CN116950764A - Marine LNG/diesel oil micro-injection ignition dual-fuel engine - Google Patents

Marine LNG/diesel oil micro-injection ignition dual-fuel engine Download PDF

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Publication number
CN116950764A
CN116950764A CN202310934486.5A CN202310934486A CN116950764A CN 116950764 A CN116950764 A CN 116950764A CN 202310934486 A CN202310934486 A CN 202310934486A CN 116950764 A CN116950764 A CN 116950764A
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China
Prior art keywords
fuel
natural gas
air
diesel
common rail
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Pending
Application number
CN202310934486.5A
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Chinese (zh)
Inventor
辛强之
杨尚刚
王延瑞
刘毅
高先理
荆涛
张洪祥
闫丽
魏学涛
肖龙波
姜宁宁
肖欣
张超
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Zichai Power Co ltd
Zichai Machinery Co ltd
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Zichai Power Co ltd
Zichai Machinery Co ltd
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Application filed by Zichai Power Co ltd, Zichai Machinery Co ltd filed Critical Zichai Power Co ltd
Priority to CN202310934486.5A priority Critical patent/CN116950764A/en
Publication of CN116950764A publication Critical patent/CN116950764A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
    • F02B69/04—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel for gaseous and non-gaseous fuels
    • 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
    • F02D19/0613—Switch-over from one fuel to another
    • 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
    • F02D19/0647—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 the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • 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
    • 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
    • F02D19/08—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 simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • 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
    • F02D19/08—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 simultaneously using pluralities of fuels
    • F02D19/10—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 simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • F02D19/105—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 simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The application discloses a marine LNG/diesel micro-injection ignition dual-fuel engine, wherein a wide-range common rail fuel system comprises a diesel high-pressure common rail pipe and an electric control wide-range fuel injector connected with the diesel high-pressure common rail pipe; the multi-point injection natural gas inlet system comprises a natural gas common rail pipe and a natural gas injection valve connected with the natural gas common rail pipe; an air inlet bypass system is arranged on an air inlet pipe of the dual-fuel engine body; the electronic control unit ECU is in control connection with the wide-range common rail fuel system, the multi-point injection natural gas inlet system and the inlet bypass system. The marine LNG/diesel micro-injection ignition dual-fuel engine realizes a diesel mode and a gas mode, the multi-point injection natural gas inlet system supplies gas in the gas mode, and the wide-range common rail fuel system supplies oil in the diesel mode and the gas mode; the set of wide-range common rail fuel system realizes the exertion of rated power in a diesel mode and meets the requirement of small oil ignition in a fuel gas mode; the air-fuel ratio is dynamically controlled in the gas mode by an air-fuel bypass technology.

Description

Marine LNG/diesel oil micro-injection ignition dual-fuel engine
Technical Field
The application relates to the technical field of combustion engines, in particular to a marine LNG/diesel micro-injection ignition dual-fuel engine.
Background
The domestic LNG/diesel dual-fuel engine power ship is mainly improved, the dual-fuel engine is basically improved and developed on the basis of the existing diesel engine, a fuel gas inlet system and an ECU control system are added, and a fuel gas single control mode, namely a mechanical pump fuel supply control mode of 'gas inlet and outlet'.
At present, the dual-fuel engine almost completely adopts a low-pressure air supply and mixed combustion technology, namely LNG is gasified and depressurized and then mixed combusted with diesel oil in a certain proportion, and the natural gas substitution rate is generally 70 percent, so that the dual-fuel engine has the defects of low overall substitution rate, poor emission, narrow operation interval of a dual-fuel mode and the like.
Disclosure of Invention
The application aims to provide a marine LNG/diesel micro-injection ignition dual-fuel engine, which realizes a diesel mode and a gas mode, wherein a multi-point injection natural gas inlet system supplies gas in the gas mode, and a wide-range common rail fuel system supplies oil in the diesel mode and the gas mode; the set of wide-range common rail fuel system realizes the exertion of rated power in a diesel mode and meets the requirement of small oil ignition in a fuel gas mode; the air-fuel ratio is dynamically controlled in the gas mode by an air-fuel bypass technology.
In order to achieve the above purpose, the application provides a marine LNG/diesel micro-injection ignition dual-fuel engine, which comprises a dual-fuel engine body, an electronic control unit ECU, a wide-range common rail fuel system and a multi-point injection natural gas inlet system; the wide-range common rail fuel system comprises a diesel high-pressure common rail pipe and an electric control wide-range fuel injector connected with the diesel high-pressure common rail pipe, wherein the electric control wide-range fuel injector is used for injecting diesel to the dual-fuel engine body; the multi-point injection natural gas inlet system comprises a natural gas common rail pipe and a natural gas injection valve connected with the natural gas common rail pipe, wherein the natural gas injection valve is used for introducing natural gas into the dual-fuel engine body; an air inlet bypass system is arranged on an air inlet pipe of the dual-fuel engine body; and the electronic control unit ECU is in control connection with the wide-range common rail fuel system, the multi-point injection natural gas inlet system and the inlet bypass system.
