆震的爆震信号时，提高输送给发动机的所述至少一个燃烧室的第一燃料的量，并且通过对应地减少第二燃料的动力能源份额来补偿由于提高第一燃料的量而引起的到燃烧室中的提高的动力能源输入；当存在指示具有至少第二强度的爆震的爆震信号时，减少输送给所述至少一个燃烧室的第一燃料的量，所述第二强度大于所述第一强度。
相应地，本发明提供一种双燃料发动机，其包括至少一个燃烧室，动力能源能够以气态的第一燃料形式和自点火的、尤其是液态的第二燃料形式输送给所述燃烧室，其中设置有爆震传感器，通过该爆震传感器，对于所述至少一个燃烧室典型的爆震信号能输送给发动机的控制或调节装置，其特征在于，所述控制或调节装置构造为：当存在指示具有至少第一强度的爆震的爆震信号时，提高输送给双燃料发动机的所述至少一个燃烧室的第一燃料的量，并且通过对应地减少第二燃料的动力能源份额来补偿由于提高第一燃料的量而引起的到燃烧室中的提高的动力能源输入；当存在指示具有至少第二强度的爆震的爆震信号时，减少输送给所述至少一个燃烧室的第一燃料的量，所述第二强度大于所述第一强度。
不同于现有技术，并不是当存在爆震时就立即减少输送给发动机燃烧室的气态的第一燃料的量。完全相反，本发明规定(参考双燃料发动机的工作周期)：首先提高气态的第一燃料的量(直至可能超过较高的阈值或直至爆震衰退)。对于本公开要注意的是，所述第一燃料的气态的聚集状态首先在燃烧时刻必须存在。
为了在该工作周期期间使燃烧室的总动力能源(Gesamtleistung)保持恒定，对应地减少通过第二燃料引起的动力能源份额，例如其方式为：减少引入的第二燃料的量和/或延迟第二燃料的引入时刻和/或改变第二燃料的喷射特性。所说引入的第二燃料的量是一控制量(Pilotmenge)，该控制量就引入的能量而言是处于全部通过燃料引入的能量的5％以下。
换句话说，抑制在所述至少一个燃烧室中的燃烧，以便将爆震的程度保持在可接受的范围中。这样便允许发动机在一个运行点以第一燃料的最高可能的占比运行，该情况一方面出于经济考虑是值得期望的，并且另一方面在排放技术方面是有利的。
爆震信号的强度由爆震事件的频度和爆震事件的烈度所确定。高强度的爆震可能例如同样地通过经常性的、弱的爆震和少有的、强烈的爆震而产生。
所说喷射特性应理解为喷射的燃料关于时间的质量流的特征曲线的形状。在所述特征曲线下对应于喷射的燃料的总量的面积不是必须强制性地通过形状的这种改变而改变。喷射特性的改变可以这样实现，即，迟后地实施大部分的第二燃料喷射量。所说“迟后”是指在喷射事件之内迟后的时刻。喷射特性的变化对本领域技术人员是熟知的。也可以这样改变喷射特性，即，使得迟后实施喷射的开始，在适当情况下不改变质量流的特征曲线的形状。换句话说，在这里是迟后进行整个喷射事件。
特别优选地规定：第一燃料在引入所述至少一个燃烧室中之前与空气混合。备选地，第一燃料和空气的混合可以在至少一个燃烧室中在真正燃烧之前进行。
第一燃料与空气在所述至少一个燃烧室之前预混合时，输送给所述至少一个燃烧室的第一燃料的量例如可以这样提高，即，使得甚至在没有改变压力(装载压力)的情况下降低空气和第一燃料的混合物的温度。当然，输送的第一燃料的量的提高也可以通过提高压力(装载压力)予以实现。
也可以规定：第一燃料(在所述至少一个燃烧室之前)与空气混合，为了提高第一燃料的量而提高第一燃料和空气之比例。该措施不仅在端口喷射(Port-Injection)发动机(通过端口喷射阀)而且在混合物加载的发动机中(通过气体计量设备)都是可行的。
气态的第一燃料例如可以是甲烷为主的燃料(例如天然气)、生物气、丙烷气(LPG)、气化的液化天然气(LNG)、气化的液态气体或气化的汽油。第二燃料例如可以是柴油、植物油或重油。
在本发明中，本来对于引入柴油或重油在现有技术中已知的多点喷射设计可以用于控制喷射特性。第二燃料在该情况中以多个间隔喷射。当存在指示处于第一与第二强度之间的强度的爆震的爆震信号时，优选使用该设计方案。
