DK181143B1 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
DK181143B1
DK181143B1 DKPA202170417A DKPA202170417A DK181143B1 DK 181143 B1 DK181143 B1 DK 181143B1 DK PA202170417 A DKPA202170417 A DK PA202170417A DK PA202170417 A DKPA202170417 A DK PA202170417A DK 181143 B1 DK181143 B1 DK 181143B1
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DK
Denmark
Prior art keywords
fuel gas
nozzle
cylinder
valve
combustion engine
Prior art date
Application number
DKPA202170417A
Other languages
Danish (da)
Inventor
Mun Pang Kar
Original Assignee
Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland filed Critical Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland
Priority to DKPA202170417A priority Critical patent/DK181143B1/en
Priority to CN202210883707.6A priority patent/CN115707862A/en
Priority to JP2022130318A priority patent/JP2023029298A/en
Priority to KR1020220104025A priority patent/KR20230028177A/en
Application granted granted Critical
Publication of DK181143B1 publication Critical patent/DK181143B1/en
Publication of DK202170417A1 publication Critical patent/DK202170417A1/en

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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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/066—Details related to the fuel injector or the fuel spray the injector being located substantially off-set from the cylinder centre axis
    • 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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/02—Engines characterised by means for increasing operating efficiency
    • F02B43/06—Engines characterised by means for increasing operating efficiency for enlarging charge
    • 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
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Disclosed is a two-stroke uniflow scavenged crosshead internal combustion engine comprising at least one cylinder, a cylinder cover, a piston, a fuel gas supply system connectable to a fuel gas tank, and a scavenge air system. The fuel gas supply system comprising for the cylinder a first fuel gas valve configured to admit fuel gas into a main combustion chamber defined between the piston and the cylinder cover during the compression stroke via a fuel gas nozzle. The first fuel gas valve is at least partly arranged in the cylinder cover, the nozzle of the first fuel gas valve has a first nozzle opening configured to inject fuel gas along a first nozzle axis and where-in the first nozzle axis is angled relative to the axial direction.

Description

DK 181143 B1 1
Title Internal combustion engine
Field
The present invention relates to a two-stroke internal combustion engine.
Background
Two-stroke internal combustion engines are used as propulsion engines in vessels like container ships, bulk carriers, and tankers. Reduction of unwanted exhaust gases from the internal combustion engines has become increasingly important.
An effective way to reduce the amount of unwanted exhaust gasses is to switch from fuel oil e.g. Heavy Fuel Oil (HFO) to fuel gas. Fuel gas may be injected into the cylinders at the end of the compression stroke where it may be immediately ignited by either the high temperatures which the gases in the cylinders achieve when compressed or by the ignition of a pilot fuel. However, injecting fuel gas into the cylinders at the end of the compression stroke requires high pressure gas compressors for compressing the fuel gas prior to injection to overcome the high pressure in the cylinders.
The high pressure gas compressors are however expensive and complex to manufacture and maintain. One way to avoid the need of high pressure compressors is to have fuel gas valves configured to inject the fuel gas in the beginning of the compression stroke where the pressure in the cylinders is significantly lower.
DK176118 B discloses such an engine, where gas is injected into the scavenge air inlets or directly into the cylinder through the cylinder wall.
WO2013007863 discloses another example of such an engine, where gas is injected through the cylinder wall directly into the cylinder.
It may however be difficult to secure a fast and efficient mixing between the scavenge air in the cylinders and the fuel gas.
DK 181143 B1 2
Having a non-homogenous mixture of fuel gas and scavenge air may result in a poor combustion of the fuel gas or even premature ignition resulting in knocking.
Thus, it remains a problem to improve the mixing of fuel gas and scavenge air in the cylinders.
Summary
According to a first aspect the invention relates to a two-stroke uniflow scavenged crosshead internal combustion engine comprising at least one cylinder, a cylinder cover, a piston, a fuel gas supply system connectable to a fuel gas tank, and a scavenge air system, the cylinder having a cylinder wall, the cylinder cover being arranged on top of the cylinder and having an exhaust valve, the piston being movably arranged within the cylinder along a central axis between bottom dead center and top dead center, the scavenge air system having a scavenge air inlet arranged at the bottom of the cylinder, the fuel gas supply system comprising for the cylinder a first fuel gas valve configured to admit fuel gas into a main combustion chamber defined between the piston and the cylinder cover during the compression stroke via a fuel gas nozzle enabling the fuel gas to mix with scavenge air from the scavenge air inlet and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, wherein the first fuel gas valve is at least partly arranged in the cylinder cover, the nozzle of the first fuel gas valve has a first nozzle opening configured to inject fuel gas along a first nozzle axis and wherein the first nozzle axis is angled relative to the axial direction.
Consequently, by arranging the fuel gas valve in the cylinder cover and angling the fuel gas nozzle relative to the axial direction the resulting fuel gas jet may impinge on a large portion of the cylinder wall resulting in a homogenous mixture of fuel gas and scavenge air.