In some embodiments, the air intake pipe comprises an air intake pipe branch circuit and an air intake pipe total circuit, wherein the air intake pipe branch circuit is arranged corresponding to the number of engine cylinders of the dual-fuel engine body, the air intake pipe total circuit is connected with all the air intake pipe branch circuits, an air filter, an air booster and an air cooler are sequentially arranged in the air intake direction, the air filter is used for controlling air cleanliness, the air booster is used for controlling air quantity, and the air cooler is used for controlling air temperature.
In some embodiments, the air intake bypass system comprises a bypass branch and an air intake bypass valve, wherein one end of the bypass branch and the air intake pipe main are connected to the front or rear of the air cooler in the air inlet direction, the other end of the bypass branch and the air intake pipe main are connected between the air supercharger and the air cooler, the electronic control unit ECU is in control connection with the air intake bypass valve, and the air intake bypass valve is used for controlling the air amount entering the air intake pipe branch.
In some embodiments, the system further comprises a natural gas inlet pipe, wherein the natural gas inlet pipe is connected with the natural gas common rail pipe, an interlocking shut-off valve, a gas valve unit and a natural gas fine filter are sequentially arranged on the natural gas inlet pipe in the natural gas inlet direction, the interlocking shut-off valve and the gas valve unit are connected with the electronic control unit ECU or the whole ship security system, and the natural gas fine filter is used for controlling the cleanliness of natural gas.
In some embodiments, the gas valve unit includes a pressure regulating valve for detecting air pressure of the bypass branch and controlling natural gas into engine pressure based on air pressure follow-up, an interlocking natural gas bleed valve for controlled shut-off of natural gas, and an interlocking shut-off valve for controlled discharge of natural gas.
In some embodiments, the dual-fuel engine further comprises an exhaust outlet pipe, wherein the exhaust outlet pipe is used for discharging exhaust of the dual-fuel engine body, an exhaust supercharger and an oxygen sensor are arranged on the exhaust outlet pipe, the oxygen sensor is used for detecting a real-time air-fuel ratio, the oxygen sensor is connected with the electronic control unit ECU, and the electronic control unit ECU controls the air inlet bypass valve according to the relation between the real-time air-fuel ratio and a preset air-fuel ratio.
In some embodiments, the engine further comprises a common rail high pressure oil pump mounted to the dual fuel engine block, the common rail high pressure oil pump driven by the dual fuel engine block and delivering diesel to the diesel high pressure common rail pipe.
In some embodiments, the diesel high pressure common rail pipe is provided with a safety valve connected between the common rail high pressure oil pump and the diesel high pressure common rail pipe, and a fuel pressure sensor for detecting the pressure of the diesel high pressure common rail pipe, the fuel pressure sensor being connected with the electronic control unit ECU.
In some embodiments, the natural gas common rail pipe is provided with a natural gas temperature pressure sensor connected with the electronic control unit ECU, the natural gas temperature pressure sensor being used for detecting the natural gas temperature and pressure.
In some embodiments, the dual fuel engine block is fitted with a sensor for detecting an operating condition, which is connected with the electronic control unit ECU.
Compared with the background art, the marine LNG/diesel micro-injection ignition dual-fuel engine provided by the application comprises a dual-fuel engine body, an Electronic Control Unit (ECU), a wide-range common rail fuel system and a multi-point injection natural gas inlet system; the wide-range common rail fuel system comprises a diesel high-pressure common rail pipe and an electric control wide-range fuel injector connected with the diesel high-pressure common rail pipe, wherein the electric control wide-range fuel injector is used for injecting diesel to the dual-fuel engine body; the multi-point injection natural gas inlet system comprises a natural gas common rail pipe and a natural gas injection valve connected with the natural gas common rail pipe, wherein the natural gas injection valve is used for introducing natural gas into the dual-fuel engine body; an air inlet bypass system is arranged on an air inlet pipe of the dual-fuel engine body; and the electronic control unit ECU is in control connection with the wide-range common rail fuel system, the multi-point injection natural gas inlet system and the inlet bypass system. According to the marine LNG/diesel micro-injection ignition dual-fuel engine, the electronic control unit ECU controls the wide-range common rail fuel system, the multi-point injection natural gas inlet system and the gas inlet bypass system, so that flexible switching between a diesel mode and a gas mode is realized, the multi-point injection natural gas inlet system supplies gas in the gas mode, and the wide-range common rail fuel system supplies oil in the diesel mode and the gas mode; the set of wide-range common rail fuel system realizes the exertion of rated power in a diesel mode and meets the requirement of small oil ignition in a fuel gas mode; the air-fuel ratio is dynamically controlled in the gas mode by an air-fuel bypass technology.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of a marine LNG/diesel micro-jet pilot dual-fuel engine provided by an embodiment of the present application;
fig. 2 is a schematic diagram of a natural gas system in a marine LNG/diesel micro-jet ignition dual-fuel engine according to an embodiment of the present application;
fig. 3 is a schematic diagram of an air system in a marine LNG/diesel micro-jet ignition dual-fuel engine according to an embodiment of the present application.
