CN117552907A - Dual fuel injection system, injection method and engine - Google Patents
Dual fuel injection system, injection method and engine Download PDFInfo
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- CN117552907A CN117552907A CN202311651800.5A CN202311651800A CN117552907A CN 117552907 A CN117552907 A CN 117552907A CN 202311651800 A CN202311651800 A CN 202311651800A CN 117552907 A CN117552907 A CN 117552907A
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- clean fuel
- viscosity
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- 239000000446 fuel Substances 0.000 title claims abstract description 366
- 238000002347 injection Methods 0.000 title claims abstract description 142
- 239000007924 injection Substances 0.000 title claims abstract description 142
- 230000009977 dual effect Effects 0.000 title claims abstract description 49
- 238000000034 method Methods 0.000 title claims abstract description 13
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 claims abstract description 37
- 238000009825 accumulation Methods 0.000 claims abstract description 17
- 238000010926 purge Methods 0.000 claims description 25
- 239000010410 layer Substances 0.000 claims description 10
- 239000011229 interlayer Substances 0.000 claims description 6
- 238000004891 communication Methods 0.000 claims description 5
- 239000011261 inert gas Substances 0.000 claims description 5
- 238000003860 storage Methods 0.000 claims description 4
- 238000010276 construction Methods 0.000 claims description 2
- 239000003921 oil Substances 0.000 description 63
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 description 12
- 230000002159 abnormal effect Effects 0.000 description 10
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 8
- 238000013461 design Methods 0.000 description 7
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 6
- 239000002283 diesel fuel Substances 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 229910052757 nitrogen Inorganic materials 0.000 description 4
- 238000007789 sealing Methods 0.000 description 4
- 229910021529 ammonia Inorganic materials 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000009826 distribution Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 238000000889 atomisation Methods 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000005399 mechanical ventilation Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 230000002269 spontaneous effect Effects 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
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- 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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
- F02M43/04—Injectors peculiar thereto
-
- 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
- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—Common rails
-
- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
-
- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/023—Means for varying pressure in common rails
-
- 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
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
- F02M65/007—Cleaning
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The invention provides a dual fuel injection system, an injection method and an engine. Wherein the injection system comprises a low viscosity clean fuel injection subsystem comprising: the device comprises an independent low-viscosity clean fuel high-pressure pump pry block, a high-pressure low-viscosity clean fuel pressure accumulation module and a low-viscosity clean fuel high-pressure injector; the high-pressure low-viscosity clean fuel pressure accumulation module comprises a low-viscosity clean fuel common rail pipe and a low-viscosity clean fuel flow limiting valve; the low-viscosity clean fuel is pressurized by the low-viscosity clean fuel high-pressure pump prying block, accumulated in a low-viscosity clean fuel common rail pipe of the high-pressure low-viscosity clean fuel accumulating module, and then flows to the low-viscosity clean fuel high-pressure injector through the low-viscosity clean fuel flow limiting valve to be injected; the high cetane number fuel injection subsystem includes a unit pump and a high cetane number fuel injector.
Description
Technical Field
The invention relates to a dual fuel injection system, an injection method and an engine.
Background
Low-viscosity clean fuels such as methanol, ammonia, and the like are widely favored for their great carbon reduction potential. Compared with diesel oil, methanol and ammonia fuels have higher spontaneous combustion temperature, and compression ignition combustion of single fuels is difficult to realize, so that in the prior art, some existing schemes adopt an injection mode of low-viscosity clean fuels (such as methanol and ammonia) low-pressure manifold injection and a scheme of combining high-cetane number fuels (such as diesel oil) in-cylinder high-pressure direct injection. However, the low-viscosity clean fuel in this way has poor atomization effect and low fuel substitution rate.
On the other hand, some schemes adopt a technical route of direct injection in a low-viscosity clean fuel cylinder, but aiming at novel clean fuel properties such as high octane number, low heat value, low viscosity, low density, corrosiveness and other dangerous properties, the direct injection technology in a high-pressure cylinder has various difficulties such as difficult pressure establishment, poor sliding property, poor sealing property, and design of a ignition system of the direct injection technology. The existing high-pressure dual-fuel injection system is integrated and improved on the basis of the traditional fuel high-pressure injection system, and the existing high-pressure dual-fuel injection system is large and complex in structure; the low-viscosity clean fuel is difficult to build pressure and has low pressure; the low-viscosity clean fuel injection control has low flexibility and precision; safety targeted designs such as low-viscosity clean fuel sealing, leakage and the like are insufficient; the method is used for solving the problems that the traditional fuel injection cannot meet the requirements of all-condition ignition and the flexible switching and accurate control of all-load single fuel operation.
