EP0509372B1 - Procédé d'injection de combustibles pour un moteur diesel utilisant une injection pilote - Google Patents
Procédé d'injection de combustibles pour un moteur diesel utilisant une injection pilote Download PDFInfo
- Publication number
- EP0509372B1 EP0509372B1 EP92105985A EP92105985A EP0509372B1 EP 0509372 B1 EP0509372 B1 EP 0509372B1 EP 92105985 A EP92105985 A EP 92105985A EP 92105985 A EP92105985 A EP 92105985A EP 0509372 B1 EP0509372 B1 EP 0509372B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- liquid fuel
- volume
- injection
- injector
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Lifetime
Links
Classifications
-
- 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
-
- 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
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/022—Adding fuel and water emulsion, water or steam
- F02M25/0228—Adding fuel and water emulsion
-
- 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
- F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
- F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
-
- 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
- F02B7/00—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel
- F02B7/02—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel the fuel in the charge being liquid
-
- 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
- F02B2201/00—Fuels
- F02B2201/06—Dual fuel applications
- F02B2201/064—Liquid and gas
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Definitions
- the present invention relates to a fuel injection method for an internal combustion engine of the Diesel type using a gaseous main fuel and a secondary liquid fuel in the form of a pilot injection intended to initiate the combustion of the main fuel. This process is also called dual fuel injection.
- the known injection process for engines of this type consists in initializing the combustion of the main fuel (gas) by injection of a liquid fuel representing 5 to 10% of the maximum volume that can be injected by the pump. injection.
- This injection pump is designed to allow the engine to reach its maximum power only from liquid fuel, this in case of temporary absence of gaseous fuel.
- the minimum value of the volume of liquid fuel injected is limited by the geometric precision of the production of the components of the injection pump and the injector. This precision determines the lower threshold below which the balance between the cylinders and the regularity of injection of a volume sufficient to initiate combustion can no longer be guaranteed (i.e. approximately the equivalent of 2% of the maximum energy that can be introduced).
- the minimum value of the volume of liquid fuel injected is further limited by the dimensioning of the injector sprayer holes which are optimized to ensure correct spraying at full engine power. They then prove to be too large to spray under good conditions a few percent of the maximum flow rate.
- the invention therefore relates to a fuel injection method for an internal combustion engine of the type Diesel using a gaseous main fuel and a secondary liquid fuel in the form of a pilot injection intended to initiate the combustion of the main fuel, the liquid fuel being injected by an injection pump designed to allow the engine to reach its maximum power only from the liquid fuel and by injector comprising spraying holes which are optimized to ensure a correct spraying of the liquid fuel at full engine power, characterized in that a mixture of water and fuel is prepared in the proportions allowing on pilot injection to initiate combustion and that this mixture is injected from said injection pump through said spray holes of said injector.
- Dual oil engines generally use, for liquid fuel, an injection pump per engine cylinder, each cylinder having its injector. The arrival of gas in a cylinder is done with its own distribution system.
- liquid fuel is injected by an injection pump designed to allow the engine to reach its maximum power only from liquid fuel.
- An advantage of the invention is that no modification is to be made to the engine, the water-fuel mixture being able to be prepared outside the engine by a known process.
- the volume of liquid fuel contained in the mixture can be reduced to the minimum thermodynamically necessary volume and compatible with the precision performance of the injection pump and the dimensioning of the injector sprayer holes. This minimum volume can be easily determined by tests.
- a volume of liquid fuel in the mixture representing 2% to 7% of the maximum volume that can be injected by the pump is entirely satisfactory for the smooth running of the engine.
- the volume of the pilot injection that is to say the quantity of mixture injected, can then represent between 5 and 10% of the maximum volume injectable by the pump.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Treatments For Attaching Organic Compounds To Fibrous Goods (AREA)
- Medicines Containing Material From Animals Or Micro-Organisms (AREA)
Description
- La présente invention concerne un procédé d'injection de combustibles pour un moteur à combustion interne du type Diesel utilisant un combustible principal gazeux et un combustible liquide secondaire sous forme d'une injection pilote destinée à initialiser la combustion du combustible principal. Ce procédé est encore appelé injection dual fioul.