Wherein:
1-common rail high-pressure oil pump, 2-automatically controlled wide-range fuel injector, 3-relief valve, 4-diesel high-pressure common rail pipe, 5-fuel pressure sensor, 6-sensor, 7-air filter, 8-air cooler, 9-inlet bypass valve, 10-natural gas temperature pressure sensor, 11-natural gas common rail pipe, 12-natural gas injection valve, 13-natural gas fine filter, 14-gas valve unit, 15-dual fuel engine body, 16-electronic control unit ECU, 17-exhaust gas booster, 18-air intake pipe, 19-air booster, 20-natural gas intake pipe, 21-interlock shut-off valve, 22-pressure regulating valve, 23-interlock natural gas bleed valve, 24-interlock bleed valve, 25-exhaust gas outlet pipe, 26-oxygen sensor.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The present application will be further described in detail below with reference to the drawings and detailed description for the purpose of enabling those skilled in the art to better understand the aspects of the present application.
With the increasingly severe requirements on energy efficiency and environmental protection of ships, the proposal and implementation of 'carbon reaching peak and carbon neutralization' are green, energy-saving, environmental protection and emission reduction, which become important problems in the research of ship power. The dual-fuel engine is widely used as an energy-saving, environment-friendly, economical and practical ship power and is in great attention of domestic ship design, construction and operators. LNG has become the primary choice for replacing fuel because of its abundant reserves, safety and stability, low price, and environmental protection properties.
The domestic LNG/diesel dual-fuel engine power ship is mainly improved, the dual-fuel engine is basically improved and developed on the basis of the existing diesel engine, a fuel gas inlet system and an ECU control system are added, and a fuel gas single control mode, namely a mechanical pump fuel supply control mode of 'gas inlet and outlet'. The dual-fuel engine almost totally adopts low-pressure air supply and mixed combustion technology at present, namely LNG is gasified and decompressed and then mixed combusted with diesel oil in a certain proportion, and the natural gas substitution rate is generally 70%.
The foreign dual-fuel engine is mainly a high-power low-speed engine, adopts in-cylinder direct injection technology (high pressure and low pressure are more advantageous), multi-nozzle matching combustion technology, fuel oil and gas independent control technology, low emission control technology and the like, and adopts NO in a micro-injection mode x The emission meets the requirement of IMOTier III, and micro-guiding is realizedAnd (5) burning.
Under the current situation that the whole substitution rate of the domestic dual-fuel engine is low, the emission is poor, the price of the foreign high-end product is high, and the key technology is limited by people, the application provides the micro-injection ignition dual-fuel engine, diesel oil is supplied by adopting direct injection in a wide-range common rail fuel system cylinder, the gas is sequentially injected into branch pipes of each cylinder at multiple points in an electric control mode, the power of the fuel mode of the engine is normally exerted, the fuel substitution rate of the fuel mode of the fuel gas can reach more than 95 percent, and different modes can be automatically switched.
Referring to fig. 1, fig. 1 is a schematic diagram of a marine LNG/diesel micro-injection ignition dual-fuel engine according to an embodiment of the present application.
As shown in fig. 1, the marine LNG/diesel micro-injection ignition dual-fuel engine comprises a dual-fuel engine body 15, an electronic control unit ECU16, a wide-range common rail fuel system and a multi-point injection natural gas intake system, wherein the dual-fuel engine body 15 is provided with an air intake pipe 18, the air intake pipe 18 is used for introducing air into the dual-fuel engine body 15, an intake bypass system is arranged on the air intake pipe 18, and the electronic control unit ECU16 is in control connection with the wide-range common rail fuel system, the multi-point injection natural gas intake system and the intake bypass system.
The wide-range common rail fuel system comprises a diesel high-pressure common rail pipe 4 and an electric control wide-range fuel injector 2, wherein the electric control wide-range fuel injector 2 is connected with the diesel high-pressure common rail pipe 4, and the electric control wide-range fuel injector 2 is used for injecting diesel to a dual-fuel engine body 15. The electronic control unit ECU16 is in control connection with the diesel high-pressure common rail pipe 4 and the electronic control wide-range fuel injector 2, the electronic control unit ECU16 controls the pressure of the diesel high-pressure common rail pipe 4, and the electronic control unit ECU16 controls the fuel injection quantity of the electronic control wide-range fuel injector 2.
The multi-point injection natural gas intake system includes a natural gas common rail pipe 11 and a natural gas injection valve 12, the natural gas injection valve 12 is connected with the natural gas common rail pipe 11, and the natural gas injection valve 12 is used for introducing natural gas into a dual-fuel engine body 15. The ECU16 is connected to the natural gas common rail 11 and the natural gas injection valve 12 in a control manner, the ECU16 controls the pressure of the natural gas common rail 11, and the ECU16 controls the injection amount of the natural gas injection valve 12.
