CN113864075B - Diesel engine for ship - Google Patents

Diesel engine for ship Download PDF

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Publication number
CN113864075B
CN113864075B CN202111294647.6A CN202111294647A CN113864075B CN 113864075 B CN113864075 B CN 113864075B CN 202111294647 A CN202111294647 A CN 202111294647A CN 113864075 B CN113864075 B CN 113864075B
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CN
China
Prior art keywords
engine
egr
fuel injection
fuel
mode
Prior art date
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Application number
CN202111294647.6A
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Chinese (zh)
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CN113864075A (en
Inventor
村田聪
入口信也
上田哲司
伊藤和久
平冈直大
三柳晃洋
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Mitsubishi Heavy Industries Ltd
Japan Engine Corp
Original Assignee
Mitsubishi Heavy Industries Ltd
Japan Engine Corp
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Filing date
Publication date
Application filed by Mitsubishi Heavy Industries Ltd, Japan Engine Corp filed Critical Mitsubishi Heavy Industries Ltd
Priority to CN202111294647.6A priority Critical patent/CN113864075B/en
Publication of CN113864075A publication Critical patent/CN113864075A/en
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Classifications

    • 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
    • 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
    • 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
    • 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
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F02D2021/083—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine controlling exhaust gas recirculation electronically
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The application provides a marine diesel engine capable of operating an engine main body under better conditions. The device comprises: an engine body that supplies fuel from a fuel injection valve to a combustion chamber and burns the fuel; an EGR system that recirculates a part of exhaust gas discharged from an engine body as combustion gas to the engine body; and an engine control device that controls fuel injection from the fuel injection valve or the pressure and timing of injection during the combustion cycle, wherein the engine control device performs control in an EGR mode when the EGR system is set to be in operation, and performs control in a normal mode when the EGR system is not set to be in operation, wherein the peak amount or peak pressure of fuel injection during the primary combustion cycle is a value larger than that of fuel injection in the normal mode when the load of the engine main body is the same.

Description

Diesel engine for ship
The application is a divisional application of the following application:
filing date of the original application: 2017, 11, 24
Application number of the original application: 201780070399.2
Title of the original application: diesel engine for ship
Technical Field
The present application relates to a marine diesel engine.
Background
In a marine diesel engine, fuel is injected from a combustion injection nozzle into a combustion chamber, air is supplied from a scavenging port, and the fuel mixed with the air is combusted in the combustion chamber, whereby a piston is pushed and a rotary shaft is rotated. Here, patent document 1 describes an internal combustion engine for a vehicle, but also describes controlling injection of fuel to be supplied to a combustion chamber.
Prior art literature
Patent literature
Patent document 1: japanese patent No. 4637036
In a marine diesel engine, fuel can be combusted efficiently by performing a process of controlling the injection timing and injection amount of fuel injected in a single combustion cycle. Here, among marine diesel engines, marine diesel engines are those provided with: an engine main body; a supercharger that rotates a turbine by using the force of exhaust gas discharged from an engine main body and supplies compressed air generated by a compressor coaxially connected to the turbine to the engine main body; and an EGR unit that recirculates a part of exhaust gas discharged from the engine body to the engine body.
In the marine diesel engine in which the EGR mode in which the EGR means supplies the exhaust gas to the engine main body and the normal mode in which the EGR means does not supply the exhaust gas to the engine main body can be switched, when the engine is operated in the open EGR mode, even if the injection timing and the injection amount of the fuel injected in the one-time combustion cycle are controlled, depending on the condition, there is a possibility that the load of the engine main body may occur in which the combustion becomes unstable or black smoke may occur.
Disclosure of Invention
The present application has been made to solve the above-described problems, and an object of the present application is to provide a diesel engine for a ship that can operate an engine main body under better conditions in both an EGR mode and a normal mode.
Means for solving the problems
The present application for achieving the above object is a marine diesel engine comprising: an engine body that supplies fuel from a fuel injection valve to a combustion chamber and burns the fuel; an EGR system that recirculates a part of exhaust gas discharged from the engine body as combustion gas to the engine body; and an engine control device that controls an amount of fuel injected from the fuel injection valve or a pressure and timing of injection during a combustion cycle, wherein the engine control device performs control in an EGR mode when the EGR system is set to be operated, and performs control in a normal mode when the EGR system is not set to be operated, wherein a peak amount or a peak pressure of fuel injection during a single combustion cycle is a value larger than a peak amount or a peak pressure of fuel injection in the normal mode when a load of the engine main body is the same.