Disclosure of Invention
It is an object of the present invention to provide a dual fuel injection system.
It is another object of the present invention to provide a dual fuel injection method.
It is a further object of the present invention to provide an engine.
A dual fuel injection system according to an aspect of the present application includes a low viscosity clean fuel injection subsystem comprising: the device comprises an independent low-viscosity clean fuel high-pressure pump pry block, a high-pressure low-viscosity clean fuel pressure accumulation module and a low-viscosity clean fuel high-pressure injector; the high-pressure low-viscosity clean fuel pressure accumulation module comprises a low-viscosity clean fuel common rail pipe and a low-viscosity clean fuel flow limiting valve; the low-viscosity clean fuel is pressurized by the low-viscosity clean fuel high-pressure pump prying block, accumulated in a low-viscosity clean fuel common rail pipe of the high-pressure low-viscosity clean fuel accumulating module, and then flows to the low-viscosity clean fuel high-pressure injector through the low-viscosity clean fuel flow limiting valve to be injected; a high cetane fuel injection subsystem comprising a unit pump, and a high cetane fuel injector, wherein a flow path of the high cetane fuel in the high cetane fuel injection subsystem is configured to: the high cetane fuel is pressurized by the unit pump and then flows to the high cetane fuel injector for injection.
According to the technical scheme, the low-viscosity clean fuel injection subsystem adopts the independent high-pressure pump prying block and the high-pressure common rail pressure accumulation scheme, so that safer and more stable medium pressure environment is realized, pressure conditions are created for high-precision low-viscosity clean fuel injection control, and the high-cetane-number fuel adopts the injection of the traditional single pump.
In one or more embodiments of the dual fuel injection system, the high pressure low viscosity clean fuel accumulator module further comprises: and the low-viscosity clean fuel pressure limiting valve is arranged on the low-viscosity clean fuel common rail pipe.
In one or more embodiments of the dual fuel injection system, the high pressure low viscosity clean fuel accumulator module further comprises: the low-viscosity clean fuel pressure sensor is arranged on the low-viscosity clean fuel common rail pipe, and the low-viscosity clean fuel active pressure relief valve is arranged on the low-viscosity clean fuel common rail pipe.
In one or more embodiments of the dual fuel injection system, the high pressure low viscosity clean fuel accumulator module further comprises: the inert gas purging flow passage is arranged on the low-viscosity clean fuel common rail pipe and is provided with a low-viscosity clean fuel purging port.
In one or more embodiments of the dual fuel injection system, the low viscosity clean fuel high pressure injector and the high cetane number fuel injector are integrated into a unitary injector, the unitary injector comprising a low viscosity clean fuel orifice and a high cetane number fuel orifice, the unitary injector being of a leak-free construction.
In one or more embodiments of the dual fuel injection system, a hydraulic communication block is arranged between the independent high-pressure clean fuel high-pressure pump pry block and the low-viscosity clean fuel common rail pipe, and the hydraulic communication block is connected with the clean fuel common rail pipe through a hose; the pipelines through which the low-viscosity clean fuel passes are double-layer pipelines; the interlayer of the double-layer pipeline is communicated with a mechanical air draft system.
In one or more embodiments of the dual fuel injection system described, further comprising a control oil subsystem comprising a high pressure control oil pump unit, a high pressure control oil accumulator module comprising a control oil common rail, a control oil restrictor valve, the flow path of the control oil being arranged to: and after being pressurized by the high-pressure control oil pump unit, the control oil is stored in a control oil common rail pipe of the high-pressure control oil pressure storage module, and then flows to a pilot control valve of the low-viscosity clean fuel high-pressure injector through a control oil flow limiting valve.