The marine LNG/diesel micro-injection ignition dual-fuel engine controls a wide-area common rail fuel system, a multi-point injection natural gas inlet system and an air inlet bypass system through the electronic control unit ECU16, so that flexible switching between a diesel mode and a fuel gas mode is realized, the multi-point injection natural gas inlet system supplies air in the fuel gas mode, the wide-area common rail fuel system supplies oil in the diesel mode and the fuel gas mode, and particularly, the wide-area common rail fuel system realizes micro-injection ignition in the fuel gas mode, so that the requirement of small oil ignition is met. A set of wide-range common rail fuel system realizes the exertion of rated power in a diesel mode and meets the requirement of small oil ignition in a fuel gas mode. The intake bypass system adopts an intake bypass technique to change the amount of air introduced into the dual fuel engine block 15 in the gas mode, thereby dynamically controlling the air-fuel ratio.
It should be noted that the fuel gas mode should be compared with the dual fuel mode and the micro-injection fuel gas mode in the prior art, and the dual fuel and the micro-injection fuel gas are not named for the mode because the fuel substitution rate can reach more than 95%.
The marine LNG/diesel micro-injection ignition dual-fuel engine improves a fuel system and has the core content of a wide-range fuel common rail system. The micro-injection ignition LNG/diesel dual-fuel engine is provided with a diesel mode and a gas mode, the diesel mode can exert rated power, the fuel substitution rate of the gas mode can be more than 95%, and the automatic switching can be realized in different operation modes. The engine is mainly applied to a ship main engine and auxiliary engines.
Compared with the prior art, the existing LNG/diesel dual-fuel engine can realize the operation of a diesel mode and a micro-injection fuel mode, but has the following defects: the fuel oil supply system has a complex structure, the dual-fuel engine adopts a double-set fuel oil system, a set of main fuel oil spraying system and a set of micro-fuel oil spraying system, the two sets of fuel oil systems in a diesel mode work simultaneously, and the micro-fuel oil spraying mode only works with the micro-fuel oil spraying system; the main injection fuel is a mechanical fuel supply system, the fuel injection time of the diesel mode is fixed, and the economy and the discharge performance are poor; the engine cylinder cover with the complex structural design and small cylinder diameter is limited by the structural space of the cylinder cover, and the double-nozzle structural design cannot be performed; the engine is difficult to comprehensively control, and the complex failure rate of the system is high. The diesel mode is operated by controlling the double sets of fuel injectors to operate simultaneously, and when the micro-jet fuel mode is operated, the main jet fuel injector does not operate, the micro-jet fuel injector operates, and the mode switching process is controlled to be complex; the nozzle of the main fuel injector is easy to sinter and has poor reliability; when the engine is in a gas mode, the heat load is high, the main fuel injector does not work, the fuel injector lacks of self cooling of diesel injection under the condition of no work, the nozzle is easy to accumulate carbon and sinter under the heat load of the combustion chamber, and the durability of the main fuel injector is poor; the double-set fuel system has high cost and is not beneficial to industrialized popularization and application.
The technical scheme of the wide-range fuel common rail system of the marine LNG/diesel micro-injection ignition dual-fuel engine mainly comprises an electric control wide-range fuel injector 2, a diesel high-pressure common rail pipe 4, a natural gas common rail pipe 11, a natural gas injection valve 12, a dual-fuel engine body 15 and an electronic control unit ECU16. The electronic control wide-range fuel injector 2 is arranged on an engine cylinder cover of the dual-fuel engine body 15, and can meet the fuel injection of the rated working condition of the diesel mode of the engine and the small-oil injection requirement of a fuel gas mode (compared with a micro-injection fuel system in the prior art). The diesel high-pressure common rail pipe 4 is arranged on the dual-fuel engine body 15, plays a role in energy storage and pressure stabilization of diesel, and ensures that the pressure of the diesel is stable in the fuel injection process. The natural gas common rail pipe 11 is arranged on an LNG engine part of the dual-fuel engine body 15, is designed in a double-wall mode and is designed in a natural gas pressure stabilizing mode, and is used as a natural gas energy storage pressure stabilizing device to ensure that the pressure and flow of natural gas entering the engine are stable. The natural gas injection valve 12 is disposed corresponding to each engine block of the dual fuel engine block 15, i.e., one intake manifold and natural gas injection valve 12 are disposed per engine cylinder, for controlling the timing of natural gas intake and the amount of intake air and feeding natural gas to the combustion chambers of the engine blocks. The dual fuel engine block 15 includes an engine cylinder, a transmission structure, and the like. The ECU16 controls the precise injection of diesel and natural gas according to the engine operation state information, and realizes the start, stop, operation, mode switching, etc. of the diesel mode and the gas mode of the engine.