- Il existe des moteurs Diesel fonctionnant avec deux combustibles, l'un gazeux et l'autre liquide. Le procédé d'injection connu pour les moteurs de ce type, dits dual fioul, consiste à initialiser la combustion du combustible principal (le gaz) par injection d'un combustible liquide représentant 5 à 10% du volume maximum pouvant être injecté par la pompe d'injection. Cette pompe d'injection est conçue pour permettre au moteur d'atteindre sa puissance maximum uniquement à partir du combustible liquide, ceci en cas d'absence momentanée du combustible gazeux.
- La valeur minimum du volume de combustible liquide injecté est limitée par la précision géométrique de la réalisation des composants de la pompe d'injection et de l'injecteur. Cette précision détermine le seuil inférieur au-dessous duquel on ne peut plus garantir l'équilibre entre les cylindres et la régularité d'injection d'un volume suffisant pour initialiser la combustion (soit environ l'équivalent de 2% de l'énergie maximum introductible). La valeur minimum du volume de combustible liquide injecté est limitée d'autre part par le dimensionnement des trous du pulvérisateur de l'injecteur qui sont optimisés pour assurer une pulvérisation correcte à pleine puissance du moteur. Ils se révèlent alors trop grands pour pulvériser dans de bonnes conditions quelques pourcents du débit maximum.
- L'expérience montre que la réduction du volume de l'injection pilote entraîne la diminution des rejets de monoxyde de carbone et d'oxydes d'azote. Par ailleurs, le coût élevé du combustible liquide incite à réduire son utilisation.
- L'article "Moteurs Diesel à quatre temps 'dual fuel' et leur adaptation pour la propulsion des méthaniers", par J. Gallois et J.Delesalle, publiée par l'Association Technique Maritime et Aéronautique, Paris, 1964, qui représente l'état de la technique le plus proche, décrit le procédé connu d'injection de combustibles pour un moteur Diesel utilisant une injection pilote et le document DE-C-3523687 décrit un procédé et un dispositif d'injection d'un mélange d'eau et de combustible liquide pour un moteur Diesel.
- Selon la présente invention, on propose de réduire le volume d'injection pilote de combustible liquide au minimum thermodynamiquement suffisant, indépendamment de la précision de réalisation de la pompe d'injection et du dimensionnement des trous du pulvérisateur. Ceci est réalisable en mélangeant de l'eau au combustible liquide.
- L'invention a donc pour objet un procédé d'injection de combustibles pour un moteur à combustion interne du type Diesel utilisant un combustible principal gazeux et un combustible liquide secondaire sous forme d'une injection pilote destinée à initialiser la combustion du combustible principal, le combustible liquide étant injecté par une pompe d'injection conçue pour permettre au moteur d'atteindre sa puissance maximum uniquement à partir du combustible liquide et par injecteur comprenant des trous de pulvérisation qui sont optimisés pour assurer une pulvérisation correcte du combustible liquide à pleine puissance du moteur, caractérisé en ce que l'on prépare un mélange d'eau et du combustible dans les proportions permettant à l'injection pilote d'initialiser la combustion et que l'on injecte ce mélange à partir de ladite pompe d'injection par lesdits trous de pulvérisation dudit injecteur.
- L'invention sera mieux comprise et d'autres avantages apparaîtront grâce à la description qui va suivre donnée à titre non limitatif.
- Les moteurs dual fioul utilisent en général, pour le combustible liquide, une pompe d'injection par cylindre du moteur, chaque cylindre possédant son injecteur. L'arrivée de gaz dans un cylindre se fait avec un système de distribution qui lui est propre.
- Pour un moteur de ce type, le combustible liquide est injecté par une pompe d'injection conçue pour permettre au moteur d'atteindre sa puissance maximum uniquement à partir du combustible liquide.
- En mélangeant de l'eau au combustible liquide dans des proportions permettant à l'injection pilote d'initialiser la combustion, on résout le problème de la régularité du volume injecté par la pompe puisque le volume de mélange injecté par la pompe devient une quantité raisonnable (par exemple entre 5 et 10 %). La pulvérisation dans l'injecteur se fait aussi de façon beaucoup plus correcte.
- Un avantage de l'invention est qu'aucune modification n'est à effectuer sur le moteur, le mélange eau-combustible pouvant être préparé en dehors du moteur par un procédé connu.
- On peut baisser le volume de combustible liquide contenu dans le mélange jusqu'au volume minimum thermodynamiquement nécessaire et compatible avec les performances de précision de la pompe d'injection et le dimensionnement des trous du pulvérisateur de l'injecteur. Ce volume minimum peut être aisément déterminé par des essais.