In one or more embodiments of the dual fuel injection system described, there is a first mode or a second mode: in the first mode, the high-pressure control oil pump unit builds pressure in advance, the control oil is pressurized by the high-pressure control oil pump unit and then flows to a control oil common rail of the high-pressure control oil pressure accumulation module for accumulation, and then flows to a pilot control valve of the low-viscosity clean fuel high-pressure injector through a control oil flow limiting valve; when the pressure of the high-pressure control oil reaches a set value, the low-viscosity clean fuel is pressurized by a low-viscosity clean fuel high-pressure pump prying block, then is accumulated by a low-viscosity clean fuel common rail pipe of a high-pressure low-viscosity clean fuel accumulating module, and then flows to the low-viscosity clean fuel high-pressure injector for injection through a low-viscosity clean fuel flow limiting valve; when the control oil pressure and the low-viscosity clean fuel pressure reach set values, preparing for injecting the low-viscosity clean fuel; then the pressure of the high-cetane-number fuel is built through the single pump, when the high-cetane-number fuel reaches a set value, the high-cetane-number fuel is prepared for injection, and pilot injection is provided for the injection of the low-viscosity clean fuel; in the second mode, the control oil pressure and the low-viscosity clean fuel pressure both reach set values, but the pressure of the high-cetane number fuel is built up only by the unit pump, and injection is provided only for injection of the high-cetane number fuel.
According to a dual fuel injection method of the second aspect of the present application, the dual fuel injection system as described in the first aspect is used to inject low viscosity clean fuel as well as high cetane number fuel, or only high cetane number fuel.
A dual fuel engine according to a third aspect of the present application comprises a dual fuel injection system as described in the first aspect, by which in-cylinder direct injection of a low viscosity clean fuel and a high cetane number fuel, or in-cylinder direct injection of only a high cetane number fuel, is performed.
Drawings
The above and other features, properties and advantages of the present invention will become more apparent from the following description of the accompanying drawings and embodiments in which like reference numerals refer to like features throughout, it being noted that these drawings are given by way of example only, which are not drawn to scale and should not be construed to limit the true scope of the invention, wherein:
FIG. 1 is a schematic diagram of a dual fuel injection system according to one embodiment.
FIG. 2 is a flow chart illustrating a first mode and a second mode of a dual fuel injection system according to an embodiment.
Detailed Description
Reference will now be made in detail to the various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with the exemplary embodiments, it will be appreciated that the present description is not intended to limit the invention to those exemplary embodiments. On the contrary, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.
In the following description, references to orientations or positional relationships of "inner", "outer", "upper", "lower", "top", "bottom", or other orientation terminology are based on the orientation or positional relationships shown in the drawings, and are merely for convenience in describing the invention and to simplify the description, rather than to indicate or imply that the device or component referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore should not be construed as limiting the invention.
Meanwhile, the present application uses specific words to describe embodiments of the present application. As "some embodiments" means a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application. Thus, it should be emphasized and should be appreciated that two or more references to "some embodiments" in this specification at different positions are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of some embodiments of the present application may be combined as suitable.
The dual-fuel engine adopts the scheme of direct injection in the low-viscosity clean fuel cylinder, so that the atomization effect and the fuel substitution rate of the low-viscosity clean fuel can be improved. However, it faces many difficulties in pressure build-up, poor sliding, poor sealing, and ignition system design. The existing high-pressure dual-fuel injection system is integrated and improved on the basis of the traditional fuel high-pressure injection system, and the existing high-pressure dual-fuel injection system is large and complex in structure; the low-viscosity clean fuel is difficult to build pressure and has low pressure; the low-viscosity clean fuel injection control has low flexibility and precision; safety targeted designs such as low-viscosity clean fuel sealing, leakage and the like are insufficient; the method is used for solving the problems that the traditional fuel injection cannot meet the requirements of all-condition ignition and the flexible switching and accurate control of all-load single fuel operation.
Based on the above consideration, the inventor has designed a dual fuel injection system through intensive research, through the scheme that low-viscosity clean fuel injection subsystem adopts independent high-pressure pump sled piece and high-pressure common rail pressure accumulation, realized safer, stable medium pressure environment, created pressure condition for high-accuracy low-viscosity clean fuel injection control, and the injection of high cetane number fuel adoption traditional monoblock pump, its simple structure for the simple structure of system, easy control for the compact structure of dual fuel injection system has reduced relevant pipeline quantity, and leakage risk reduces, and system security improves.
Although the dual fuel injection system, the injection method and the engine disclosed in the embodiments of the present application are applicable to marine engines to achieve the effect of reliable dual fuel operation, the present application is not limited to this, and may be applicable to other application occasions, such as heavy vehicles and railway trains, for example, as long as the engine needs to adopt a dual fuel injection scheme, the dual fuel injection system, the method and the engine disclosed in the present application may be applied.