The fuel system of the marine LNG/diesel micro-injection ignition dual-fuel engine adopts a wide-range common rail system, and is flexibly switched between a diesel mode and a gas mode, and one set of fuel system not only meets the exertion of the rated power of the diesel mode of the dual-fuel engine, but also meets the requirement of small oil ignition under the fuel substitution rate of more than 95% of the gas mode. The fuel system adopts a wide-range common rail system design, the main fuel injector adopts an electric control common rail system to realize flexible and variable fuel supply time of a diesel mode and a fuel gas mode, and the full-working-condition combustion optimization can be carried out according to different running modes and different load points of the engine. The one set of wide-range fuel system realizes the functions of the two sets of fuel systems, simplifies the arrangement of the engine, reduces the control difficulty of the engine, and greatly reduces the cost of the engine. The wide-range oil sprayer is designed, the oil sprayer is convenient to install, and the design and manufacturing difficulty of the cylinder cover are reduced. The wide-range oil injection system is designed, the engine is in a diesel mode and a fuel mode, the nozzles continuously work, the problem of cooling of the nozzle of the main oil injector is solved when the double-nozzle micro-injection mode works, and the reliability and the durability of the oil injector are improved.
In a specific embodiment, the air intake pipe 18 includes air intake pipe branches (branch pipes) provided corresponding to the number of engine blocks of the dual-fuel engine body 15 and an air intake pipe total path (main pipe) connected to all the air intake pipe branches, that is, intake manifolds of the respective cylinders of the dual-fuel engine body 15. Besides, the number of the electric control wide-range fuel injectors 2 and the natural gas injection valves 12 are also arranged corresponding to the number of engine cylinders of the dual-fuel engine body 15, the electric control wide-range fuel injectors 2 are direct injection in a diesel electric control cylinder, the natural gas injection valves 12 are natural gas electric control multi-point injection, and the electric control wide-range fuel injectors 2 and the natural gas injection valves 12 are of double electric control design; the natural gas injection valve 12 supplies natural gas to the intake manifold of each cylinder of the dual-fuel engine block 15.
In some embodiments, the air intake manifold is provided with an air filter 7, an air supercharger 19 and an air cooler 8 in this order in the air intake direction. Wherein an air filter 7 is mounted on the air supercharger to ensure cleanliness of air entering the combustion chamber of the engine. An air booster 19 is mounted on the LNG engine portion of the dual fuel engine block 15 to control the amount of intake engine air. The air cooler 8 controls the temperature of the air entering the engine combustion chamber by air inter-cooling.
In some embodiments, the intake bypass system comprises a bypass branch and an intake bypass valve 9, wherein one end of the bypass branch and the air inlet pipe main are connected before the air inlet pipe main are connected to the air cooler 8 in the air inlet direction, the other end of the bypass branch and the air inlet pipe main are connected between the air booster 19 and the air cooler 8, the electronic control unit ECU is in control connection with the intake bypass valve 9, and the intake bypass valve 9 is used for controlling the air quantity entering the air inlet pipe branch.
In this embodiment, the air intake bypass valve 9 controls the air amount entering the combustion chamber in the diesel mode and the gas mode, so as to realize accurate control of the air-fuel ratio of the engine in different modes, thereby giving consideration to the different air-fuel ratio requirements of the diesel mode and the gas mode.
Besides the mode of realizing air-fuel ratio control by the charge air inlet bypass, the mode of engine waste gas bypass can be adopted, the control of the air-fuel ratio of the diesel mode and the fuel gas mode can be realized, and the waste gas bypass needs to adopt a high temperature resistant valve. In addition, the bypass branch of the intake bypass valve 9 can be connected to the air cooler 8, so that the high temperature resistance requirement of the bypass valve can be reduced compared with the waste gas bypass design.
With continued reference to fig. 1, in some embodiments, the marine LNG/diesel micro-injection pilot dual fuel engine further includes a common rail high pressure oil pump 1, the common rail high pressure oil pump 1 being mounted to the dual fuel engine block 15. The common rail high pressure oil pump 1 is driven by an engine gear or an engine cam of the dual-fuel engine body 15, and sends diesel oil to the diesel oil high pressure common rail pipe 4, so that the common rail high pressure oil pump is a high pressure fuel source of a wide-range fuel system.
The diesel high-pressure common rail pipe 4 is provided with a safety valve 3 and a fuel pressure sensor 5, the safety valve 3 is connected between the common rail high-pressure oil pump 1 and the diesel high-pressure common rail pipe 4, and the fuel pressure sensor 5 is connected with an electronic control unit ECU16. The safety valve 3 is automatically opened when the diesel oil pressure exceeds a set value, so that the actual running rail pressure (the pressure of the diesel oil high-pressure common rail pipe 4) is ensured to run within a designed safety threshold range. The fuel pressure sensor 5 is used for detecting the pressure of the diesel high-pressure common rail pipe 4 and collecting rail pressure when the engine runs.
The dual fuel engine block 15 is mounted with a sensor 6, and the sensor 6 is connected to an electronic control unit ECU16. The sensor 6 is various sensors of the engine and is used for detecting the running state and comprises sensors of rotating speed, pressure, temperature and the like required by the running of the engine.