In the marine diesel engine, the peak amount or pressure of fuel injection is varied between an EGR mode in which fuel is injected for a short period of time, and a normal mode in which the expansion of the combustion time during EGR is suppressed, so that the range of fuel diffusion during combustion of fuel in the combustion chamber can be widened. In this way, the fuel can be easily burned even in the EGR mode, and the engine main body can be operated under preferable conditions in both the EGR mode and the normal mode.
In addition, it is preferable that in the EGR mode, a fuel injection period in one combustion cycle is shorter than that in the normal mode in the case where the load of the engine main body is the same.
In addition, it is preferable that the engine control means increases a difference between a fuel injection period of the EGR mode and a fuel injection period of the normal mode as the load increases.
In the EGR mode, it is preferable that the start timing of fuel injection in the one-time combustion cycle is later than the start timing of the normal mode when the load on the engine main body is the same.
Further, it is preferable that the engine control device increases a difference between a start timing of fuel injection in the EGR mode and a start timing of fuel injection in the normal mode as the load increases.
In addition, it is preferable that the engine control device increases a difference between a peak amount or a peak pressure of the fuel injection in the EGR mode and a peak amount or a peak pressure of the fuel injection in the normal mode as the load increases.
In addition, it is preferable that the EGR system has: an exhaust gas recirculation path that recirculates a part of exhaust gas discharged from the engine body as combustion gas to the engine; an EGR valve provided in the exhaust gas recirculation path; and a scrubber that injects a liquid into the combustion gas flowing through the exhaust gas recirculation path.
Further, it is preferable that the engine further includes a turbocharger that includes a turbine that rotates by exhaust gas discharged from the engine main body, and a compressor that is coupled to the turbine and the rotating shaft and that rotates by rotation of the turbine to generate compressed gas, the turbocharger supplying the compressed gas to the engine main body, and the EGR system supplying a part of the exhaust gas as combustion gas to the compressor.
Effects of the application
According to the present application, the amount or pressure of the peak of the fuel injection is changed between the EGR mode and the normal mode, and in the EGR mode, the fuel is injected for a short period of time, so that the expansion of the combustion time at the time of EGR is suppressed, and the range of fuel diffusion at the time of combustion of the fuel in the combustion chamber can be widened. In this way, the fuel can be easily burned even in the EGR mode, and the engine main body can be operated under preferable conditions in both the EGR mode and the normal mode.
Drawings
Fig. 1 is a schematic view showing a marine diesel engine provided with the EGR system according to the present embodiment.
Fig. 2 is a schematic configuration diagram showing the EGR system according to the present embodiment.
Fig. 3 is a schematic diagram showing a schematic configuration of an engine main body according to the present embodiment.
Fig. 4 is a flowchart showing an example of control of the engine driving device.
Fig. 5 is a graph showing the relation between the injection amount or injection pressure of fuel and the time in the combustion cycle.
Fig. 6 is a graph showing a relation between a crank angle and an in-cylinder pressure.
Fig. 7 is a graph showing a relationship between an engine load and a difference in injection time length.
Fig. 8 is a graph showing a relationship between an engine load and a maximum injection amount ratio or a maximum pressure ratio.
Fig. 9 is a graph showing a relationship between an engine load and an injection start timing difference.
Detailed Description
Hereinafter, a preferred embodiment of the present application will be described in detail with reference to the accompanying drawings. The present application is not limited to the present embodiment, and, when there are a plurality of embodiments, a combination of the embodiments is also included.
Fig. 1 is a schematic diagram showing a marine diesel engine provided with an EGR system, and fig. 2 is a schematic configuration diagram showing the EGR system.
As shown in fig. 1, the marine diesel engine 10 of the present embodiment includes an engine main body (engine) 11, a supercharger 12, and an EGR system 13.
As shown in fig. 2, the engine main body 11 is a propulsion mechanism (main mechanism) that drives a propulsion propeller to rotate via a propeller shaft (not shown). The engine body 11 is a one-way exhaust-sweeping type crosshead diesel engine, and is a two-stroke diesel engine, and the flow of intake air and exhaust gas in the cylinder is one-way from the lower direction to the upper direction, and no exhaust gas remains. The engine body 11 includes a plurality of cylinders 21 in which pistons move up and down, a scavenging passage 22 communicating with each cylinder 21, and an exhaust manifold 23 communicating with each cylinder 21. A scavenging port 24 is provided between each cylinder 21 and the scavenging passage 22, and an exhaust passage 25 is provided between each cylinder 21 and the exhaust manifold 23. The engine body 11 is connected to the scavenging passage 22 via an air supply path G1 and connected to the exhaust manifold 23 via an exhaust path G2.