Referring to FIG. 1, a dual fuel injection system may include a low viscosity clean fuel injection subsystem and a high cetane number fuel injection subsystem. In the following description, "high cetane fuel" has the same meaning as "conventional fuel", taking diesel as an example; the "low-viscosity clean fuel" is exemplified by methanol.
The low-viscosity clean fuel injection subsystem comprises a low-viscosity clean fuel high-pressure pump group skid 1 and mainly comprises a clean fuel high-pressure pump 11. The skid is herein defined as similar to the pump skid in the art, i.e. the pump, motor, reducer, pipeline, etc. is a simple assembly of a mechanical device for transporting a liquid or gas by pressure differential, which functions to transport a fluid stored in a container or pipeline to another location. The skid blocks have the beneficial effects that the clean fuel pressure building system adopts the skid blocks of the independent high-pressure clean fuel pressure building pump set, has high-pressure building, can be arranged beside a machine or between fuel stores and the like, runs independently of the whole machine, and is compact and free to arrange; if this pump sled is arranged in beside the machine, the pump sled adopts totally enclosed explosion-proof design, in addition, adopts the sled piece still to be convenient for correspond to set up auxiliary functions such as safety monitoring warning.
The high-pressure low-viscosity clean fuel accumulator module 13 may include a low-viscosity clean fuel common rail pipe 22 and a low-viscosity clean fuel restrictor valve 14. Preferably, the high-pressure low-viscosity clean fuel accumulator module 13 may further include a low-viscosity clean fuel pressure limiting valve 15 to improve safety. In some embodiments, a low-viscosity clean fuel active relief valve 16, a low-viscosity clean fuel pressure sensor 17 may also be included to further enhance safety. In some embodiments, the low viscosity clean fuel injection subsystem may further include a low viscosity clean fuel inert gas purge flow path, the inert gas may be nitrogen N2, i.e. may include N2 purge flow path outlet 105, and low viscosity clean fuel N2 purge flow path inlet 106 may be disposed in the low pressure supply line, i.e. in the event of a shutdown or the like, the low viscosity clean fuel low pressure supply line is switched to an N2 purge interface, the path of the flow path is: the low pressure supply line-the low pressure inlet of the high pressure pump in the clean fuel high pressure pump skid-the low pressure outlet of the high pressure pump-the high pressure line between the pump and the hydraulic distribution line-the high pressure hose between the hydraulic distribution block and the common rail-the pressure relief valve 16 (also the N2 purge flow channel outlet 105). It can be appreciated that the above flow path solution requires that the low pressure inlet and the high pressure outlet of the low viscosity clean fuel high pressure pump skid block be effectively communicated, i.e. during N2 purging, the pressure of N2 needs to sequentially open the inlet check valve and the outlet check valve of the high pressure pump. It will be appreciated that the functions of the purge inlet 106 and the purge outlet 105 may be adjusted according to the situation where the nitrogen generator is disposed on the whole machine or a real ship, for example, the nitrogen generator is disposed on the deck, so the purge outlet 105 in the drawing may be used as the purge inlet, and the purge inlet 106 may be used as the purge outlet, if the nitrogen generator is disposed in the fuel storage room, the purge inlet and the outlet are the situations shown in the drawing.
In addition, all low-viscosity clean fuel related components and pipelines can be designed in a double-layer mode, leakage in the double-layer pipeline and abnormal dangerous leakage are collected and collected to the collection port 104, and mechanical air suction is achieved, namely the collection port 104 is also used as a mechanical air suction interface. The double-layer design is used for missing leakage collection, the interlayer is effectively communicated, and a part of missing leakage (abnormal leakage in the interlayer) can be extracted by the mechanical negative pressure air draft system. It will be appreciated that the low-viscosity clean fuel common rail pipe 22 may also be provided with a double-wall, the double-wall interlayer is mainly used for collecting the abnormal leakage fuel of the low-viscosity clean fuel, and the double-wall of the double-wall pipeline and the double-wall of the common rail pipe are effectively communicated, and the communicated double-wall interlayer space is communicated with the fan pipeline of the peripheral system to realize the mechanical ventilation of the abnormal leakage. Namely, the abnormal leakage of the low-viscosity clean fuel is completely realized by the blower to realize negative pressure mechanical air suction and timely suction. In addition, the abnormal leakage of the hydraulic distribution block, the ejector and other parts can be effectively communicated with the common rail pipe and the double-layer pipe of the high-pressure pipe, and the abnormal leakage can be timely pumped out through the negative pressure of the fan. .