The internal combustion engine is preferably a large low-speed turbocharged two-stroke crosshead internal combustion engine with uniflow scavenging for propelling a marine vessel having a power of at least 400 kW per cylinder. The internal combustion engine may comprise a turbocharger
DK 181143 B1 3 driven by the exhaust gases generated by the internal combustion engine and configured to compress the scavenge air. The internal combustion engine may be a dual-fuel engine having a Otto Cycle mode when running on fuel gas and a Diesel Cycle mode when running on an alternative fuel e.g. heavy fuel oil or marine diesel oil. Such dual-fuel engine has its own dedicated fuel supply system for injecting the alternative fuel and this fuel supply system may also be used for injection of a pilot fuel when operating in the Otto Cycle mode for igniting the mixture of fuel gas and scavenge air.
The internal combustion engine may comprise a dedicated ignition system such as a pilot fuel system being capable of injecting a small amount of pilot fuel, e.g. heavy fuel oil or marine diesel oil, accurately measured out so the amount just is able to ignite the mixture of fuel gas and scavenge air such that only the necessary amount of pilot fuel is used. Such a pilot fuel system would in size be much smaller and more suitable for injecting a precisely amount of pilot fuel compared to the dedicated fuel supply system for the alternative fuel, which due to the large size of the components is not suitable for this purpose.
The pilot fuel may be injected in a pre-chamber being fluidly connected to the combustion chamber of the internal combustion engine.
Alternatively, the mixture of fuel gas and scavenge air may be ignited by means comprising a spark plug or a laser igniter. Each cylinder may be provided with one or more scavenge air inlets in the bottom of the cylinder and an exhaust outlet in the top of the cylinder.
The fuel gas supply system is preferably configured to inject the fuel gas via the one or more fuel gas valves under sonic conditions, i.e. a velocity equal to the speed of sound, i.e. a constant velocity. Sonic conditions may be achieved when the pressure drop ratio across the nozzle throat (minimum area of cross section) is larger than approximately two.
The central axis is extending in the axial direction. The entire first fuel gas valve may be arranged in the cylinder cover. Alternatively, only a part of the first fuel gas valve may be arranged in the cylinder cover e.g. the
DK 181143 B1 4 nozzle may be arranged in the cylinder cover and a part of the remaining fuel gas valve may arranged outside of the cylinder cover. However, also a part of the fuel gas nozzle may be arranged outside of the cylinder cover e.g. the most distal end of the fuel gas nozzle may protrude into the main combustion chamber as explained further below. The nozzle of the first fuel gas valve may have a distal portion extending along the first nozzle axis e.g. the distal portion may have a tubular shape with the first nozzle axis arranged in the center.
In some embodiments the angle between the first nozzle axis and the axial direction is between 5 degrees and 50 degrees, between 10 degrees and 40 degrees, or between 15 degrees and 30 degrees.
Examples of fuel gases are natural gas, methane, ethane,
Liquefied Petroleum Gas, and Ammonia.
In some embodiments the cylinder has a first half and a second half divided by a reference plane extending along the central axis, wherein at least a part of the nozzle of the first fuel gas valve is arranged in the cylinder cover above the first half of the cylinder, the first nozzle axis has an upper part extending in the first half of the cylinder and an lower part extending in the second half of the cylinder.
Consequently, by having the first fuel gas valve arranged above a first half of the cylinder and configured to inject fuel gas towards a second half of the cylinder, the resulting jet of fuel gas may impinge on the cylinder wall with a high radial momentum which may help with distributing the fuel gas throughout the main combustion chamber.
The first half and the second half of the cylinder may have an equal size. The first nozzle axis may have a radial component and an axial component, wherein the reference plane is arranged perpendicular to the radial component of the first nozzle axis. The first nozzle axis may optionally also have a tangential component.
In some embodiments the piston at bottom dead center is arranged below both the upper part and the lower part of the first nozzle axis,
DK 181143 B1 the piston at top dead center is arranged above the entire lower part of the first nozzle axis, and wherein the first fuel gas valve is configured to start injection of fuel gas during the compression stroke before the piston is above the entire lower part of the first nozzle axis. 5 Consequently, the resulting jet of fuel gas may impinge on the cylinder wall before the movement of the piston during the compression stroke prevents access to that part of the cylinder wall.
The first fuel gas valve may be configured to start injection of fuel gas during the compression stroke before the piston has reached the lower part of the first nozzle axis. The first fuel gas valve may inject fuel gas during an injection period, wherein the injection period has ended before the piston is above the entire lower part of the first nozzle axis.
In some embodiments the fuel gas supply system comprising for the cylinder a second fuel gas valve having a fuel gas nozzle, the second fuel gas valve is at least partly arranged in the cylinder cover, the nozzle of the second fuel gas valve has a first nozzle opening configured to inject fuel gas along a second nozzle axis and wherein the second nozzle axis is angled relative to the axial direction.
The second fuel gas valve may correspond to the first fuel gas valve.
In some embodiments at least a part of the nozzle of the second fuel gas valve is arranged in the cylinder cover above the second half of the cylinder, the second nozzle axis has an upper part extending in the second half of the cylinder and an lower part extending in the first half of the cylinder.
Consequently, by having a first fuel gas valve arranged above the first half of the cylinder that direct fuel gas toward the second half of the cylinder and a second fuel gas valve arranged above the second half of the cylinder that directs fuel gas toward the first half of the cylinder, an especially effective mixing of fuel gas and scavenging air results.
In some embodiments the piston at bottom dead center is arranged below both the upper part and the lower part of the second nozzle
DK 181143 B1 6 axis, the piston at top dead center is arranged above the entire lower part of the second nozzle axis, and wherein the second fuel gas valve is configured to start injection of fuel gas during the compression stroke before the piston is above the entire lower part of the second nozzle axis.