The natural gas common rail pipe 11 is provided with a natural gas temperature pressure sensor 10, and the natural gas temperature pressure sensor 10 is connected to an electronic control unit ECU16. The natural gas temperature and pressure sensor 10 is installed on the natural gas common rail pipe 11, and monitors the stability and pressure of the engine by collecting the temperature and pressure of the natural gas entering the engine.
In the present embodiment, the electronic control unit ECU16 controls the precise injection of diesel and natural gas by collecting engine operation state information through the sensor 6 arranged in the dual-fuel engine body 15, and realizes the start, stop, operation, mode switching, and the like of the diesel mode and the gas mode of the engine.
In the technical scheme of the wide-range fuel common rail system of the marine LNG/diesel micro-injection ignition dual-fuel engine, a natural gas system (a multi-point injection natural gas inlet system) and an air system (an inlet bypass system) are covered, wherein the natural gas system relates to a natural gas inlet pressure control scheme of the marine LNG power engine, and the air system relates to an air inlet quantity control scheme of the marine LNG/diesel micro-injection ignition dual-fuel engine.
Referring to fig. 2 for a natural gas system, fig. 2 is a schematic diagram of a natural gas system in a marine LNG/diesel micro-jet ignition dual-fuel engine according to an embodiment of the present application.
In order to optimize the combustion of the LNG engine of the ship with the engine less than 30%, the application provides a natural gas inlet pressure control scheme of the LNG power engine for the ship, the requirement of accurately controlling different natural gas pressures from low load to high load of the engine is met, the natural gas is fed in a 'constant pressure difference follow-up' manner, and the purpose of optimizing the safe and stable operation of the LNG power engine under low load is achieved.
The natural gas of the existing LNG power engine adopts a constant pressure inlet machine, and the main defects are as follows: the low working condition to the high working condition of the engine adopt fixed natural gas injection pressure, and the injection pressure is fixed and cannot be adjusted. In order to meet the requirement of high-load natural gas inflow, the natural gas inflow pressure is generally higher, however, when the engine runs under low load, the natural gas amount needed by each cylinder per cycle is less, and because the natural gas pressure is high, the opening time of an injection valve is too short, so that the injection amount of fuel gas of each cylinder is inconsistent, the variation of the fuel gas injection cycle is large, the engine is easy to knock and knock, and the safe and stable running of the engine is influenced.
As shown in fig. 2, the related components include the above-mentioned air cooler 8, natural gas temperature pressure sensor 10, natural gas common rail pipe 11, natural gas injection valve 12, dual-fuel engine body 15, electronic control unit ECU16, and air booster 19, and further include natural gas fine filter 13, gas valve unit 14, natural gas intake pipe 20, and interlock shut-off valve 21, natural gas intake pipe 20 is connected with natural gas common rail pipe 11, and natural gas intake pipe 20 is provided with interlock shut-off valve 21, gas valve unit 14, and natural gas fine filter 13 in order in the natural gas intake direction, interlock shut-off valve 21, and gas valve unit 14 are connected with electronic control unit ECU16 or the whole ship security system. Wherein, the natural gas fine filter 13 is arranged at the inlet end of the natural gas common rail pipe 11, and the natural gas cleanliness is controlled by filtering impurities in the natural gas, so that the reliability of the natural gas injection valve is ensured. The gas valve unit 14 is a GVU unit, ensuring that the natural gas and (charge) air remain at constant pressure differential for intake.
Taking the example that the interlock shut-off valve 21 and the gas valve unit 14 are connected with the electronic control unit ECU16, the gas valve unit 14 includes a pressure regulating valve 22, an interlock natural gas purge valve 23, and an interlock purge valve 24. Wherein the pressure regulating valve 22 is used for detecting the air pressure of the bypass branch and controlling the natural gas to enter the engine pressure according to the air pressure in a follow-up way, the interlocking relief valve 24 and the interlocking shut-off valve 21 are used for being controlled by the electronic control unit ECU16 and shutting off the natural gas, and the interlocking natural gas relief valve 23 is used for being controlled by the electronic control unit ECU16 and discharging the natural gas.
In this embodiment, the interlock shut-off valve 21 is normally open and closed upon failure. The interlocked natural gas bleed valve 23 is normally closed and opened in the event of a fault. The interlock bleed valve 24 is normally open and closed upon failure. An interlocking shut-off valve 21 is installed on the natural gas inlet pipe 20, and is mainly used for an engine and shutting off natural gas supply, and when an abnormality is detected by the whole ship security control system, the LNG tank is shut off to the engine natural gas supply. The pressure regulating valve 22 is installed in the gas valve unit 14 as a natural gas pressure difference control regulator, and mainly collects the pressure of the pressurized air and servo-controls the pressure of the natural gas fed into the engine according to the pressure. An interlocking natural gas diffusing valve 23 is arranged in the gas valve unit 14, and is used for diffusing natural gas in a pipeline between the interlocking shut-off valve 21 and the interlocking diffusing valve 24 when a system fails, so that safety in an abnormal alarm cabin is ensured.