As shown in FIG. 1, the end of the clean fuel common rail pipe and the end of the clean fuel common rail pump are provided with N2 purging interfaces, and N2 purging under the conditions of shutdown and the like can be realized in high-pressure cavities such as the clean fuel pressure building system pump, the pipe, the rail and the like. The beneficial effects are that the low-viscosity clean fuel high-pressure system is provided with the independent pressure limiting valve 15 and the independent flow limiting valve 14, and the low-viscosity clean fuel high-pressure system is provided with the active pressure relief valve 16; meanwhile, an inert gas purging interface is arranged by an independent low-pressure purging flow channel and a high-pressure flow channel; the safety valve and the purging measure not only further ensure the operation safety of the dual-fuel injection system, but also further solve the safety problem caused by the low-viscosity clean fuel hazard attribute. In addition, all low-viscosity clean fuel related components and pipelines can be designed in a double-layer mode, leakage in the double-layer pipeline and abnormal dangerization leakage are collected and collected to the collection port 104, and mechanical air suction is achieved. The low-viscosity clean fuel can be used for actively purging the pressure release valve 16 by N2 of a high-pressure runner related to the low-viscosity clean fuel, namely, the active pressure release valve 16 can be used for purging the runner outlet 105 by N2 of the low-viscosity clean fuel after being opened. The low-viscosity clean fuel pressure sensor 17 is mainly used for collecting and controlling the high-pressure accumulation pressure of the corresponding low-viscosity clean fuel pressure, and can be arranged in the corresponding common rail pipe or arranged at other high-pressure flow channels of the corresponding fuel according to actual requirements. When the low-viscosity clean fuel pressure sensor 17 senses the high-pressure low-viscosity clean fuel overpressure, the low-viscosity clean fuel pressure limiting valve 15 opens. In addition, according to the security control strategy of the whole machine, the low-viscosity clean fuel is subjected to active pressure relief through the active pressure relief valve 16, and the low-viscosity clean fuel is subjected to pressure relief and enters the corresponding independent low-pressure low-viscosity clean fuel oil return system.
With continued reference to fig. 1, the flow path of the low-viscosity clean fuel in the low-viscosity clean fuel injection subsystem is configured such that the low-viscosity clean fuel is pressurized by the low-viscosity clean fuel high-pressure pump skid 1, accumulated in the low-viscosity clean fuel common rail pipe 22 of the high-pressure low-viscosity clean fuel accumulator module 13, and then flows to the low-viscosity clean fuel high-pressure injector through the low-viscosity clean fuel restrictor valve 14 for injection.
The high cetane number fuel injection subsystem includes a unit pump 9 and a high cetane number fuel injector. The flow path of the high cetane fuel in the high cetane fuel injection subsystem is configured as: the high cetane number fuel is pressurized by the unit pump 9 and then flows to the high cetane number fuel injector to be injected. The meaning of the unit pump is similar to the common meaning of the fuel injection field, and the specific form of the unit pump can be a mechanical unit pump, an electric control unit pump and the like. The connection between the unit pump 9 and the high cetane number fuel injector may be through a high-pressure oil pipe 10.
With continued reference to fig. 1, the low-viscosity clean fuel high-pressure injector and the high-cetane number fuel injector are both integrated into a high-pressure dual-fuel integrated injector 19, which includes a low-viscosity clean fuel nozzle hole 20 and a high-cetane number fuel nozzle hole 21, and may further include a control valve 18 and a control return oil collecting passage 101 of the low-viscosity clean fuel connected to the control valve 18, as well as a conventional fuel abnormal leakage collecting passage 102 and a conventional fuel normal return oil collecting passage 103. The dual fuel integrated injector 19 has the advantages of high compactness and high functional integration, and can realize more free injection time and space control. I.e. the build-up and release of control oil pressure is controlled by controlling a dual fuel integrated injector in-line control oil solenoid valve (the structure of which will be described in detail later). Further controlling the opening and closing of the main injection valve of the low-viscosity clean fuel, and further directly injecting the high-pressure low-viscosity clean fuel into the cylinder; the diesel oil injection part adopts a mechanical needle valve coupling part and can be used for a unit pump injection system or an electric control unit pump injection system. Preferably, the integrated injector can adopt the structure of a leak-free injector, so that a dual-fuel injection system does not need to design a working oil return collecting system of low-viscosity clean fuel, does not need to assist in designing a N2 purging and other safety runners aiming at an oil return pipeline, improves the safety of the system, and simultaneously makes the system more compact.
