CN1871414B - 向气态燃料直喷式内燃机提供高废气再循环的方法与设备 - Google Patents

向气态燃料直喷式内燃机提供高废气再循环的方法与设备 Download PDF

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CN1871414B
CN1871414B CN2004800311433A CN200480031143A CN1871414B CN 1871414 B CN1871414 B CN 1871414B CN 2004800311433 A CN2004800311433 A CN 2004800311433A CN 200480031143 A CN200480031143 A CN 200480031143A CN 1871414 B CN1871414 B CN 1871414B
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桑迪普·芒什
戈登·麦克塔格特-考恩
肯达尔·布希
史蒂文·罗加克
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Westport Research Inc
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Abstract

本发明公开了一种高程度EGR的操作气态燃料直喷式内燃机相对于主燃油喷射正时调整引燃燃料喷射正时的方法和设备。一套确定发动机载荷和发动机转速的发动机参数和进气工质中的EGR浓度指示器被监控。然后根据发动机参数调整相对于主燃油喷射正时的引燃燃料喷射正时。通过减少引燃燃料与主燃油喷射正时相比的相对喷射正时，与通常在高EGR中出现的其他排放相比，所示的高程度EGR所付出的其他排放的代价相对受到限制。

Description

向气态燃料直喷式内燃机提供高废气再循环的方法与设备
技术领域
本发明涉及一种控制气态燃料直喷式内燃机的排放和发动机性能从而提供高EGR程度的方法和设备。
背景技术
柴油机尽管有很多优点，但是也有明显的缺点。在扩散燃烧模式下充分燃烧时，柴油会产生很多污染物。诸如氮氧化物(NOx)和颗粒物质(PM)的污染物都会带来问题。清洁燃烧的气态燃料，如天然气、氢气、乙烷、丙烷、诸如天然气和氢气的混合物的气态混合燃料等等，在内燃机中燃烧时往往会比柴油排出更少的污染物。据测定，在例如四冲程发动机的压缩冲程完成时或接近作功冲程开始时、高压下进行直喷时，一些气态燃料同样能提供类似的功率输出。
虽然在排放方面受益，但是当发动机采用柴油机的压缩比时气态燃料需要一些点火器来引燃。一种普通点火器是在工质中提供引燃燃料以形成自动可燃工质，当气态燃料直喷时，该工质可用于帮助气态燃料的引燃，如上所述。
最后，虽然在排放方面受益，但是气态燃料的燃烧确实会产生NOx。特别地，与预混气态工质的燃烧相比，气态燃料直喷发动机的扩散燃烧趋向产生更多量的NOx。然而，可利用一些技术手段在这种发动机中降低NOx。人们发现废气再循环(EGR)是在压燃直喷机中减少NOx的一种重要方法。
理想地，在气态燃料直喷机内需不断增加进气工质中EGR的浓度。即，更多的EGR往往会减少NOx。然而，当EGR浓度增加时，会产生其他的排气。特别地，不断提高EGR的程度，碳氢化合物(HC)、一氧化碳(CO)和颗粒物质(PM)都开始增多。因此，压燃直喷机的EGR趋于限制在30％，以防其他排放达到限制标准。
本发明公开了一种方法，该方法可应用于气态燃料压燃直喷机(或使用主燃料的直喷机，该主燃料需要自动可燃引燃燃料来辅助主燃料的引燃)，以通过使用高EGR程度(在进气工质中的质量浓度超过30％)来减少全面排放物，同时控制在EGR程度较高时常常会产生的其他排放。
发明内容
本发明提供了一种为稳固高EGR率同时控制由这种高EGR导致的排放的方法和设备。高程度EGR时的排放根据EGR浓度通过控制气态燃料直喷机引燃燃料喷射正时进行调整。