Fig. 3 is a schematic view showing an engine main body. Fig. 3 shows a portion of the engine body 11 corresponding to one piston and cylinder 21. The engine main body 11 has a platen 111 located below, a frame 112 provided on the platen 111, and a cylinder liner 113 provided on the frame 112. The platen 111, the frame 112, and the cylinder liner 113 are fastened and fixed integrally by a plurality of tie bolts (tie bolts/coupling members) 114 and nuts 115 extending in the up-down direction.
A cylinder liner 116 is provided in the cylinder liner 113, and a cylinder head 117 is provided at an upper end of the cylinder liner 116. Cylinder liner 116 and cylinder head 117 define a space portion 118, and a piston 119 is provided in space portion 118 so as to reciprocate vertically, thereby forming a combustion chamber 120. Further, an exhaust valve (exhaust valve) 121 is provided in the cylinder head 117. The exhaust valve 121 opens and closes the combustion chamber 120 and the exhaust pipe 122. The exhaust valve 121 may have a function of opening and closing the combustion chamber 120 and the exhaust pipe 122, and is not necessarily provided in the central portion of the cylinder head 117. The fuel injection nozzle injects fuel into the combustion chamber 120. The fuel supply section supplies fuel to the fuel injection nozzle. The fuel supply unit includes a control valve, a pressure pump, and the like, and controls the pressure of the fuel to be supplied and the control valve, thereby controlling the amount and pressure of the fuel to be injected from the fuel injection nozzle.
Accordingly, the combustion is performed by supplying the fuel supplied from the fuel injection nozzle 130 and the combustion gas compressed by the supercharger 12 to the combustion chamber 120. Piston 119 is moved up and down by energy generated by the combustion. At this time, when the combustion chamber 120 is opened by the exhaust valve 121, on the one hand, exhaust gas generated by combustion is pushed out to the exhaust pipe 122, and on the other hand, combustion gas is introduced from the scavenging port 24 to the combustion chamber 120. An exhaust pipe 122 is connected to the exhaust manifold 23.
The piston 119 is connected at a lower end portion to an upper end portion of the piston rod 123, and is connected to be movable in a piston shaft direction together with the piston rod 123. The platen 111 is a crank case, and is provided with a bearing 125 rotatably supporting the crankshaft 124. The crankshaft 124 is rotatably coupled to a lower end portion of a connecting rod 127 via a crank 126. The pair of guide plates 128 extending in the up-down direction are fixed to the frame 112 with a predetermined space therebetween, and the crosshead 129 is supported between the pair of guide plates 128 so as to be movable up and down. The crosshead 129 rotatably connects a lower half of a crosshead pin provided at a lower end portion of the piston rod 123 to a crosshead bearing connected to an upper end portion of the connecting rod 127.
Accordingly, piston 119, which transmits energy generated in combustion chamber 120 of cylinder liner 113, is pressed down together with piston rod 123 in the direction of the installation surface of engine body 11 (the direction on the platen 111 side, that is, downward in the piston axis direction). Then, the piston rod 123 presses down the cross head 129 in the piston axis direction, and rotates the crankshaft 124 via the connecting rod 127 and the crank 126.
The engine body 11 is provided with a rotation speed detecting unit 62 and a fuel injection amount detecting unit 64. The rotation speed detection unit 62 detects the rotation speed of the engine body 11 (the rotation speed of a rotating shaft connected to the propeller shaft). The rotation speed detection unit 62 may detect the rotation speed of the rotary shaft inserted into the engine body 11, but may detect the rotation speed of the propeller shaft. The fuel injection amount detection unit 64 detects the fuel injection amount of the engine body 11.
The engine control device 26 controls the operation of the engine body 11. The engine control device 26 controls the operation of the engine main body 11 based on various input conditions such as a required load and the results of detection by various sensors such as the rotation speed detection unit 62 and the fuel injection amount detection unit 64. The engine control device 26 controls the injection timing, injection amount, and opening/closing timing of the exhaust valve 121 of the fuel to the cylinder 21, and thereby controls the fuel injection amount, rotation speed, and combustion in the combustion chamber 120 of the engine main body 11. The engine control device 26 controls the output of the engine body 11 by controlling the fuel injection amount and the rotation speed.
The supercharger 12 is configured such that a compressor (compressor) 31 and a turbine 32 are integrally connected to each other by a rotation shaft 33. In the supercharger 12, the turbine 32 is rotated by exhaust gas discharged from the exhaust path G2 of the engine body 11, the rotation of the turbine 32 is transmitted through the rotation shaft 33, and the compressor 31 is rotated, and at least one of air and recirculated gas is compressed by the compressor 31 and supplied as compressed gas from the supply path G1 to the engine body 11. The compressor 31 is connected to a suction path G6 through which air is sucked from the outside (atmosphere).