With continued reference to fig. 1, a high-pressure low-viscosity clean fuel pump-block fuel pipe 12, a high-pressure low-viscosity clean fuel rail device fuel pipe 24, a high-pressure low-viscosity clean fuel block-rail fuel pipe 26 and a high-pressure low-viscosity clean fuel hydraulic communicating block 25 may be disposed between the high-pressure pump skid 1 and the low-viscosity clean fuel common rail pipe 22, that is, a hydraulic communicating block 25 is disposed between the independent high-pressure clean fuel high-pressure pump skid 1 and the low-viscosity clean fuel common rail pipe 22, and the hydraulic communicating block 25 is connected with the clean fuel common rail pipe 22 through a hose, so that abnormal situations such as pipeline breakage caused by differences of working environments such as vibration and pressure between the whole engine and the skid can be avoided.
With continued reference to FIG. 1, and as described above, the dual fuel injection system may also include a control oil subsystem, including a high pressure control oil pump unit 2, in the form of, for example, a belt or off-board skid, i.e., similar to the skid above. The high-pressure control oil accumulation module 4 comprises a control oil common rail pipe 23, a control oil flow limiting valve 6, a control oil pressure limiting valve 7 and a control oil pressure sensor 8. Similar to the clean fuel, the flow path of the control oil is set to: after being pressurized by the high-pressure control oil pump unit 2, the control oil is stored in the control oil common rail pipe 23 of the high-pressure control oil storage module 4, and then flows to the pilot control valve of the low-viscosity clean fuel high-pressure injector through the control oil flow limiting valve 6, namely the pilot control valve of the dual-fuel integrated injector 19 shown in the figure. The control oil pressure sensor 8 is mainly used for collecting and controlling the high-pressure accumulation pressure of the corresponding fuel, and can be arranged in the corresponding common rail pipe or arranged at other high-pressure flow channels of the corresponding fuel according to actual requirements. The connecting pipeline of the high-pressure control oil way can comprise a high-pressure control oil pump rail oil pipe 3 and a high-pressure control oil rail device oil pipe 5. When the high pressure control oil pressure is superpressure, the control oil pressure limiting valve 7 is opened, the high pressure control oil is decompressed, and the control oil enters a corresponding independent low pressure control oil return system.
As described above, the dual fuel injection system described in the above embodiments may have either the first mode or the second mode.
The first mode, where the low viscosity clean fuel burns primarily, may also be referred to as a low viscosity clean fuel mode, where diesel fuel is the ignition event.
As shown in fig. 2, in the first mode:
the high-pressure control oil pump unit 2 builds pressure in advance, high-pressure control oil enters the high-pressure control oil pressure accumulation module 4 through the high-pressure control oil pump rail oil pipe unit 3, and then enters the pilot control valve in the high-pressure dual-fuel integrated injector 19 through the control oil flow limiting valve 6 and the high-pressure control oil rail oil pipe 5.
When the high-pressure control oil pressure reaches a set value, the pressure is built through the clean fuel high-pressure pump group prying block 1 and the low-viscosity clean fuel is started, at this time, in the clean fuel high-pressure pump group prying block 1, the high-pressure low-viscosity clean fuel building unit 11 builds pressure, the high-pressure low-viscosity clean fuel enters the high-pressure low-viscosity clean fuel pressure accumulating module 13 through the high-pressure low-viscosity clean fuel pump-block fuel pipe 12, the hydraulic communicating block 25 and the block-rail fuel pipe 26, and then enters the high-pressure dual-fuel integrated injector 19 for internal injection through the low-viscosity clean fuel flow limiting valve 14 and the high-pressure low-viscosity clean fuel rail fuel pipe 24.
The high-pressure low-viscosity clean fuel and the high-pressure control oil pressure are respectively in signal communication with a control unit (ECU) of the engine through a control oil pressure sensor 8, a low-viscosity clean fuel pressure sensor 17 and corresponding data acquisition units, and after the pressure of the two media reaches a set value, the low-viscosity clean fuel is prepared for injection.