如上所述，按照本发明，在双燃料发动机的工作周期期间燃烧室的总动力能源必须保持恒定。因此，通过第二燃料引起的动力能源份额在双燃料发动机的工作周期上积分地对应减少。但完全可以设定：在较早的曲轴角时喷射更多第二燃料，只要保证全部的动力能源份额(例如通过以相应较低效率的燃烧相应迟后地引入剩余的喷射量)足够小。
附图说明
示例性地借助附图讨论本发明的其他细节。图中示出：
图1为所述方法的第一实施例的示意流程图；
图2为所述方法的另一个实施例的示意流程图；
图3为Lambda关于置换率的图表，以及
图4为双燃料发动机的示意图。
具体实施方式
图1作为示意的流程图示出了所述方法的第一实施例。在出现爆震时在两个支路之间有所区别。虽然在左边的支路中，爆震强度处于第一阈值之上(即探测到指示超过第一强度的爆震的爆震信号)，但处于第二阈值之下(即探测到指示第二强度下的爆震的爆震信号)。对此，应提高输送给燃烧室的第一燃料的量。
结果便是，由于提高第一燃料的量而引起的提高的动力能源输入通过第二燃料的动力能源份额的减少得以补偿。
用于减少第二燃料的动力能源份额的可能措施例如(单独或任意组合)是减少第二燃料的量、延迟第二燃料的喷射时刻、改变第二燃料的喷射率、对第二燃料进行多点喷射。也存在下述可能性，即，间接地影响第二燃料的动力能源份额，如减少气缸充量温度或提高装载压力等。
如果爆震强度超过第二阈值，则将输送给所述至少一个燃烧室的第一燃料的量的减少。这一点在图1中在右边的支路中示出。接着两个支路再次引回至爆震探测单元。如果没有探测到爆震，则正常的功率调节器的发动机调节占主导地位，其对应于现有技术，因此在这里无须详细说明。因此按照该实施例，功率调节器是平行于(并联于)爆震调节回路设置的。当探测到爆震时，爆震调节回路才起作用。
备选的实施例在图2中示出。在该实施例中，功率调节电路与爆震调节回路是串联的。这意味着，在执行借助图1所述调节措施之后，在爆震的情况中，回路直接引导到功率调节器上。也就是说，在这里爆震探测可视为功率调节器的组成部分。当探测到爆震时，爆震探测才激活。如果不存在爆震信号，则实施如在图1中在“开始”点处相同的调节。
在图1和2中，功率调节电路是按照现有技术设计的。在静止式双燃料发动机(例如Genset)中，功率指标(动力能源指标)例如可以以转矩或转速的形式实现。在机动车的双燃料发动机中，这例如可以以速度要求的形式实现。
图3示出了燃烧-空气-比例Lambda关于以动力能源份额的百分数表示的第二燃料占比的图表。在所述图表的原点，第二燃料的占比为“零”。标绘了用于不同的装载压力的两个曲线簇。由实线和断点线组成的下面的曲线簇表示较小装载压力的情况，而上面的曲线簇表示较高装载压力的情况。
实线表示总体的Lambda，即针对于两种燃料的空气比。划点示出的是针对于第一燃料的Lambda。较大的Lambda表示低配比的混合物。可看出，在第二燃料的动力能源份额改变时，总体的Lambda、即总体的混合物组成也关于其相对燃烧用空气的化学当量关系保持恒定。这一点通过如下方式实现：在第二燃料的占比上升时提高第一燃料的Lambda(划点示出)。Lambda的提高表示较高程度的稀释，亦即混合物的贫化(Abmagerung)。该图表以直观的方式图解了：如何实现在第二燃料占比改变时也保持总体燃烧-空气比恒定。
图4示意性示出了按照本发明的双燃料发动机1的燃烧室。所述燃烧室具有入口侧和出口侧。通过进气道2，Q1.fuel量的燃料在时间单位、即第一燃料(1.Fuel)的“Q点”内输送给燃烧室4。具体来说，它是这样一种动力能源，在此，在时间单位内引入化学能。同样将空气的质量流(质量/时间)引入燃烧室中，在图中它被表示为。