因此，本发明的一个方面提供了一种操作气态燃料直喷内燃机的方法。该方法包括确定一个发动机循环中发动机转速和载荷。在发动机循环过程中，进气工质被直接导入燃烧室，进气工质具有废气再循环(EGR)浓度。进气工质在发动机的压缩冲程期间在燃烧室内被压缩。在主燃料正时，气态燃料直接喷射进燃烧室，在相对于主燃料正时的引燃燃料正时直接将一些引燃燃料喷射入所述燃烧室，所述主燃料正时参考EGR浓度、发动机转速和发动机载荷的指示器而选定。引燃燃料能够当活塞位于或接近所述燃烧室内上止点时、在第一喷射曲柄角自动点燃。气态燃料和引燃燃料在燃烧室内燃烧，在这里引燃燃料的燃烧导致气态燃料的点燃。
在其他的实施例中，上述指示器包括进气工质中的氧气浓度，或二氧化碳浓度，或指定的EGR浓度，或发动机中通过EGR管的废气气流，或发动机前一最接近循环中的发动机载荷中和排气阀门正时的至少一个。
在此外的实施例中，主燃料喷射先于引燃燃料喷射。在另外的实施例中，废气浓度高于30％或在30％和50％之间。
在此外的实施例中，所用方法的气态燃料包括天然气、甲烷、丙烷、液化石油气、氢气和乙烷的至少一个。
此外的实施例中，所用方法的气态燃料包括甲烷、丙烷和氢气中的至少两个的混合物。
在本发明此外的实施例中，公开了一种能够使用废气再循环EGR的气态燃料直喷内燃机。该发动机包括控制器、由活塞限定的燃烧室、和用来将进气工质引进燃烧室的进气管。还包括主燃料喷嘴，用来在气态燃料正时将气态燃料引入燃烧室，所述气态燃料正时是当活塞接近发动机的压缩冲程完成、位于上止点附近时。也包括引燃燃料喷嘴，用来在引燃燃料正时将自动可燃引燃燃料引入燃烧室，该引燃燃料喷嘴能够调整引燃燃料正时，该引燃燃料正时是当活塞接近发动机的压缩冲程完成、位于上止点附近时。发动机包括至少一个传感器，用来在发动机的循环过程中监测指示进气工质中的EGR浓度的信号。所述传感器或各传感器与所述控制器通信，该控制器与引燃燃料喷嘴通信。因此该控制器能够响应于所述信号调整引燃燃料正时。
下面将描述本发明更多的方面和特定实施例的特征。
附图说明
附图示出了本发明的非限制性实施例。
图1提供了四冲程气态燃料直喷内燃机的燃烧室的五个横截面视图。图1a示出发动机循环中的进气冲程。图1b示出发动机循环中的压缩冲程。图1c示出燃烧完成时直喷入燃烧室的燃料。图1d示出发动机循环中作功冲程。图1e示出发动机循环中的排气冲程。
图2是气态燃料直喷内燃机的废气再循环系统的示意图。
图3是热释放率相对于曲柄角的曲线图，说明气态燃料直喷机中引燃燃料正时对EGR程度变化的影响。
图4是EGR浓度下的PM和CO浓度的曲线图，示出引燃燃料正时在两条曲线之间改变时排放的改善，一条曲线示出在没有进行引燃正时调整的情况下的较高EGR浓度，一条曲线示出在相同的高EGR浓度时的引燃正时调整。
具体实施方式
本公开内容提出了一种在气态燃料直喷机中通过响应目标EGR程度调整引燃(pilot)正时从而保持高EGR程度的方法和设备。
参考图1，图中示出了一种典型的气态燃料直喷机循环中各进程的横截面剖视图。图1a提供了在方向12上通过进气管14引入燃烧室10的进气工质。进气工质可以包括新鲜空气、EGR、水和气态燃料的任意混合物。同时，在进气冲程，活塞16在方向17上运动，远离喷嘴18，该喷嘴位于点火板(firedeck)中并与燃烧室10流体流通。同时示出的是排气管20。图1b说明发动机压缩冲程中活塞16在方向22上运动以在燃烧室内压缩工质。参考图1c，当活塞位于或接近上止点时，引燃燃料24可被引入到燃烧室10。为此应用目的，位于或接近上止点的引燃燃料的喷射通常处于上止点任何一侧30度的曲柄角内。通常，紧跟着被引入到燃烧室的引燃燃料24，主燃料喷射(未显示)被提供到燃烧室。
参考图1d，当活塞接近上止点时，引燃燃料和气态燃料燃烧，从而推动活塞16在方向25上运动，如燃烧产物26所示。气态燃料在引燃燃料24点燃后被引燃燃料24点燃。