It should be noted that, the interlocking natural gas diffusing valve 23 and the interlocking diffusing valve 24 in this embodiment are controlled by the ECU16 to realize the deflation protection of the natural gas, or the ECU16 may grant the whole ship security system and control the interlocking natural gas diffusing valve 23 and the interlocking diffusing valve 24 by the whole ship security system, and the interlocking shut-off valve 21 and the gas valve unit 14 are connected with the whole ship security system.
The natural gas inlet pressure is changed according to the engine boost pressure by the pressure regulating valve 22, and the natural gas inlet engine pressure is controlled by adopting a constant pressure difference follow-up air inlet mode, so that the requirement of high working condition and high natural gas inlet pressure of the engine is met, and the requirement of low natural gas pressure of the engine is realized when the engine runs under low load by controlling the pressure difference of the natural gas and the boost air. Under the condition that the natural gas demand of the engine under the low-load working condition is certain, the injection pulse width is prolonged, the consistency of the natural gas injection quantity is improved, the response speed requirement of a gas injection valve is reduced, the knocking and knocking caused by uneven gas injection and large cycle variation of the engine are greatly reduced, and the running safety and stability of the medium-low-load engine are greatly improved.
Referring to fig. 3 for an air system, fig. 3 is a schematic diagram of an air system in a marine LNG/diesel micro-jet ignition dual-fuel engine according to an embodiment of the present application.
In view of the different air-fuel ratio requirements of the diesel mode and the gas mode of the dual-fuel engine, the existing waste gas bypass technology needs to be provided with a high-temperature valve to realize the air-fuel ratio adjustment of different modes, but the waste gas bypass valve needs to resist the high temperature of 500-600 ℃, the manufacturing cost is high, and the product depends on import for a long time, so that the industrial popularization and application are not facilitated. The application adopts the method for controlling the air inflow of the pressurized air to realize the requirement of accurately controlling the optimal air amount in different running modes of the diesel mode and the gas mode of the dual-fuel engine.
The existing LNG/diesel dual-fuel engine is provided with a waste gate valve which can meet the air-fuel ratio control requirements of a diesel mode and a fuel gas mode, and the main defects are as follows: the wastegate valve needs to withstand high temperatures and has high manufacturing costs. The waste gas bypass valve needs to be arranged on an engine exhaust pipe, the exhaust temperature is up to 500-600 ℃, the bypass valve needs to be made of high-temperature resistant materials, and the manufacturing cost is high. The wastegate valve driver is an electrical component, and has greatly reduced reliability and durability in a high-temperature environment, and high use cost.
As shown in fig. 3, the components involved include an air filter 7, an air cooler 8, an intake bypass valve 9, a dual-fuel engine body 15, an electronic control unit ECU16, an exhaust supercharger 17, an exhaust gas outlet pipe 25 and an oxygen sensor 26, the exhaust gas outlet pipe 25 having a similar branch and general path as the air intake pipe 18, the exhaust gas outlet pipe 25 for discharging exhaust gas of the dual-fuel engine body 15, the exhaust gas outlet pipe 25 being provided with the exhaust supercharger 17 and the oxygen sensor 26, the oxygen sensor 26 being connected with the electronic control unit ECU16. Wherein an oxygen sensor 26 is installed on the main road of the exhaust gas outlet pipe 25 for monitoring the engine operation real-time air-fuel ratio. The ECU16 collects the exhaust gas air-fuel ratio by the oxygen sensor 26, controls the intake bypass valve 9 according to the relationship between the real-time air-fuel ratio and the preset air-fuel ratio, and controls the butterfly valve opening by changing the intake butterfly valve of the intake bypass valve 9, thereby controlling the optimum air-fuel ratio operation state of the engine in real time. The air inlet bypass valve 9 has an electronic adjusting function, the opening of the real-time adjusting valve realizes the real-time adjusting function of the air inflow of the engine under different working conditions of different engines, and the bypass air returns to the inlet of the air booster 19.
The air-fuel ratio closed-loop control of the engine under all conditions is realized by combining the oxygen sensor 26, the electronic control unit ECU16 and the (electronic) intake bypass valve 9. The supercharged air bypass design realizes the real-time adjustment of the requirements of different air volumes in a diesel mode and a dual-fuel operation mode of the dual-fuel engine, and provides a dynamic real-time closed-loop adjustment function of the optimal air volume in the different operation modes of the dual-fuel engine. The air inlet bypass valve is communicated with the air after supercharging and intercooling, so that the high-temperature requirement on the high-temperature resistant material of the bypass valve is avoided, the manufacturing cost of the bypass valve is greatly reduced, and the reliability and the durability of the bypass valve are improved.
It should be noted that many components mentioned in the present application are common standard components or components known to those skilled in the art, and the structures and principles thereof are known to those skilled in the art through technical manuals or through routine experimental methods.
It should be noted that in this specification relational terms such as first and second are used solely to distinguish one entity from another entity without necessarily requiring or implying any actual such relationship or order between such entities.