When the whole engine is started or normally operated, the traditional fuel starts to build pressure through the single pump 9, and when the pressure reaches the starting pressure of the traditional fuel needle valve in the high-pressure dual-fuel integrated injector 19, the traditional fuel is prepared for injection, and at the moment, the traditional fuel is subjected to the pilot injection function under the full-operation working condition.
Performing conventional fuel and low-viscosity clean fuel injection pressure, injection quantity and injection formal control according to a dual-fuel complete machine pilot injection and low-viscosity clean fuel injection combustion matching and control strategy; wherein the injection timing and injection pressure of the traditional fuel are controlled by cam molded lines, plunger molded lines and speed regulating mechanisms in the unit pump 9; the low viscosity clean fuel injection formally uses injection pressure similar to conventional high pressure common rail technology for free control of time and pressure.
The second mode, where combustion of diesel fuel is the only fuel that is substantially combusted, may also be referred to as a conventional fuel mode, or a pure diesel mode, in which the dual fuel system injects only diesel, i.e., only high cetane number fuel.
With continued reference to fig. 2, in the second mode:
when the whole engine is started or normally operated, the conventional fuel is started to build pressure through the unit pump 9, when the pressure reaches the start injection pressure of the conventional fuel needle valve in the high-pressure dual-fuel integrated injector 19, the conventional fuel is prepared for injection, at this time, the conventional fuel is operated in a single fuel mode, the injection quantity and the injection pressure of the conventional fuel are determined according to the actual working condition, and the conventional fuel is jointly controlled through the injection timing and the injection pressure through a cam profile, a plunger profile and a speed regulating mechanism in the unit pump 9, and the conventional fuel is different from pilot injection.
It will be appreciated that in the second mode, i.e. the pure diesel mode, both the low viscosity clean fuel and the high pressure control oil are pressurized, and the second mode may be switched to the first mode at any time.
As described above, the present application also provides a dual fuel injection method, in which the dual fuel injection system described in the above embodiment is used to inject low-viscosity clean fuel and high-cetane fuel, or only high-cetane fuel.
As described above, the present application also provides a dual fuel engine having the dual fuel injection system described in the above embodiments, by which in-cylinder direct injection of low-viscosity clean fuel and high-cetane number fuel, or in-cylinder direct injection of only high-cetane number fuel, is performed.
In summary, the above-described dual fuel injection system, injection method and engine have the beneficial effects that, but not limited to, by adopting the scheme of independent high-pressure pump skid and high-pressure common rail pressure accumulation in the low-viscosity clean fuel injection subsystem, safer and more stable medium pressure environment is realized, pressure conditions are created for high-precision low-viscosity clean fuel injection control, and the high-cetane-number fuel adopts injection of the traditional unit pump, so that the structure of the system is simple, the system is easy to control, the structure of the dual fuel injection system is compact, the number of related pipelines is reduced, the leakage risk is reduced, and the system safety is improved.
While the invention has been described in terms of preferred embodiments, it is not intended to be limiting, but rather to the invention, and that variations and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, any modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention fall within the protection scope defined by the claims of the present invention.
Claims (10)
1. A dual fuel injection system comprising:
a low viscosity clean fuel injection subsystem comprising: the device comprises an independent low-viscosity clean fuel high-pressure pump pry block, a high-pressure low-viscosity clean fuel pressure accumulation module and a low-viscosity clean fuel high-pressure injector; the high-pressure low-viscosity clean fuel pressure accumulation module comprises a low-viscosity clean fuel common rail pipe and a low-viscosity clean fuel flow limiting valve; the low-viscosity clean fuel is pressurized by the low-viscosity clean fuel high-pressure pump prying block, accumulated in a low-viscosity clean fuel common rail pipe of the high-pressure low-viscosity clean fuel accumulating module, and then flows to the low-viscosity clean fuel high-pressure injector through the low-viscosity clean fuel flow limiting valve to be injected;
a high cetane fuel injection subsystem comprising a unit pump, and a high cetane fuel injector, wherein a flow path of the high cetane fuel in the high cetane fuel injection subsystem is configured to: the high cetane fuel is pressurized by the unit pump and then flows to the high cetane fuel injector for injection.