The supercharger 12 is connected to an exhaust path G3 for discharging exhaust gas that rotates the turbine 32, and the exhaust path G3 is connected to a chimney (fan housing), not shown. In addition, an EGR system 13 is provided between the exhaust path G3 and the supply path G1.
The EGR system 13 includes exhaust gas recirculation paths G4, G5, G7, a scrubber 42, a demister unit 14, an EGR blower (blower) 47, and an EGR control device 60. The EGR system 13 mixes a part of the exhaust gas discharged from the engine body 11 with air as a recirculation gas, and then recirculates the mixture as combustion gas to the marine diesel engine 10 after compression by the supercharger 12, thereby suppressing the generation of NOx due to combustion. In this case, a part of the exhaust gas is extracted from the downstream side of the turbine 32, but a part of the exhaust gas may be extracted from the upstream side of the turbine 32.
In the following description, the exhaust gas is discharged from the engine body 11 to the exhaust path G2, and then discharged from the exhaust path G3 to the outside. The recirculated gas refers to a part of the exhaust gas separated from the exhaust path G3. The recirculation gas returns to the engine body 11 through the exhaust gas recirculation paths G4, G5, G7.
One end of the exhaust gas recirculation path G4 is connected to a middle portion of the exhaust gas path G3. An EGR inlet valve (on-off valve) 41A is provided in the exhaust gas recirculation path G4, and the other end of the exhaust gas recirculation path G4 is connected to the scrubber 42. The EGR inlet valve 41A opens and closes the exhaust gas recirculation path G4, thereby opening and closing the exhaust gas branched from the exhaust gas path G3 to the exhaust gas recirculation path G4. The EGR inlet valve 41A may be a flow rate adjustment valve to adjust the flow rate of the exhaust gas passing through the exhaust gas recirculation path G4.
The scrubber 42 is a venturi-type scrubber, and includes a hollow throat portion 43, a venturi portion 44 for introducing exhaust gas, and an enlarged portion 45 for gradually restoring the flow rate to the original flow rate. The scrubber 42 includes a water injection portion 46 that injects water into the recirculated gas introduced into the venturi portion 44. The scrubber 42 is connected to an exhaust gas recirculation path G5 for discharging a recirculation gas from which harmful substances such as fine Particles (PM) including SOx and coal dust are removed and a drain containing the harmful substances. In the present embodiment, a venturi type scrubber is used, but the present application is not limited to this configuration. The marine diesel engine 10 may be provided with an exhaust gas cleaning device other than the scrubber 42.
The exhaust gas recirculation path G5 is provided with a demister unit 14 and an EGR blower 47.
The demister unit 14 separates the recycle gas from the drain water from which the harmful substances are removed by water injection. The demister unit 14 is provided with a drain circulation path W1 for circulating drain water to the water injection portion 46 of the scrubber 42. The drain circulation path W1 is provided with a storage tank 49 for temporarily storing mist (drain water) and a pump 50.
The EGR blower 47 sends the recirculation gas in the scrubber 42 from the exhaust recirculation path G5 to the compressor 31 via the demister unit 14.
The exhaust gas recirculation path G7 has one end connected to the EGR blower 47 and the other end connected to the compressor 31 via a mixer (not shown), and the EGR blower 47 sends the recirculation gas to the compressor 31. An EGR outlet valve (an on-off valve or a flow rate adjustment valve) 41B is provided in the exhaust gas recirculation path G7. The air from the intake path G6 and the recirculated gas from the exhaust gas recirculation path G7 are mixed in a mixer to generate combustion gas. The mixer may be provided separately from the muffler, or the muffler may be configured to have a function of mixing the recirculated gas and the air without providing a separate mixer. The supercharger 12 can supply the combustion gas compressed by the compressor 31 from the supply passage G1 to the engine body 11, and an air cooler (cooler) 48 is provided in the supply passage G1. The air cooler 48 cools the combustion gas compressed by the compressor 31 and brought to a high temperature by exchanging heat with cooling water. The EGR system 13 is provided with an oxygen concentration detection portion 66 in the air supply path G1 or the scavenging passage 22. The oxygen concentration detection portion 66 of the present embodiment is disposed closer to the engine main body 11 than the air cooler 48. The oxygen concentration detection unit 66 detects the oxygen concentration of the air supplied to the engine body 11, that is, detects the oxygen concentration of the combustion gas when the EGR system 13 is operated.