- Un volume de combustible liquide dans le mélange représentant 2 % à 7 % du volume maximum pouvant être injecté par la pompe est tout à fait satisfaisant pour la bonne marche du moteur.
- Le volume de l'injection pilote, c'est-à-dire la quantité de mélange injecté, peut alors représenter entre 5 et 10 % du volume maximal injectable par la pompe.
Claims (4)
- Procédé d'injection de combustibles pour un moteur à combustion interne du type Diesel utilisant un combustible principal gazeux et un combustible liquide secondaire sous forme d'une injection pilote destinée à initialiser la combustion du combustible principal, le combustible liquide étant injecté par une pompe d'injection conçue pour permettre au moteur d'atteindre sa puissance maximum uniquement à partir du combustible liquide et par un injecteur comprenant des trous de pulvérisation qui sont optimisés pour assurer une pulvérisation correcte du combustible liquide à pleine puissance du moteur, caractérisé en ce que l'on prépare un mélange d'eau et du combustible dans les proportions permettant à l'injection pilote d'initialiser la combustion et que l'on injecte ce mélange à partir de ladite pompe d'injection par lesdits trous de pulvérisation dudit injecteur.
- Procédé d'injection selon la revendication 1, caractérisé en ce que le volume de combustible liquide contenu dans le mélange est le volume minimum thermodynamiquement nécessaire et compatible avec les performances de précision de la pompe d'injection et le dimensionnement des trous du pulvérisateur de l'injecteur.
- Procédé selon la revendication 1, caractérisé en ce que le volume de l'injection pilote du mélange représente 5 à 10 % du volume maximum pouvant être injecté par la pompe.
- Procédé selon l'une des revendications 1 ou 3, caractérisé en ce que le volume de combustible liquide compris dans l'injection pilote représente 2 à 7 % du volume maximum pouvant être injecté par la pompe.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9104514A FR2675208B1 (fr) | 1991-04-12 | 1991-04-12 | Procede d'injection de combustibles pour un moteur diesel utilisant une injection pilote. |
FR9104514 | 1991-04-12 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0509372A1 EP0509372A1 (fr) | 1992-10-21 |
EP0509372B1 true EP0509372B1 (fr) | 1995-05-24 |
Family
ID=9411785
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP92105985A Expired - Lifetime EP0509372B1 (fr) | 1991-04-12 | 1992-04-07 | Procédé d'injection de combustibles pour un moteur diesel utilisant une injection pilote |
Country Status (10)
Country | Link |
---|---|
US (1) | US5243932A (fr) |
EP (1) | EP0509372B1 (fr) |
JP (1) | JP3307979B2 (fr) |
KR (1) | KR100240609B1 (fr) |
CN (1) | CN1028791C (fr) |
AT (1) | ATE123110T1 (fr) |
DE (1) | DE69202617T2 (fr) |
DK (1) | DK0509372T3 (fr) |
FI (1) | FI104115B (fr) |
FR (1) | FR2675208B1 (fr) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6386149B1 (en) | 1998-02-18 | 2002-05-14 | Clean Fuel Technology, Inc. | Method of operating an engine with a mixture of gaseous fuel and emulsified pilot fuel to reduce nitrogen oxide emissions |
WO2004088109A1 (fr) | 2003-04-03 | 2004-10-14 | Daimlerchrysler Ag | Moteur a combustion interne a auto-allumage |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4337048C2 (de) * | 1993-10-29 | 1996-01-11 | Daimler Benz Ag | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
AU4158097A (en) | 1996-08-23 | 1998-03-06 | Cummins Engine Company Inc. | Premixed charge compression ignition engine with optimal combustion control |
US6230683B1 (en) * | 1997-08-22 | 2001-05-15 | Cummins Engine Company, Inc. | Premixed charge compression ignition engine with optimal combustion control |