The marine LNG/diesel micro-injection ignition dual-fuel engine provided by the application is described in detail above. The principles and embodiments of the present application have been described herein with reference to specific examples, the description of which is intended only to facilitate an understanding of the method of the present application and its core ideas. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the application can be made without departing from the principles of the application and these modifications and adaptations are intended to be within the scope of the application as defined in the following claims.

Claims (10)

1. The marine LNG/diesel micro-injection ignition dual-fuel engine is characterized by comprising a dual-fuel engine body, an electronic control unit ECU, a wide-range common rail fuel system and a multi-point injection natural gas inlet system; the wide-range common rail fuel system comprises a diesel high-pressure common rail pipe and an electric control wide-range fuel injector connected with the diesel high-pressure common rail pipe, wherein the electric control wide-range fuel injector is used for injecting diesel to the dual-fuel engine body; the multi-point injection natural gas inlet system comprises a natural gas common rail pipe and a natural gas injection valve connected with the natural gas common rail pipe, wherein the natural gas injection valve is used for introducing natural gas into the dual-fuel engine body; an air inlet bypass system is arranged on an air inlet pipe of the dual-fuel engine body; and the electronic control unit ECU is in control connection with the wide-range common rail fuel system, the multi-point injection natural gas inlet system and the inlet bypass system.
2. The marine LNG/diesel micro-jet ignition dual-fuel engine according to claim 1, wherein the air intake pipe includes an air intake pipe branch line provided corresponding to the number of engine blocks of the dual-fuel engine body and an air intake pipe total line connected to all the air intake pipe branch lines, the air intake pipe total line being provided with an air filter, an air supercharger and an air cooler in order in an air intake direction, the air filter being used for controlling air cleanliness, the air supercharger being used for controlling air quantity, the air cooler being used for controlling air temperature.
3. The marine LNG/diesel micro-injection pilot dual fuel engine of claim 2, wherein the intake bypass system comprises a bypass branch and an intake bypass valve, one end of the bypass branch and the air intake pipe main are connected before or after the air cooler in an air intake direction, the other end of the bypass branch and the air intake pipe main are connected between the air supercharger and the air cooler, the electronic control unit ECU is in control connection with the intake bypass valve, and the intake bypass valve is used for controlling an amount of air entering the air intake pipe branch.
4. The marine LNG/diesel micro-jet ignition dual-fuel engine according to claim 3, further comprising a natural gas inlet pipe connected with the natural gas common rail pipe, wherein the natural gas inlet pipe is sequentially provided with an interlocking shut-off valve, a gas valve unit and a natural gas fine filter in a natural gas inlet direction, the interlocking shut-off valve and the gas valve unit are connected with the electronic control unit ECU or the whole ship security system, and the natural gas fine filter is used for controlling the cleanliness of natural gas.
5. The marine LNG/diesel micro-injection pilot dual fuel engine of claim 4, wherein the gas valve unit comprises a pressure regulating valve for detecting the air pressure of the bypass branch and controlling the natural gas into the engine pressure based on the air pressure follow-up, an interlocking natural gas bleed valve for controlled shut-off of natural gas, and an interlocking shut-off valve for controlled discharge of natural gas.
6. The marine LNG/diesel micro-jet ignition dual-fuel engine according to claim 3, further comprising an exhaust gas outlet pipe for discharging exhaust gas of the dual-fuel engine body, an exhaust gas supercharger and an oxygen sensor being provided on the exhaust gas outlet pipe, the oxygen sensor being for detecting a real-time air-fuel ratio, the oxygen sensor being connected with the electronic control unit ECU, the electronic control unit ECU controlling the intake bypass valve according to a relationship between the real-time air-fuel ratio and a preset air-fuel ratio.
7. The marine LNG/diesel micro-injection pilot dual fuel engine of any one of claims 1 to 6, further comprising a common rail high pressure oil pump mounted to the dual fuel engine block, the common rail high pressure oil pump being driven by the dual fuel engine block and delivering diesel to the diesel high pressure common rail.
8. The marine LNG/diesel micro-injection pilot dual fuel engine of claim 7, wherein the diesel high pressure common rail pipe is provided with a safety valve connected between the common rail high pressure oil pump and the diesel high pressure common rail pipe, and a fuel pressure sensor for detecting the pressure of the diesel high pressure common rail pipe, the fuel pressure sensor being connected with the electronic control unit ECU.
9. Marine LNG/diesel micro-injection ignition dual fuel engine according to any of claims 1 to 6, characterized in that the natural gas common rail is provided with a natural gas temperature pressure sensor connected with the electronic control unit ECU for detecting natural gas temperature and pressure.
10. Marine LNG/diesel micro-injection ignition dual-fuel engine according to any of claims 1 to 6, characterized in that the dual-fuel engine block is mounted with a sensor for detecting an operating state, which sensor is connected with the electronic control unit ECU.
CN202310934486.5A 2023-07-27 2023-07-27 Marine LNG/diesel oil micro-injection ignition dual-fuel engine Pending CN116950764A (en)

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CN202310934486.5A CN116950764A (en) 2023-07-27 2023-07-27 Marine LNG/diesel oil micro-injection ignition dual-fuel engine

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