The EGR control device 60 controls the operation of each part of the EGR system 13. The EGR control device 60 acquires load information from the engine control device 26. The EGR control device 60 transmits information of opening and closing of the EGR system 13 to the engine control device 26. The EGR control device 60 acquires rotational speed information of the engine body 11 from the rotational speed detection portion 62. The EGR control device 60 acquires information of the fuel charge amount of the engine body 11 from the fuel charge amount detection unit 64. The EGR control device 60 acquires information on the oxygen concentration of the combustion gas supplied to the engine body 11 from the oxygen concentration detection unit 66. The EGR control device 60 controls the operation state of the EGR blower 47 and the amount of the recirculation gas supplied from the EGR system 13 to the engine body 11 based on the acquired load information of the engine body 11 and the oxygen concentration of the air supplied to the engine body 11. The EGR control device 60 stores a relationship between the load on the engine body 11 and a target value of the oxygen concentration, and calculates the target value of the oxygen concentration from the load. The EGR control device 60 calculates a target value of the oxygen concentration based on a relationship between the load of the engine main body 11 and the target value of the oxygen concentration, and calculates a frequency (operating frequency) of the EGR blower 47 based on a relationship between the calculated target value of the oxygen concentration and the obtained oxygen concentration and the current frequency of the EGR blower 47. The EGR control device 60 rotates the EGR blower 47 at the calculated frequency of the EGR blower 47. The EGR control device 60 also controls the opening and closing of the outlet valve 41B of the EGR inlet valve 41A, EGR and the operation of the scrubber 42, for example, in portions other than the EGR blower 47.
The operation of the EGR system 13 according to the present embodiment will be described below. As shown in fig. 2, when the combustion gas is supplied from the scavenging passage 22 into the cylinder 21 in the engine main body 11, the combustion gas is compressed by the piston, and the combustion gas having a high temperature is naturally ignited by injecting fuel thereto, thereby being combusted. The generated combustion gas is discharged as exhaust gas from the exhaust manifold 23 to the exhaust path G2. The exhaust gas discharged from the engine body 11 is discharged to the exhaust passage G3 after the turbine 32 in the supercharger 12 is rotated, and when the EGR inlet valve 41A and the EGR outlet valve 41B are closed, the entire amount is discharged to the outside from the exhaust passage G3.
On the other hand, when the EGR inlet valve 41A and the EGR outlet valve 41B are opened, a part of the exhaust gas flows as recirculation gas from the exhaust gas path G3 to the exhaust gas recirculation path G4. The recirculation gas flowing to the exhaust gas recirculation path G4 passes through the scrubber 42 to remove harmful substances. That is, when the recirculated gas passes through the venturi portion 44 at a high speed, the scrubber 42 cools the recirculated gas by the water injected from the water injection portion 46, and drops and removes the hazardous material together with the water. And, mist (drain water) containing the harmful substances flows into the demister unit 14 together with the recycle gas.
The recirculated gas from which the harmful substances have been removed by the scrubber 42 is discharged to the exhaust gas recirculation path G5, and after mist (drain water) is separated by the demister unit 14, the mist is sent to the supercharger 12 through the exhaust gas recirculation path G7. The recirculated gas is mixed with the air taken in from the intake path G6 to become combustion gas, compressed by the compressor 31 of the supercharger 12, cooled by the air cooler 48, and supplied from the air supply path G1 to the engine main body 11.
Next, control of the engine body 11 of the marine diesel engine 10 by the engine control device 26 will be described with reference to fig. 4. Fig. 4 is a flowchart showing an example of control of the engine driving device.
The engine control device 26 switches the control conditions of each section between a setting to operate the EGR system 13 and a setting to not operate the EGR system 13 even when the EGR system 13 is stopped. The setting to not operate the EGR system 13 is a state in which recirculation is not performed in which a part of the purified exhaust gas is supplied from the EGR system 13 to the engine main body 11, and a part of the EGR system 13 such as the scrubber 42 of the EGR system 13 can be operated.
The engine control device 26 executes control in the EGR mode when the EGR system 13 is set to operate, and executes control in the normal mode when the EGR system 13 is not set to operate. Hereinafter, description will be made with reference to fig. 4. The engine control device 26 determines whether or not the EGR system 13 is set to be driven via the EGR control device 60 (step S12). The setting of driving the EGR system 13 is whether a switch is turned on or off when there is a switch that a user can operate to turn the EGR system 13 on or off. In addition, in the case of setting to drive the EGR system 13, the EGR system 13 may not be actually driven. For example, in the marine diesel engine 10, when the EGR system 13 is set to be driven when the load of the engine body 11 is equal to or greater than the threshold value, even if the EGR system 13 is set to be driven, the EGR system 13 is not operated when the load of the engine body 11 is low.