The second fuel gas valve may be configured to start injection of fuel gas during the compression stroke before the piston has reached the lower part of the second nozzle axis. The second fuel gas valve may inject fuel gas during an injection period, wherein the injection period has ended before the piston is above the entire lower part of the second nozzle axis.
In some embodiments the first nozzle axis intersects the second nozzle axis.
Consequently, the jet originating from the first fuel gas valve collides with the jet originating from the second fuel gas valve, whereby an improved mixing of fuel gas and scavenging air results.
In some embodiments, the first fuel gas valve is configured to start injecting fuel gas before the exhaust valve has closed.
The applicant has discovered that if the fuel gas exiting the fuel gas nozzle has a high enough momentum it is possible to start injecting fuel gas well before the exhaust valve has closed without resulting in significant direct slip of the fuel gas through the exhaust valve. A high momentum of the fuel gas may be achieved by securing that fuel gas injected under sonic conditions and by using nozzles with a large throat.
In some embodiments the engine has a stroke of X mm and the first nozzle opening of the nozzle of the first fuel gas valve has a diameter of
Y, and wherein Y is between 1% and 4% of X.
Consequently, by using a nozzle with a diameter between 1% and 4% of the bore size (being a large diameter) it may be secured that fuel gas is injected with a high momentum.
In some embodiments the first fuel gas valve is configured to start injecting fuel gas before 95 degrees, before 90 degrees or before 85 degrees from bottom dead center.
DK 181143 B1 7
Consequently, by starting injection early more time is provided for allowing the fuel gas to mix with scavenge air.
In some embodiments, the first fuel gas valve is configured to start injecting fuel gas after 40 degrees, after 50 degrees or after 60 degrees from bottom dead center.
Consequently, it may be secured that no or only an insignificant amount of fuel gas is allowed to directly slip out of the open exhaust valve.
In some embodiments the nozzle of the first fuel gas valve protrudes into the main combustion chamber and wherein the first fuel gas valve is configured to start injecting fuel gas before the exhaust valve has closed.
Consequently, injection of fuel gas may be initiated earlier without resulting in increased direct gas slip through the exhaust valve.
In some embodiment, the exhaust valve has a valve plate, where the valve plate of the exhaust valve is movable along the central axis between a closed position and an open position, where the exhaust valve plate is arranged at a first height in the closed position and at a second height in the open position, the first height being higher than the second height, and wherein the distal tip of the nozzle is arranged below the second height, i.e. below the height of the exhaust valve plate when the exhaust valve is open.
In some embodiments, the exhaust valve has a valve plate, where the valve plate is movable along an exhaust valve axis between a closed position and an open position, wherein the center of the first nozzle opening is arranged with a first distance to the central axis, the center of valve plate of the exhaust valve is arranged with a second distance to the central axis, and wherein the second distance is large than the first distance.
Consequently, by arranging the exhaust valve eccentric, the first fuel gas valve may receive a more central position in the cylinder cover. This may also allow the ignition system a more central position e.g. a pre-chamber
DK 181143 B1 8 or a pre-chamber set may be arranged where a centric exhaust would have been arranged.
The exhaust valve axis may be parallel with the central axis, whereby the distance from the center of the valve plate to the central axis corresponds to the distance between the central axis and the exhaust valve axis. The cylinder cover may have a plurality of eccentric exhaust valves e.g. at least two, at least three or at least four eccentric exhaust valves. The first distance may be less than 25% of the inner diameter of the cylinder.
In some embodiments the first fuel gas valve is configured to inject fuel gas during an injection period and wherein the injection period is shorter than the time it takes the crank angle to rotate 30 degrees.
In some embodiments the first fuel gas valve has a second nozzle opening configured to inject fuel gas along a third nozzle axis and wherein the third nozzle axis is angled relative to the axial direction, and wherein the angle between the third nozzle axis and the axial direction is larger than the angle between the first nozzle axis and the axial direction.
Consequently, a better axial distribution of the fuel gas may be achieved as the second nozzle opening may secure that fuel gas is provided to the upper part of the main combustion chamber.
The different aspects of the present invention can be implemented in different ways including as a two-stroke uniflow scavenged crosshead internal combustion engine as described above and in the following, each yielding one or more of the benefits and advantages described in connection with at least one of the aspects described above, and each having one or more preferred embodiments corresponding to the preferred embodiments described in connection with at least one of the aspects described above and/or disclosed in the dependant claims.
Furthermore, it will be appreciated that embodiments described in connection with one of the aspects described herein may equally be applied to the other aspects.
Brief description of the drawings
DK 181143 B1 9
The above and/or additional objects, features and advantages of the present invention, will be further elucidated by the following illustrative and non-limiting detailed description of embodiments of the present invention, with reference to the appended drawings, wherein:
Fig. 1 shows schematically a cross-section of a two-stroke uniflow scavenged crosshead internal combustion engine according to an embodiment of the present invention.
Fig. 2 shows schematically a cross-section of a fuel gas valve for a two-stroke internal combustion engine according to an embodiment of the — present invention.
Figs. 3a-c show schematically cross-sections of a two-stroke uniflow scavenged crosshead internal combustion engine according to an embodiment of the present invention.