关系到本申请，燃料的相应的动力能源份额是决定性的，所以应该在这里强调：对于燃料的动力能源份额不仅输送的燃料的―典型地以容积或重量计量的―量是决定性的。通过本身已知的措施，在燃烧室中燃料的输送量的动力能源发展(Leistungsentfaltung)可以变化。一个例子是点火时刻的变化。在说明书中已讨论了诸如改变喷射特性的备选措施。也就是说，输送的量并不等同于对应的动力能源份额，确切地说，对于所述动力能源份额必要时应一起考虑用于动力能源发展的变化所设定的措施。
第一燃料和空气往进气道2中的输送通过黑箭头清楚地表示。也示出了喷射单元5，通过它，第二燃料(2.Fuel)可以被引入燃烧室中。每时间单位第二燃料的量在图中表示为。第二燃料的输送也通过黑箭头形象地示出。
图中也表示出了爆震传感器6，通过所述爆震传感器，对于所述至少一个燃烧室4典型的爆震信号能被输送给双燃料发动机1的控制或调节装置7。
附图标记列表
1双燃料发动机
2进气道
3排气道
4燃烧室
5喷射单元
6爆震传感器
7控制或调节装置
λ燃烧空气比例Lambda

Claims (10)

1.用于调节双燃料发动机(1)的方法，其中，将动力能源以气态的第一燃料形式和自点火的、尤其是液态的第二燃料形式输送给发动机的至少一个燃烧室(4)，并探测对于所述至少一个燃烧室(4)典型的爆震信号，其特征在于，
-当存在指示具有至少第一强度的爆震的爆震信号时，提高输送给发动机(1)的所述至少一个燃烧室(4)的第一燃料的量，并且通过对应地减少第二燃料的动力能源份额来补偿由于提高第一燃料的量而引起的到燃烧室(4)中的提高的动力能源输入，
-当存在指示具有至少第二强度的爆震的爆震信号时，减少输送给所述至少一个燃烧室(4)的第一燃料的量，所述第二强度大于所述第一强度。
2.按照权利要求1所述的方法，其特征在于，通过减少引入的第二燃料的量和/或延迟第二燃料引入时刻和/或改变第二燃料的喷射特性来进行对第二燃料的动力能源份额的减少。
3.按照权利要求1或2所述的方法，其特征在于，使第一燃料与空气混合，为了提高第一燃料的量而降低空气和第一燃料的混合物的温度。
4.按照上述权利要求之至少一项所述的方法，其特征在于，为了提高第一燃料的量而提高第一燃料的装载压力。
5.按照上述权利要求之至少一项所述的方法，其特征在于，使第一燃料与空气混合，为了提高第一燃料的量而提高第一燃料和空气之比例。
6.按照上述权利要求之至少一项所述的方法，其特征在于，第一燃料的量的提高程度依赖于：爆震信号的强度有多大，其中，优选执行与爆震信号的强度成比例的提高。
7.按照权利要求2至6之至少一项所述的方法，其特征在于，改变喷射特性，使得迟后实施大部分的第二燃料喷射量。
8.按照权利要求2至7之至少一项所述的方法，其特征在于，改变喷射特性，使得迟后实施喷射的开始，在适当情况下不改变特征曲线的形状。
9.按照权利要求1至8之至少一项所述的方法，其特征在于，以多个间隔喷射第二燃料。
10.双燃料发动机(1)，其包括至少一个燃烧室(4)，动力能源能够以气态的第一燃料形式和自点火的、尤其是液态的第二燃料形式输送给所述燃烧室，其中设置有爆震传感器(6)，通过该爆震传感器，对于所述至少一个燃烧室(4)典型的爆震信号能输送给发动机(1)的控制或调节装置(7)，其特征在于，所述控制或调节装置(7)构造为：
-当存在指示具有至少第一强度的爆震的爆震信号时，提高输送给双燃料发动机(1)的所述至少一个燃烧室(4)的第一燃料的量，并且通过对应地减少第二燃料的动力能源份额来补偿由于提高第一燃料的量而引起的到燃烧室(4)中的提高的动力能源输入，
-当存在指示具有至少第二强度的爆震的爆震信号时，减少输送给所述至少一个燃烧室(4)的第一燃料的量，所述第二强度大于所述第一强度。
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