When it is determined that the EGR system 13 is set to be driven (yes in step S12), the engine control device 26 selects an EGR mode (step S14) and controls each portion based on the EGR mode setting. When it is determined that the setting for driving the EGR system 13 is not performed (no in step S12), the engine control device 26 selects the normal mode (step S16) and controls each portion based on the setting of the normal mode.
Next, control of fuel injection supplied from fuel injection nozzle 130 to combustion chamber 120 by engine control device 26 will be described with reference to fig. 5 and 6. Fig. 5 is a graph showing the relation between the injection amount or injection pressure of fuel and the time in the combustion cycle. Engine control device 26 injects fuel from fuel injection nozzle 130 based on the fuel injection pattern of the injection quantity or injection pressure versus time shown in fig. 5. In fig. 5, the horizontal axis represents time, and the vertical axis represents the injection amount of fuel or the injection pressure of combustion, but the fuel injection mode is not limited thereto. In the vertical axis, the more toward the upper side of the drawing, the more the injection amount or injection pressure. The fuel injection mode may control both the injection amount and the injection pressure, or may control one of the injection amount and the injection pressure. The fuel injection mode may be replaced with time with crank angle (timing within one combustion cycle) on the horizontal axis. In this way, the fuel injection mode can represent the amount or pressure of the injected fuel at each point in time in the combustion cycle in association with the angle of the combustion cycle. In this case, the fuel injection mode is controlled based on the crank angle that is 360 degrees in one stroke of the piston of the engine main body 11 as described above. That is, when the crank angle is set to a predetermined angle, engine control device 26 supplies fuel of a predetermined amount or pressure from fuel injection nozzle 130 to combustion chamber 120. The vertical axis of fig. 5 may be set to the injection pressure instead of the injection amount. Fig. 5 shows a fuel injection pattern at the same engine load, that is, a fuel injection pattern at the same load.
The fuel injection mode 202 shown by the solid line in fig. 5 shows the relationship between the time in the EGR mode (EGR on) and the injection amount or injection pressure. The fuel injection mode 204 shown by the broken line in fig. 5 shows the relationship between the time in the normal mode (EGR off) and the injection amount or injection pressure. Fig. 5 is a view obtained by extracting the period during which fuel is injected from one cycle. That is, if the crank angle is related, only a part is represented not in the range of 360 degreesAn angular range. In fig. 5, the time is represented by time t 1 、t 2 、t 3 、t 4 、t 5 、t 6 Is a sequential pass through of (a). Time t 1 、t 2 、t 3 、t 4 、t 5 、t 6 Can be correlated with crank angle, according to time t 1 、t 2 、t 3 、t 4 、t 5 、t 6 Is increased. In addition, the injection quantity m 2 Is greater than the injection quantity m 1 . In the case of the EGR mode, which is a setting for the operation of the EGR system 13, the engine control device 26 controls the injection of fuel based on the fuel injection mode 202. The engine control device 26 controls the injection of fuel based on the fuel injection mode 204 when the normal mode is a setting that does not operate the EGR system 13.
The normal mode fuel injection mode 204 is at time t 1 Start fuel injection at time t 4 The injection quantity reaches the maximum (injection quantity m 1 ) At time t 6 The injection is ended. Fuel injection mode 202 of EGR mode at time t 2 Start fuel injection at time t 3 The injection quantity reaches the maximum (injection quantity m 2 ) At time t 5 The injection is ended. Maximum injection amount m of fuel injection mode 202 of EGR mode 2 Maximum injection amount m of fuel injection mode 204 that is higher than that of normal mode 1 Many. In addition, the fuel injection mode 202 in the EGR mode is earlier in time when the injection amount of fuel reaches the maximum as compared with the injection mode 204 in the normal mode. Next, the EGR mode fuel injection mode 202 is set at a specific time t 1 Time t of late 2 Start injection at a specific time t 6 Early time t 5 The injection is ended. That is, the fuel injection mode 202 of the EGR mode injects fuel in a shorter time than the injection mode 204 of the normal mode. Further, the total amount of fuel injected in the fuel injection mode 202 of the EGR mode and the fuel injection mode 204 of the normal mode is the same amount due to the same load. In addition, the fuel injection mode 202 of the EGR mode is a later start of fuel injection and an earlier end of fuel injection than the fuel injection mode 204 of the normal mode.