Fig. 4 shows schematically a cross-section of a two-stroke — uniflow scavenged crosshead internal combustion engine according to an embodiment of the present invention.
Fig. 5 shows schematically a top of a cylinder provided with a cylinder cover according to an embodiment of the present invention.
Fig. 6 illustrated schematically a fuel gas valve according to an embodiment of the present invention.
Detailed description
In the following description, reference is made to the accompanying figures, which show by way of illustration how the invention may be practiced.
Fig. 1 shows schematically a cross-section of a two-stroke uniflow scavenged crosshead internal combustion engine 100 for propelling a marine vessel according to an embodiment of the present invention. The two- stroke internal combustion engine 100 comprises a scavenge air system 111, an exhaust gas receiver 108 and a turbocharger 109. The two-stroke internal combustion engine has a plurality of cylinders 101 (only a single cylinder is shown in the cross-section). Each cylinder 101 comprises a scavenge air
DK 181143 B1 10 inlet 102 arranged in a lower section of the cylinder for providing scavenge air, a piston 103, a cylinder cover 112 arranged on top of the cylinder, an exhaust valve 104 arranged in the cylinder cover 112 and one or more fuel gas valves 105 (only schematically illustrated). The scavenge air inlet 102 is fluidly connected to the scavenge air system. The piston 103 is shown in its lowest position (bottom dead center). The piston 103 has a piston rod connected to a crankshaft (not shown). The piston 103 being movably arranged within the cylinder along a central axis 113 between bottom dead center and top dead center. The central axis 113 is extending in the axial direction. The fuel gas valve 105 is configured to admit fuel gas into a main combustion chamber defined between the piston 103 and the cylinder cover 112 during the compression stroke via a fuel gas nozzle (not shown) enabling the fuel gas to mix with scavenge air. The fuel gas valve 105 is at least partly arranged in the cylinder cover 112 and the nozzle of the fuel gas valve has a first nozzle opening (not shown) configured to inject fuel gas along a first nozzle axis 150. The first nozzle axis 150 is angled relative to the axial direction. Consequently, by arranging the fuel gas valve 105 in the cylinder cover 120 and angling the fuel gas nozzle relative to the axial direction the resulting fuel gas jet may impinge on a large portion of the cylinder wall resulting in a homogenous mixture of fuel gas and scavenge air.
The internal combustion engine 100 comprises a dedicated ignition system 116 for igniting the mixture of fuel gas and scavenging air at the end of the compression stroke. As an example, the dedicated ignition system may be a pilot fuel system being capable of injecting a small amount — of pilot fuel, e.g. heavy fuel oil or marine diesel oil, accurately measured out so the amount just is able to ignite the mixture of fuel gas and scavenge air such that only the necessary amount of pilot fuel is used. Such a pilot fuel system would in size be much smaller and more suitable for injecting a precise amount of pilot fuel compared to the dedicated fuel supply system for the alternative fuel, which due to the large size of the components is not suitable for this purpose. The pilot fuel may be injected in a pre-chamber
DK 181143 B1 11 being fluidly connected to the combustion chamber of the internal combustion engine. Alternatively, the pilot fuel may be injected in a pre-chamber set being fluidly connected to the combustion chamber of the internal combustion engine. The fuel gas valve 105 may be configured to start injecting fuel gas before 95 degrees, before 90 degrees or before 85 degrees from bottom dead center. The first fuel gas valve may be configured to start injecting fuel gas after 40 degrees, after 50 degrees or after 60 degrees from bottom dead center.
The scavenge air system 111 comprises a scavenge air receiver 110 and an air cooler 106. The exhaust valve is arranged centrally in the cylinder cover and the timing of the exhaust valve may be variable such that the closing and/or opening of the exhaust valve can be optimized e.g. to control the compression ratio and/or the temperature in the cylinder.
Fig. 2 shows schematically a cross-section of a fuel gas valve 200 for a two-stroke internal combustion engine according to an embodiment of the present invention. The fuel gas valve 200 is in the figure shown in a horizontal position, however it may be arranged with any angle relative to the axial direction. The fuel gas valve 200 comprises a valve shaft 201, a valve plate 202, a valve seat 203, and a fuel gas nozzle 204 having a first nozzle opening 206. The shown fuel gas valve 200 has a single nozzle opening, however it may also have a plurality of nozzle openings. The valve shaft 201 and the valve plate 202 are movable between a closed position, where fuel gas is prevented to flow through the fuel gas valve 200, and an open position, where fuel gas is allowed to flow through the fuel gas valve 200.
The valve shaft 201 and the valve plate 202 are shown in the closed position in Fig. 2. The valve shaft 201 and the valve plate 202 may be movable between the closed position and the open position by means of an actuator (not shown) controlled by a control unit (not shown). The first nozzle opening 206 is configured to inject fuel gas along a first nozzle axis 250.
Figs. 3a-c show schematically cross-sections of a two-stroke uniflow scavenged crosshead internal combustion engine according to an
DK 181143 B1 12 embodiment of the present invention, where Fig. 3a shows the engine with the piston at bottom dead centre, fig. 3b shows the engine with the piston in the middle of the compression stroke, and Fig. 3c shows the engine with the piston at top dead centre.