为了公开的目的，由于引燃燃料24直喷进燃烧室并接近压缩冲程的上止点，该燃料趋向于在扩散燃烧模式下燃烧。
最后，发动机循环以排气冲程结束，其中，通过活塞在方向28的运动，燃烧产物26在方向30上从燃烧室被排进排气管20。
参考图2，示出典型的EGR系统，其中，覆盖一个或多个燃烧室的发动机组50在方向52上通过管51并最终通过管55排出废气。于是，一些废气在方向58上穿过阀门54进入管56，在这里与从方向62穿过管60的进气空气在管61中混合。管61引导进气空气/EGR工质进入发动机组50。冷却器64和66可在管56和60中用来冷却进气空气和部分EGR并使其密度增加。同时，可变速度涡轮68和涡轮增压器70可以合并。
参考图3，提供有实例来说明引燃燃料正时对热释放率(HR)的影响。这里，绘制出HRR与气态燃料直喷内燃机循环中曲柄角的曲线图。曲线150提供了进气工质中没有EGR时的名义HRR。在同样的引燃喷射正时，HRR曲线152示出EGR程度的改变对HRR的影响。HRR曲线154示出EGR浓度50％(进气工质中50％是废气)循环中典型的HRR，其中初始引燃燃料正时t(P)in通过引燃燃料正时调整t(P)adj进行调整。
参考图4，相对于EGR的增加绘制出PM和CO的曲线。曲线200和202分别代表PM和CO排放，此处没有调整引燃燃料正时。曲线204和206分别在曲线200和202基础上调整引燃燃料正时，并得到最终的排放程度。
引燃燃料喷射正时可使用曲柄角度相对于发动机循环中的固定曲柄角(通常为上止点)，或相对于气态燃料喷射正时(RIT)的方式来表达。RIT是引燃燃料喷射开始和气态燃料喷射之间的那段时间。即，对于气态燃料喷射保持不变的绝对正时，调整引燃燃料喷射正时是RIT调整，也是相对于上止点的引燃正时调整。如果主燃料喷射和引燃燃料喷射的正时比较相近，那么引用RIT可更清楚地说明本主题发明。为了公开的目的，指代引燃燃料正时也是指代RIT，反之亦然。即，引燃燃料正时的改变意味着RIT的改变，RIT的改变意味着引燃燃料正时的改变。
参考图2，示出EGR系统。这里，阀门54和EGR冷却器64用来控制进气工质中的EGR浓度，该进气工质通过混合经由管60引入的空气和经由管58引入的废气后经由管61提供。在这种情况下，目标EGR浓度转化为进气工质中的目标氧气浓度，并且可部分地由冷却器64、66和阀门54所控制。
注意，根据下面将讨论的预定EGR率和目标引燃正时之间的校正相关性，进气工质中测量的氧气浓度当时可用来调整引燃燃料正时。
当使用EGR系统时，在过渡期间或各气缸之间，进气工质的性能会发生变化。使用本主题发明和下面讨论的对进气工质性能的闭环控制，可计及这些变化带来的影响。
参考图3，本发明说明下述情况，即，对于曲线152来说，RIT保持常数，同时进气工质性能得以改变以包括程度提高的EGR，由此得到曲线150。
图3中曲线154说明与导致HRR曲线152的循环相同的进气工质性能，除了程度高的EGR(质量浓度50％)是通过调整RIT而进行的补偿。降低RIT以使HRR与原始HRR曲线150类似。通过例子和上述内容，进气工质中程度为50％的EGR得到支持。
允许高EGR程度所需的RIT强度提供了影响排放和性能的机制。如图3所示，通过降低RIT调整EGR将导致HRR近似于没有EGR的HRR，从而有助于阻止有害排放的产生(或不必要的性能降低)。本领域技术人员将理解，本方法包括对EGR程度进行的调整，从而控制性能限制，并满足所讨论发动机需求的排放要求。
参考图4可知，引燃正时的改变降低了高EGR程度的情况下常见的排放代价。即，在高EGR程度下，当引燃燃料正时延迟(减少RIT)时，CO和PM浓度降低。曲线200和202都被减小至较低的PM和CO浓度，如曲线204和206所示。通过实例，图3和图4所示的50％EGR程度导致低的NOx程度而且较少的PM或CO。这里，RIT减少到负数。即，当引燃燃料在开始主气态燃料喷射之后被引入时，能看到优势。在EGR程度高时，这一负RIT是优选的。在给出的实例中，大概-0.4ms的RIT(适于大概1200RPM的发动机转速)适合于在高EGR程度下降低非氮氧化物的排放。