Fig. 6 is a graph showing a relation between a crank angle and an in-cylinder pressure. Fig. 6 shows crank angle on the horizontal axis and in-cylinder pressure on the vertical axis. The solid line 212 represents the variation in-cylinder pressure in the case where combustion is performed in the fuel injection mode 202 in the EGR mode. The broken line 214 represents the variation in-cylinder pressure in the case where combustion is performed in the fuel injection mode 204 in the normal mode. As shown in fig. 6, engine control device 26 controls fuel injection based on fuel injection mode 202 of the EGR mode, so that even in the EGR mode in which the oxygen concentration is low, fuel can be appropriately combusted, and the maximum value of the in-cylinder pressure during combustion can be maintained high. Specifically, engine control device 26 controls fuel injection based on fuel injection mode 202 of the EGR mode. In this way, in the state where the EGR system 13 is operated, the diesel engine 10 can reduce the ignition delay and accelerate the increase in-cylinder pressure by first injecting a large amount of fuel into an environment where the oxygen concentration is low and combustion is difficult. In addition, since the fuel is injected in a short time, the force of diffusing the fuel can be increased to expand the diffusion range. Thus, even in a state where the combustion of the fuel is difficult to transmit and the increase in-cylinder pressure is slow, the in-cylinder pressure during the combustion can be maintained to the same level as in the normal mode in which EGR is not performed. Here, the maximum value of the in-cylinder pressure of the solid line 212 and the broken line 214 shown in fig. 6 is the maximum value of the pressure generated by combustion of the fuel under a certain load, and is a value lower than the design allowable in-cylinder pressure of the engine main body 11.
The engine control device 26 switches the fuel injection mode between the normal mode and the EGR mode, and makes the maximum value (peak amount or peak pressure) of the injection amount of the fuel or the injection pressure of the fuel in the EGR mode larger than the maximum value (peak amount or peak pressure) of the injection amount of the fuel or the injection pressure of the fuel in the normal mode, whereby appropriate combustion can be performed, and the concern of incomplete combustion of the fuel, the concern of occurrence of black smoke, and the concern of unstable combustion can be reduced. In the marine diesel engine 10 of the present embodiment, the oxygen concentration of the air supplied to the combustion chamber 120 is reduced by operating the EGR system 13, and the risk of unstable combustion and black smoke generation is increased, but the fuel injection is controlled in a mode different from the fuel injection mode 204 of the normal mode based on the fuel injection mode 202, so that unstable combustion can be suppressed, and the generation of black smoke due to incomplete combustion can be suppressed. In addition, since combustion can be stably performed, a desired output can be obtained.
The engine control device 26 sets the EGR mode fuel injection mode 202 and the normal mode fuel injection mode 204, and controls the fuel injection in accordance with each mode, so that the engine can be stably operated in each mode and the operating efficiency can be improved.
In addition, engine control device 26 makes the combustion injection period of fuel injection mode 202 in the EGR mode, that is, the fuel injection period in the one-time combustion cycle shorter than the combustion injection period of fuel injection mode 204 in the normal mode, so that the fuel can be burned stably in both the EGR mode and the normal mode.
The engine control device 26 sets the timing of the peak of the injection amount of the fuel or the injection pressure of the fuel in the fuel injection mode 202 in the EGR mode to be earlier than the timing of the peak of the injection amount of the fuel or the injection pressure of the fuel in the fuel injection mode 204 in the normal mode, and can stably combust the fuel in both the EGR mode and the normal mode.
The engine control device 26 makes the start timing of fuel injection in the EGR mode fuel injection mode 202 later than the start timing of fuel injection in the normal mode fuel injection mode 204, and can maintain the internal cylinder pressure in the same state in both the EGR mode and the normal mode.
The engine control device 26 calculates the fuel injection modes 202 and 204 for each load of the engine main body 11 in the respective fuel injection modes 202 and 204. In addition, it is preferable to switch to the fuel injection mode 202 according to the load of the engine main body 11 when EGR is performed, and to switch to the fuel injection mode 204 according to the load of the engine main body 11 when the normal mode is not performed. This makes it possible to set the fuel injection mode to a fuel injection mode suitable for the operation conditions.
Fig. 7 is a graph showing a relationship between an engine load and a difference in injection time length. As shown in fig. 7, it is preferable that engine control device 26 increases the difference between the fuel injection time period of fuel injection mode 202 in the EGR mode and the fuel injection time period of fuel injection mode 204 in the normal mode as the engine load increases. By increasing the difference between the fuel injection periods as the engine load increases in this way, the fuel can be burned well even under the condition that the load increases in the EGR mode and the fuel becomes more difficult to burn.