The two-stroke uniflow scavenged crosshead internal combustion engine comprising at least one cylinder 115, a cylinder cover 112, a piston 103, a fuel gas supply system connectable to a fuel gas tank, and a scavenge air system (not shown). The cylinder having a cylinder wall, the cylinder cover 112 being arranged on top of the cylinder 115 and having an exhaust valve 104, the piston 103 being movably arranged within the cylinder 115 along a central axis 113 between bottom dead center and top dead center.
The central axis 113 extending in the axial direction.
The scavenge air system having a scavenge air inlet 102 arranged at the bottom of the cylinder 115, the fuel gas supply system comprising for the cylinder a first fuel gas valve 105 configured to admit fuel gas into a main combustion chamber defined between the piston 103 and the cylinder cover 112 during the compression stroke via a fuel gas nozzle enabling the fuel gas to mix with scavenge air from the scavenge air inlet 102 and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited.
The first fuel gas valve 105 is at least partly arranged in the cylinder cover 112. The nozzle of the first fuel gas valve 105 has a first nozzle opening configured to inject fuel gas along a first nozzle axis 150. The first nozzle axis 150 is angled 157 relative to the axial direction and the central axis.
In this embodiment the angle is approximately 22 degrees.
However, in other embodiments the angle between the first nozzle axis and the axial direction is between 5 degrees and 50 degrees, between 10 degrees and 40 degrees, or between 15 degrees and 30 degrees.
The first nozzle axis 150 has a radial component 155 and an axial component 156. The cylinder 115 has a first half 160 and a second half 161 divided by a reference plane 151 extending along the central axis 113. The reference plane 151 is arranged perpendicular to the radial component 155 of the first nozzle axis 150, i.e. the reference plane 151 is also perpendicular to the plane of the drawing.
The nozzle of the first
DK 181143 B1 13 fuel gas valve 105 is arranged in the cylinder cover 112 above the first half of the cylinder 160, the first nozzle axis 150 has an upper part 170 extending in the first half of the cylinder (in the inside of the cylinder) and an lower part 171 extending in the second half of the cylinder (in the inside of the cylinder).
The piston 103 at bottom dead center is arranged below both the upper part 170 and the lower part 171 of the first nozzle axis 150 (see Fig. 3a), the piston 103 at top dead center is arranged above the entire lower part 171 of the first nozzle axis 150 (see Fig. 3c). The first fuel gas valve 105 is configured to start injection of fuel gas during the compression stroke before the piston 103 has reached the lower part 171 of the first nozzle axis, i.e. before the piston 103 has reached the position shown in Fig. 3b.
Consequently, by having the first fuel gas arranged above a first half of the cylinder and configured to inject fuel gas towards a second half of the cylinder, the resulting jet of fuel gas may impinge on the cylinder wall with a high radial momentum which helps with distributing the fuel gas throughout the main combustion chamber.
Fig. 4 shows schematically a cross-sections of a two-stroke uniflow scavenged crosshead internal combustion engine according to an embodiment of the present invention. The embodiment corresponds to the embodiment disclosed in relation to Figs. 3a-c with the difference that the fuel gas supply system further comprises for the cylinder a second fuel gas valve 190 having a fuel gas nozzle. The second fuel gas valve 190 is at least partly arranged in the cylinder cover 112, the nozzle of the second fuel gas valve has a first nozzle opening configured to inject fuel gas along a second nozzle axis 152. The second nozzle axis 152 is angled relative to the axial direction.
At least a part of the nozzle of the second fuel gas valve 190 is arranged in the cylinder cover 112 above the second half of the cylinder 161, the second nozzle axis has an upper part 173 extending in the second half of the cylinder 161 and an lower part 174 extending in the first half of the cylinder 160. The piston 103 at bottom dead center is arranged below both the upper part 173 and the lower part 174 of the second nozzle axis 152. The piston 103 at top
DK 181143 B1 14 dead center is arranged above the entire lower part 174 of the second nozzle axis 152. The second fuel gas valve 190 is configured to start injection of fuel gas during the compression stroke before the piston 103 has reached the lower part 174 of the second nozzle axis 152. Consequently, by having the first fuel gas valve 105 arranged above the first half of the cylinder 160 directing fuel gas toward the second half of the cylinder 161 and the second fuel gas valve 190 arranged above the second half of the cylinder 161 directing fuel gas toward the first half of the cylinder 160, an especially effective mixing of fuel gas and scavenging air results. In this embodiment the first nozzle axis 150 intersects the second nozzle axis 152.
Consequently, the jet originating from the first fuel gas valve 105 collides with the jet originating from the second fuel gas valve 190, leading to an improved distribution of fuel gas in the cylinder whereby an improved mixing of fuel gas and scavenging air results.
Fig. 5 shows schematically a top of a cylinder 115 provided with a cylinder cover 112 according to an embodiment of the present invention. A first fuel gas valve 105 is at least partly arranged in the cylinder cover 112.
The first fuel gas valve 105 has a nozzle 195. The nozzle 195 of the first fuel gas valve has a first nozzle opening configured to inject fuel gas along a first nozzle axis 150 being angled relative to the axial direction. The cylinder cover 112 having an exhaust valve 104. The nozzle 195 of the first fuel gas valve 105 protrudes into the main combustion chamber and the first fuel gas valve 105 is configured to start injecting fuel gas before the exhaust valve has closed 104. The exhaust valve having a valve plate movable along a central axis between a closed position and an open position, where the exhaust valve plate is arranged at a first height in the closed position and at a second height in the open position. The exhaust valve 104 is shown in Fig. 5 with the valve plate in the open position. The first height being higher than the second height, and the distal tip of the nozzle 195 is arranged below the second height, i.e. below the height of the exhaust valve plate when the exhaust valve is open. Consequently, injection of fuel gas may be initiated
DK 181143 B1 15 earlier without resulting in increased direct gas slip through the exhaust valve.