注意，当引燃燃料在上止点附近喷射时，点火(SOC)趋向于由喷射正时来规定。即，当足够的引燃燃料在上止点压缩附近喷射时，工质温度的升高一般足以引起在引燃喷射的开始和SOC之间的短而且可预计的点火迟滞(根据进气工质的变化，如EGR程度等)。因此，考虑到主燃料正时，引燃燃料正时通常与SOC紧密相关。即，主燃料正时和引燃燃料正时相对压缩冲程完成附近上止点的移动对SOC提供了一种有效杠杆。最后，当相对于主燃料正时或其他设置引燃正时的时候，需要关注SOC。重要的是，控制SOC从而确保所希望的发动机性能。然而，由于在寻求高EGR程度的情况下RIT是一种控制排放的有效杠杆，所以引燃燃料正时和主燃料正时的相对移动可有效地控制SOC。同样地，当不完全独立时，可利用各杠杆来保持发动机处于相应于性能和排放的运行参数范围内。事实上，因此，由于SOC也需要控制，所以随着使用所公开的方法改变EGR，也可能对于RIT和引燃燃料与主燃料的结合正时二者进行调整。
利用引燃燃料正时以允许高程度的EGR可有效地调整能量的释放，从而将发动机载荷和转速需求适配在可接受的性能范围，同时产生可接受的排放。当试探到EGR程度增加时，主燃料的燃烧率减慢。因此，通过接近或在引燃燃料的点火之后允许主燃料填充燃烧室由此允许主燃料的预混燃烧(而不是扩散燃烧)，减少的RIT和负RIT有助于加速燃烧。
事实上，发动机趋向于按照校准图运行，该图将目标EGR程度与RIT相关联(或过渡到高EGR浓度时在前一正时基础上的RIT调整-无论如何两者都要考虑引燃正时)。选定的RIT将被校正以提供可接受的排放组分(profile)-即通常为可接受浓度的NOx、HC、CO和PM。本方法要求对EGR系统进行控制。参考图2，阀门54和EGR冷却器64可用来控制进气工质中EGR浓度，该进气工质通过混合经由管60引入的空气与经由方向58引入的废气之后经由管61供给。在这种情况下，目标EGR浓度，转化成进气工质中氧气浓度，能够部分地被冷却器64、66和阀门54控制。
可选择地，闭环控制将被合并，其中进气工质中氧气水平或EGR中CO2浓度(EGR浓度的指标)二者连同排放程度一起被监测，其中引燃燃料正时和EGR程度被调整以提供可接受的排放组分，平衡低NOx的排放要求和可接受的关于HC、CO和PM的排放代价。这些值将依据监测的氧气浓度、CO2浓度或其他EGR浓度指标的度量值从而为给定速度和载荷提供RIT。
在EGR浓度可发生变化的情况下，同样可利用闭环控制来有效地控制不同气缸的喷嘴。各气缸进气工质中氧气浓度(或氧气浓度的指标值)可被监测。通过使测量的氧气浓度(或对应于氧气浓度的指示值)与适合于所得的EGR浓度(所得氧气浓度)的RIT值相关联，各气缸间的变化能被调整。
同样，在目标进气工质组分比较易于控制和预测的情况下，闭环控制可包括根据该组分测量和调整引燃燃料正时，这在使用EGR策略的发动机中是典型的。
同样，本领域技术人员会理解可使用开环和闭环控制的结合。
为了这项应用的目的，对EGR浓度所作的引用是对质量浓度的引用。即，进气工质中30％EGR浓度指进气工质质量中30％是再循环的废气。
如上面所讨论，EGR可通过从排气管输送废气到进气管而形成，如图2所示。然而，“内部EGR”可在下述情况下使用，即排气阀门关闭得早从而增加了进气冲程开始时燃烧室中剩余废气的量。这里，不可使用提供测量进气工质中氧气浓度的传感器闭环控制，但是可考虑其他提供EGR浓度指示值的其他闭环技术，所以该值能与(可能制成图表的)引燃燃料RIT值相关联(通过实例考虑发动机的速度和载荷)。
本领域技术人员将理解到需注意所提到的正时是指令正时。
典型的引燃燃料包括柴油和其他高十六烷值燃料，其在燃烧室10条件下更易于自动点燃。