Fig. 8 is a graph showing a relationship between an engine load and a maximum injection amount ratio or a maximum pressure ratio. As shown in fig. 8, it is preferable that engine control device 26 increases the difference between the maximum pressure of the fuel injection in EGR mode fuel injection mode 202 and the maximum pressure of the fuel injection in normal mode fuel injection mode 204 as the engine load increases. As shown in fig. 8, the injection amount is the same as the pressure of the fuel injection. By increasing the difference in the maximum pressure (peak pressure) or the maximum amount (peak amount) of the fuel injection as described above, the fuel can be combusted well even under the condition that the load increases and the fuel is more difficult to combust in the EGR mode.
Fig. 9 is a graph showing a relationship between an engine load and an injection start timing difference. Here, as shown in fig. 9, it is preferable that engine control device 26 increases the difference between the injection start timing of fuel injection mode 202 in the EGR mode and the injection start timing of fuel injection mode 204 in the normal mode as the engine load increases. By increasing the difference in injection start timing as the engine load increases in this way, even under the condition that the load increases in the EGR mode and the fuel becomes more difficult to burn, the fuel can be burned well.
Symbol description
10. Diesel engine for ship
11. Engine main body
12. Supercharger
13 EGR system
14. Demister unit
26. Engine control device
41A EGR inlet valve
41B EGR outlet valve
42. Washing device
47 EGR blower
48. Air cooler (cooler)
60 EGR control device
62. Rotation speed detecting unit
64. Fuel input amount detecting unit
66. Oxygen concentration detection unit
111. Platen plate
112. Frame
113. Cylinder sleeve
114. Tension bolt (Tie bolt/connecting component)
115. Nut
116. Cylinder liner
117. Cylinder head
118. Space part
119. Piston
120. Combustion chamber
121. Exhaust valve
122. Exhaust pipe
123. Piston rod
124. Crankshaft
125. Bearing
126. Crank arm
127. Connecting rod
128. Guide plate
129. Crosshead

Claims (4)

1. A marine diesel engine, comprising:
an engine body that supplies fuel from a fuel injection valve to a combustion chamber and burns the fuel;
an EGR system that recirculates a part of exhaust gas discharged from the engine body to the engine body as combustion gas; and
An engine control device that controls the amount of fuel injected from the fuel injection valve during a combustion cycle, or the pressure and timing of injection,
the engine control means performs control in an EGR mode in the case of a setting for operation of the EGR system, performs control in a normal mode in the case of a setting for non-operation of the EGR system,
in the EGR mode, a peak amount or a peak pressure of fuel injection in a one-time combustion cycle is a value larger than that of fuel injection in the ordinary mode in the case where the load of the engine main body is the same, the peak amount or the peak pressure of fuel injection being a maximum value of the injection amount of fuel or the injection pressure of fuel,
in the EGR mode, the fuel injection period in one combustion cycle is shorter than that in the ordinary mode with the same load on the engine main body,
the engine control means increases the difference between the fuel injection period of the EGR mode and the fuel injection period of the normal mode as the load increases.
2. The marine diesel engine as set forth in claim 1, wherein,
in the EGR mode, the start timing of fuel injection in one combustion cycle is later than the start timing of the normal mode in the case where the load of the engine main body is the same.
3. The marine diesel engine as set forth in claim 1, wherein,
the EGR system has:
an exhaust gas recirculation path that recirculates a part of exhaust gas discharged from the engine body as combustion gas to the engine;
an EGR valve provided in the exhaust gas recirculation path; and
And a scrubber that injects a liquid into the combustion gas flowing through the exhaust gas recirculation path.
4. The marine diesel engine as set forth in claim 1, wherein,
the engine includes a supercharger including a turbine that rotates by exhaust gas discharged from the engine body, and a compressor that is coupled to the turbine and a rotating shaft and that rotates by rotation of the turbine to generate compressed gas, the supercharger supplying the compressed gas to the engine body,
the EGR system supplies a part of exhaust gas as combustion gas to the compressor.
CN202111294647.6A 2016-11-30 2017-11-24 Diesel engine for ship Active CN113864075B (en)

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PCT/JP2017/042263 WO2018101172A1 (en) 2016-11-30 2017-11-24 Diesel engine for ship
CN202111294647.6A CN113864075B (en) 2016-11-30 2017-11-24 Diesel engine for ship
CN201780070399.2A CN109983214B (en) 2016-11-30 2017-11-24 Diesel engine for ship

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