Fig. 6 illustrates schematically a fuel gas valve 105 according to an embodiment of the present invention. The fuel gas valve 105 is at least partly arranged in a cylinder cover and has a nozzle. The nozzle of the fuel gas valve 105 has a first nozzle opening 195 configured to inject fuel gas along a first nozzle axis 150 being angled relative to the axial direction 156.
The nozzle of the fuel gas valve 105 further has a second nozzle opening 196 configured to inject fuel gas along a third nozzle axis 199. The third nozzle axis 199 is angled relative to the axial direction 156. The angle between the third nozzle axis 199 and the axial direction 156 is larger than the angle between the first nozzle axis 150 and the axial direction 156.
Consequently, a better axial distribution of the fuel gas may be achieved as the second nozzle opening 196 may secure that fuel gas is provided to the — upper part of combustion chamber. The first nozzle opening 195 may be larger than the second nozzle opening 196 as the first nozzle opening 195 may distribute fuel gas to a larger part of the main combustion chamber than the second nozzle opening 196.
Although some embodiments have been described and shown in detail, the invention is not restricted to them, but may also be embodied in other ways within the scope of the subject matter defined in the following claims. In particular, it is to be understood that other embodiments may be utilised and structural and functional modifications may be made without departing from the scope of the present invention.
In device claims enumerating several means, several of these means can be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims or described in different embodiments does not indicate that a combination of these measures cannot be used to advantage.
It should be emphasized that the term "comprises/comprising" when used in this specification is taken to specify the presence of stated features,
DK 181143 B1 16 integers, steps or components but does not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof.

Claims (15)

DK 181143 B1 17 Krav:DK 181143 B1 17 Requirements: 1. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) omfattende mindst én cylinder (115), et cylinderdæksel (112), et stempel (103), brændstofgasforsyningssystem, som kan forbindes til en brændstofgastank, og et skylleluftsystem, hvor cylinderen (115) har en cylindervæg, hvor cylinderdækslet (112) er arrangeret på toppen af cylinderen (115) og har en udstødningsventil (104), hvor stemplet (103) er bevægeligt arrangeret inden i cylinderen (115) langs en central akse (113) mellem bunddødpunkt og topdødpunkt, hvor skylleluftsystemet har et skylleluftindløb (102) arrangeret ved bunden af cylinderen (115), hvor brændstofgasforsyningssystemet omfatter en første brændstofgasventil (105) til cylinderen (115), hvor den første brændstofgasventil (105) er konfigureret til at lukke brændstofgas ind i et hovedforbrændingskammer, som er — defineret mellem stemplet (103) og cylinderdeekslet (112), under kompressionsslaget via en brændstofgasventildyse hvilket gør det muligt for brændstofgassen at blande sig med skylleluften fra skylleluftindløbet (102) og tillader at blandingen af skylleluft og brændstofgas komprimeres før den antændes kendetegnet ved, at den første brændstofgasventil (105) er — mindst delvist arrangeret i cylinderdækslet (112), dysen af den første brændstofgasventil (105) har en første dyseåbning, som er konfigureret til at indsprøjte brændstofgas langs en første dyseakse (150), og hvor den første dyseakse (150) er vinklet i forhold til den aksiale retning (156).1. Longitudinally scavenged two-stroke crosshead internal combustion engine (100) comprising at least one cylinder (115), a cylinder head (112), a piston (103), a fuel gas supply system connectable to a fuel gas tank, and a scavenge air system, wherein the cylinder (115) has a cylinder wall , where the cylinder cover (112) is arranged on top of the cylinder (115) and has an exhaust valve (104), where the piston (103) is movably arranged inside the cylinder (115) along a central axis (113) between bottom dead center and top dead center, where the scavenge air system has a scavenge air inlet (102) arranged at the bottom of the cylinder (115), the fuel gas supply system comprising a first fuel gas valve (105) to the cylinder (115), the first fuel gas valve (105) being configured to admit fuel gas into a main combustion chamber, which is — defined between the piston (103) and the cylinder cover (112), during the compression stroke via a fuel gas valve nozzle which enables the fuel gas to mix with the purge air from the purge air inlet (102) and allow the mixture of purge air and fuel gas to be compressed before igniting, characterized in that the first fuel gas valve (105) is — at least partially arranged in the cylinder head (112), the nozzle of the first fuel gas valve (105 ) has a first nozzle opening configured to inject fuel gas along a first nozzle axis (150) and wherein the first nozzle axis (150) is angled relative to the axial direction (156). 2. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge krav 1, hvor cylinderen (115) har en første halvdel (160) og en anden halvdel (161) adskilt af et referenceplan (151), som strækker sig langs den centrale akse (113), hvor mindst en del af dysen af den første brændstofgasventil (105) er arrangeret i cylinderdækslet (112) over den — første halvdel (160) af cylinderen, hvilken første dyseakse (150) har en øvre2. A longitudinally flushed two-stroke crosshead internal combustion engine (100) according to claim 1, wherein the cylinder (115) has a first half (160) and a second half (161) separated by a reference plane (151) which extends along the central axis (113). , where at least part of the nozzle of the first fuel gas valve (105) is arranged in the cylinder head (112) above the — first half (160) of the cylinder, which first nozzle axis (150) has an upper DK 181143 B1 18 del (170), som strækker sig i den første halvdel (160) af cylinderen, og en nedre del (171), som strækker sig i den anden halvdel (161) af cylinderen.DK 181143 B1 18 part (170) which extends into the first half (160) of the cylinder, and a lower part (171) which extends into the second half (161) of the cylinder. 3. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) — ifølge krav 2, hvor stemplet (103) ved bunddødpunktet er arrangeret under både den øvre del (170) og den nedre del (171) af den første dyseakse (150), hvor stemplet (103) ved topdødpunktet er arrangeret over hele den nedre del (171) af den første dyseakse (150), og hvor den første brændstofgasventil (105) er konfigureret til at påbegynde indsprøjtning af breendstofgas under kompressionsslaget før stemplet (103) er over hele den nedre del (171) af den første dyseakse (150).3. Longitudinally flushed two-stroke cross-head internal combustion engine (100) — according to claim 2, wherein the piston (103) at bottom dead center is arranged below both the upper portion (170) and the lower portion (171) of the first nozzle axis (150), wherein the piston (103 ) at top dead center is arranged over the entire lower portion (171) of the first nozzle axis (150) and wherein the first fuel gas valve (105) is configured to initiate fuel gas injection during the compression stroke before the piston (103) is over the entire lower portion (171) of the first nozzle axis (150). 4. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge krav 2 eller 3, hvor brændstofgasforsyningssystemet omfatter en — anden brændstofgasventil (190), som har en brændstofgasdyse, til cylinderen (115), hvor den anden brændstofgasventil (190) er mindst delvist arrangeret i cylinderdækslet (112), hvor dysen af den anden brændstofgasventil (190) har en første dyseåbning, som er konfigureret til at indsprøjte brændstofgas langs en anden dyseakse (152), og hvor den anden — dyseakse (152) er vinklet i forhold til den aksiale retning (156).4. Longitudinally scavenged two-stroke cross-head internal combustion engine (100) according to claim 2 or 3, wherein the fuel gas supply system comprises a — second fuel gas valve (190) having a fuel gas nozzle, to the cylinder (115), wherein the second fuel gas valve (190) is at least partially arranged in the cylinder head (112), wherein the nozzle of the second fuel gas valve (190) has a first nozzle opening configured to inject fuel gas along a second nozzle axis (152), and wherein the second — nozzle axis (152) is angled relative to the axial direction (156). 5. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge krav 4, hvor mindst en del af dysen af den anden brændstofgasventil (190) er arrangeret i cylinderdækslet (112) over den anden halvdel (161) af — cylinderen, hvor den anden dyseakse (152) har en øvre del (173), som strækker sig i den anden halvdel (161) af cylinderen, og en nedre del (174), som strækker sig i den første halvdel (160) af cylinderen.5. Longitudinally scavenged two-stroke cross-head internal combustion engine (100) according to claim 4, wherein at least part of the nozzle of the second fuel gas valve (190) is arranged in the cylinder head (112) above the second half (161) of — the cylinder, where the second nozzle axis (152 ) has an upper part (173) which extends into the second half (161) of the cylinder and a lower part (174) which extends into the first half (160) of the cylinder. 6. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) — ifølge krav 5, hvor stemplet (103) ved bunddødpunktet er arrangeret under både den øvre del (173) og den nedre del (174) af den anden dyseakse6. Longitudinally scavenged two-stroke crosshead combustion engine (100) — according to claim 5, wherein the piston (103) is arranged at bottom dead center below both the upper part (173) and the lower part (174) of the second nozzle axis DK 181143 B1 19 (152), hvor stemplet (103) ved topdødpunktet er arrangeret over hele den nedre del (174) af den anden dyseakse (152), og hvor den anden brændstofgasventil (190) er konfigureret til at påbegynde indsprøjtning af brændstofgas under kompressionsslaget før stemplet (103) er over hele den > nedre del (174) af den anden dyseakse (152).DK 181143 B1 19 (152), wherein the piston (103) at top dead center is arranged over the entire lower portion (174) of the second nozzle axis (152), and wherein the second fuel gas valve (190) is configured to initiate injection of fuel gas during the compression stroke before the piston (103) is over the entire > lower part (174) of the second nozzle axis (152). 7. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge krav 6, hvor den første dyseakse (150) krydser den anden dyseakse (152).7. Longitudinal scavenged two-stroke crosshead combustion engine (100) according to claim 6, wherein the first nozzle axis (150) crosses the second nozzle axis (152). 8. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge et hvilket som helst af krav 1 til 7, hvor den første brændstofgasventil (105) er konfigureret til at påbegynde indsprøjtning før udstødningsventilen (104) har lukket.A longitudinally scavenged two-stroke crosshead internal combustion engine (100) according to any one of claims 1 to 7, wherein the first fuel gas valve (105) is configured to initiate injection before the exhaust valve (104) has closed. 9. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge krav 8, hvor motoren (100) har et slag på X m og den første dyseåbning af dysen af den første brændstofgasventil (105) har en diameter på Y, og hvor Y er mellem 1% and 4% af X.Longitudinal scavenged two-stroke crosshead combustion engine (100) according to claim 8, wherein the engine (100) has a stroke of X m and the first nozzle opening of the nozzle of the first fuel gas valve (105) has a diameter of Y, and where Y is between 1% and 4% of X. 10. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge krav 8 eller 9, hvor den første brændstofgasventil (105) er konfigureret til at påbegynde indsprøjtning brændstofgas før krumtapvinklen har roteret 95 grader, 90 grader eller 85 grader fra bunddødpunktet.The longitudinally scavenged two-stroke crosshead internal combustion engine (100) of claim 8 or 9, wherein the first fuel gas valve (105) is configured to begin injecting fuel gas before the crank angle has rotated 95 degrees, 90 degrees, or 85 degrees from bottom dead center. 11. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge et hvilket som helst af krav 1 til 10, hvor dysen af den første brændstofgasventil (105) rager ind i hovedforbrændingskammeret og hvor den første brændstofgasventil (105) er konfigureret til at påbegynde — indsprøjtning af brændstofgas før udstødningsventilen (104) har lukket.The longitudinally scavenged two-stroke cross-head combustion engine (100) according to any one of claims 1 to 10, wherein the nozzle of the first fuel gas valve (105) projects into the main combustion chamber and wherein the first fuel gas valve (105) is configured to initiate — injection of fuel gas before the exhaust valve (104) has closed. DK 181143 B1 20DK 181143 B1 20 12. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge krav 11, hvor udstødningsventilen (104) har en ventilplade, hvor ventilpladen er bevægelig langs den centrale akse (113) mellem en lukket position og en åben position, hvor udstødningsventilpladen er arrangeret ved — atførste højde i den lukkede position og ved en anden højde i den åbne position, hvor den første højde er højere end den anden højde og hvor den distale spids af dysen (195) er arrangeret under den anden højde.A longitudinally flushed two-stroke crosshead internal combustion engine (100) according to claim 11, wherein the exhaust valve (104) has a valve plate, wherein the valve plate is movable along the central axis (113) between a closed position and an open position, wherein the exhaust valve plate is arranged at a first height in the closed position and at a second height in the open position, wherein the first height is higher than the second height and wherein the distal tip of the nozzle (195) is arranged below the second height. 13. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) — ifølge et hvilket som helst af krav 1 til 11, hvor udstødningsventilen (104) har en ventilplade, hvor ventilpladen er bevægelig langs en udstødningsventil- akse mellem en lukket position og en åben position, hvor midten af den første dyseåbning er arrangeret med en første afstand til den centrale akse (113), hvor midten af ventilpladen af udstødningsventilen er arrangeret med en anden afstand til den centrale akse, og hvor den anden afstand er større end første afstand.13. Longitudinally scavenged two-stroke crosshead internal combustion engine (100) — according to any one of claims 1 to 11, wherein the exhaust valve (104) has a valve plate, the valve plate being movable along an exhaust valve axis between a closed position and an open position, the center of the first nozzle opening is arranged at a first distance from the central axis (113), wherein the center of the valve plate of the exhaust valve is arranged at a second distance from the central axis, and where the second distance is greater than the first distance. 14. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) ifølge et hvilket som helst af krav 1 til 13, hvor den første brændstofgasventil (105) er konfigureret til at indsprøjte brændstofgas i en indsprøjtningsperiode og hvor indsprøjtningsperioden er kortere end tiden som det tager for krumptapsvinklen at rotere 30 grader.The longitudinally scavenged two-stroke crosshead internal combustion engine (100) according to any one of claims 1 to 13, wherein the first fuel gas valve (105) is configured to inject fuel gas during an injection period and wherein the injection period is shorter than the time taken for the crankshaft angle to rotate 30 degrees. 15. Længdeskyllet totakts-krydshovedforbrændingsmotor (100) — ifølge et hvilket som helst af krav 1 til 14, hvor den første brændstofgasventil (105) har en anden dyseåbning (196), som er konfigureret til at indsprøjte brændstofgas langs en tredje dyseakse (199), og hvor den tredje dyseakse (199) er vinklet i forhold til den aksiale retning (156), og hvor vinklen mellem den tredje dyseakse (199) og den aksiale retning (156) er større end vinklen mellem den første dyseakse (150) og den aksiale retning (156).15. Longitudinally scavenged two-stroke crosshead internal combustion engine (100) — according to any one of claims 1 to 14, wherein the first fuel gas valve (105) has a second nozzle opening (196) configured to inject fuel gas along a third nozzle axis (199). , and where the third nozzle axis (199) is angled relative to the axial direction (156), and where the angle between the third nozzle axis (199) and the axial direction (156) is greater than the angle between the first nozzle axis (150) and the axial direction (156).
DKPA202170417A 2021-08-19 2021-08-19 Internal combustion engine DK181143B1 (en)

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DKPA202170417A DK181143B1 (en) 2021-08-19 2021-08-19 Internal combustion engine
CN202210883707.6A CN115707862A (en) 2021-08-19 2022-07-26 Internal combustion engine
JP2022130318A JP2023029298A (en) 2021-08-19 2022-08-18 internal combustion engine
KR1020220104025A KR20230028177A (en) 2021-08-19 2022-08-19 Internal combustion engine

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