气态燃料包括天然气、甲烷、氢气、乙烷、丙烷、诸如液化石油气的丙烷混合物、诸如天然气和氢气混合物的气态燃料混合物等等。
RIT中的变化包括对包括RIT变化的引燃正时变化进行的指代。
虽然上下文中讨论的上述实施例是四冲程发动机，但是实施例也适合二冲程发动机或旋转式发动机。任何对进气冲程、压缩冲程、作功冲程和排气冲程的指代都包括旋转式发动机(进气事件(event)、压缩事件、作功事件和排气事件)和四冲程发动机。
虽然本发明的详细零件、实施例和应用都已经示出和描述，但是应该理解本发明不局限于此，本领域技术人员可在不脱离本公开内容的范围的情况下，尤其是根据前述教导，进行改进。

Claims (14)

1.一种操作限定燃烧室的气态燃料直喷内燃机的方法，所述方法包括：
a.为所述发动机循环确定发动机转速和发动机载荷；
b.在所述发动机的所述循环中：
i.将进气工质导入所述燃烧室，所述进气工质具有废气再循环(EGR)浓度，
ii.在所述发动机压缩冲程中在所述燃烧室内压缩所述进气工质，
iii.在主燃料正时将气态燃料直接喷射入所述燃烧室，
iv.在相对于所述主燃料正时的引燃燃料正时直接将一些引燃燃料喷射入所述燃烧室，所述主燃料正时参考所述EGR浓度、所述发动机转速和所述发动机载荷的指示器而选定，所述引燃燃料能够当活塞位于或接近所述燃烧室内上止点时、在第一喷射曲柄角自动点燃，所述燃烧室由所述活塞部分地限定，
v.燃烧所述气态燃料和所述引燃燃料，通过所述引燃燃料的燃烧点燃所述气态燃料。
2.根据权利要求1所述的方法，其中所述指示器包括所述进气工质中的氧气浓度。
3.根据权利要求1所述的方法，其中所述指示器包括所述进气工质中二氧化碳浓度。
4.根据权利要求1所述的方法，其中所述指示器包括指定的EGR浓度。
5.根据权利要求1所述的方法，其中所述指示器包括通过EGR管的废气流，所述发动机包括EGR管。
6.根据权利要求1所述的方法，其中所述指示器包括所述发动机先前最接近循环的排气阀门正时和发动机载荷中的至少一个。
7.根据权利要求1所述的方法，其中所述主燃料喷射先于所述引燃燃料喷射。
8.根据权利要求7所述的方法，其中所述主燃料喷射是当所述活塞接近所述发动机的压缩冲程完成、位于或接近上止点时。
9.根据权利要求1所述的方法，其中所述废气浓度高于30％。
10.根据权利要求9所述的方法，其中所述发动机在所述发动机的发动机图表上的任何点处进行操作。
11.根据权利要求1所述的方法，其中所述废气浓度在30％和50％之间。
12.根据权利要求1所述的方法，其中所述气态燃料包括至少下列燃料之一：
a.天然气，
b.甲烷，
c.丙烷，
d.液化石油气，
e.氢气，
f.乙烷，
g.天然气和氢气的混合物。
13.根据权利要求1所述的方法，其中所述气态燃料是混合物，包括甲烷、丙烷和氢气中的至少两种。
14.一种能够使用废气再循环EGR的气态燃料直喷内燃机，所述发动机包括：
a.控制器，
b.由活塞限定的燃烧室，
c.进气管，用来将进气工质引进所述燃烧室，
d.主燃料喷嘴，用来在气态燃料正时将气态燃料引入所述燃烧室，所述气态燃料正时是当接近所述发动机的压缩冲程完成、所述活塞位于或接近上止点时，
e.引燃燃料喷嘴，用来在引燃燃料正时将自动可燃引燃燃料引入所述燃烧室，所述引燃燃料喷嘴能够调整所述引燃燃料正时，所述引燃燃料正时是当接近所述发动机的压缩冲程完成、所述活塞位于或接近上止点时，
f.至少一个传感器，用来在所述发动机的循环过程中监测指示所述进气工质中的EGR浓度的信号，所述至少一个传感器与所述控制器通信，所述控制器与所述引燃燃料喷嘴通信并且能够响应于所述信号调整相对于所述气态燃料正时的所述引燃燃料正时。
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US7302918B2 (en) 2007-12-04
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