2. The dual fuel injection system of claim 1, wherein the high pressure low viscosity clean fuel accumulator module further comprises: and the low-viscosity clean fuel pressure limiting valve is arranged on the low-viscosity clean fuel common rail pipe.
3. The dual fuel injection system of claim 1, wherein the high pressure low viscosity clean fuel accumulator module further comprises: the low-viscosity clean fuel pressure sensor is arranged on the low-viscosity clean fuel common rail pipe, and the low-viscosity clean fuel active pressure relief valve is arranged on the low-viscosity clean fuel common rail pipe.
4. The dual fuel injection system of claim 3, wherein the high pressure low viscosity clean fuel accumulator module further comprises: the inert gas purging flow passage is arranged on the low-viscosity clean fuel common rail pipe and is provided with a low-viscosity clean fuel purging port.
5. The dual fuel injection system of claim 1, wherein the low viscosity clean fuel high pressure injector and the high cetane number fuel injector are both integrated into a unitary injector, the unitary injector comprising low viscosity clean fuel injection orifices and high cetane number fuel injection orifices, the unitary injector being of a leak-free construction.
6. The dual fuel injection system of claim 1 wherein a hydraulic communication block is disposed between the separate high pressure clean fuel high pressure pump skid and the low viscosity clean fuel common rail, the hydraulic communication block being connected to the clean fuel common rail by a hose; the pipeline through which the low-viscosity clean fuel passes is a double-layer pipeline, and the interlayer of the double-layer pipeline is communicated with a mechanical air draft system.
7. The dual fuel injection system of claim 1, further comprising a control oil subsystem comprising a high pressure control oil pump unit, a high pressure control oil accumulator module comprising a control oil common rail, a control oil restrictor valve, the flow path of the control oil being configured to: and after being pressurized by the high-pressure control oil pump unit, the control oil is stored in a control oil common rail pipe of the high-pressure control oil pressure storage module, and then flows to a pilot control valve of the low-viscosity clean fuel high-pressure injector through a control oil flow limiting valve.
8. The dual fuel injection system of claim 7 having a first mode or a second mode:
in the first mode, the high-pressure control oil pump unit builds pressure in advance, the control oil is pressurized by the high-pressure control oil pump unit and then flows to a control oil common rail of the high-pressure control oil pressure accumulation module for accumulation, and then flows to a pilot control valve of the low-viscosity clean fuel high-pressure injector through a control oil flow limiting valve;
when the pressure of the high-pressure control oil reaches a set value, the low-viscosity clean fuel is pressurized by a low-viscosity clean fuel high-pressure pump prying block, then is accumulated by a low-viscosity clean fuel common rail pipe of a high-pressure low-viscosity clean fuel accumulating module, and then flows to the low-viscosity clean fuel high-pressure injector for injection through a low-viscosity clean fuel flow limiting valve; when the control oil pressure and the low-viscosity clean fuel pressure reach set values, preparing for injecting the low-viscosity clean fuel;
then the pressure of the high-cetane-number fuel is built through the single pump, when the high-cetane-number fuel reaches a set value, the high-cetane-number fuel is prepared for injection, and pilot injection is provided for the injection of the low-viscosity clean fuel;
in the second mode, the control oil pressure and the low-viscosity clean fuel pressure both reach set values, but the pressure of the high-cetane number fuel is built up only by the unit pump, and injection is provided only for injection of the high-cetane number fuel.
9. A dual fuel injection method characterized by injecting a low viscosity clean fuel and a high cetane number fuel, or injecting only a high cetane number fuel, using a dual fuel injection system as claimed in any one of claims 1 to 8.
10. An engine comprising a dual fuel injection system as claimed in any one of claims 1 to 8, whereby in-cylinder direct injection of low viscosity clean fuel and high cetane number fuel, or in-cylinder direct injection of only high cetane number fuel, is performed.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311651800.5A CN117552907A (en) | 2023-12-04 | 2023-12-04 | Dual fuel injection system, injection method and engine |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311651800.5A CN117552907A (en) | 2023-12-04 | 2023-12-04 | Dual fuel injection system, injection method and engine |
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| CN117552907A true CN117552907A (en) | 2024-02-13 |
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| CN202311651800.5A Pending CN117552907A (en) | 2023-12-04 | 2023-12-04 | Dual fuel injection system, injection method and engine |
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| CN (1) | CN117552907A (en) |
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