US5682842A (en) * | 1996-09-24 | 1997-11-04 | Caterpillar Inc. | Fuel control system for an internal combustion engine using an aqueous fuel emulsion |
US5765537A (en) * | 1997-01-17 | 1998-06-16 | Caterpillar Inc. | Fuel recirculation system |
US6095101A (en) * | 1997-01-29 | 2000-08-01 | Man B&W Diesel A/S | Internal combustion engine of the diesel type for combustion of gas, and a method of supplying such an engine with fuel |
BR9904839A (pt) | 1998-02-23 | 2000-07-18 | Cummins Engine Co Inc | Motor a explosão por compressão de carga pré-misturada com comtrole de combustão ótimo |
US6032617A (en) * | 1998-05-27 | 2000-03-07 | Caterpillar Inc. | Dual fuel engine which ignites a homogeneous mixture of gaseous fuel, air, and pilot fuel |
US6378487B1 (en) | 2000-09-01 | 2002-04-30 | International Truck And Engine Corporation | Method and apparatus for pre-pilot fuel injection in diesel internal combustion engines |
US6863034B2 (en) | 2003-01-17 | 2005-03-08 | Robert D. Kern | Method of controlling a bi-fuel generator set |
AU2003901841A0 (en) * | 2003-04-16 | 2003-05-01 | Orbital Australia Pty Ltd | An improved fuel reformer and mixing chamber therefor |
CN1312393C (zh) * | 2004-02-12 | 2007-04-25 | 上海交通大学 | 柴油机双燃油泵喷射两种燃料的喷射系统 |
EP2585697A4 (fr) * | 2009-06-23 | 2014-03-05 | Anthony James Horley | Système et procédé d'injection de gaz combustible sous forme liquide dans un moteur diesel |
AU2014361752B2 (en) * | 2013-12-12 | 2017-12-07 | Mosaic Technology Development Pty Ltd | Vehicle fuel system |
CN117897552A (zh) * | 2021-06-29 | 2024-04-16 | 西港燃料系统加拿大公司 | 用于将引燃燃料喷射到内燃发动机中的装置及方法 |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3523687C1 (de) * | 1985-07-03 | 1986-07-03 | Daimler-Benz Ag, 7000 Stuttgart | Verfahren zur Erzeugung einer Dieselkraftstoff-Wasser-Emulsion fuer einen Dieselmotor |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2383315A1 (fr) * | 1977-03-07 | 1978-10-06 | Feuerman Arnold | Moteur a combustion interne comprenant une source d'emulsion eau-dans-hydrocarbure |
US4403944A (en) * | 1979-10-10 | 1983-09-13 | Pyykkoenen Pentti | Auxiliary device for oil burner for mixing water and oil for combustion |
JPS56501374A (fr) * | 1979-10-22 | 1981-09-24 | ||
GB2126650B (en) * | 1982-08-31 | 1988-02-10 | George Stan Baranescu | I c engine injection system providing a stratified charge of two fuels |
CA1226183A (fr) * | 1982-10-30 | 1987-09-01 | Timothy J. Bedford | Moteur a injection de mazout |
IT1168927B (it) * | 1983-05-03 | 1987-05-20 | Ernesto Marelli | Apparecchiatura per l'emulsione e l'atomizzazione di combustibili fluidi con fluidi secondari,in particolare acqua |
GB8425577D0 (en) * | 1984-10-10 | 1984-11-14 | Flintheath Ltd | Fuel control system |
JPH0654106B2 (ja) * | 1985-10-26 | 1994-07-20 | マツダ株式会社 | エンジンの燃料噴射装置 |
FR2595761B1 (fr) * | 1986-03-14 | 1988-05-13 | Semt | Dispositif d'injection pour moteur a combustion interne, permettant l'injection de deux combustibles |
CH672661A5 (fr) * | 1987-03-17 | 1989-12-15 | Sulzer Ag | |
JPH0654101B2 (ja) * | 1987-06-02 | 1994-07-20 | 三菱重工業株式会社 | ガス焚きディ−ゼルエンジンのガス供給装置 |
US4831993A (en) * | 1987-12-28 | 1989-05-23 | Erik Kelgard | Method of operating carburetted dual-fuel engines with diesel pilot oil injection |
US4955326A (en) * | 1989-04-12 | 1990-09-11 | Cooper Industries, Inc. | Low emission dual fuel engine and method of operating same |
US5024195A (en) * | 1990-06-07 | 1991-06-18 | Pien Pao C | Multi-fuel compression-ignition engine and fuel injection pump therefor |
US5140959A (en) * | 1991-01-28 | 1992-08-25 | Durbin Enoch J | Method and apparatus for operation of a dual fuel compression ignition combustion engine |
US5136986A (en) * | 1991-04-26 | 1992-08-11 | Energy Conversions, Inc. | Dual fuel injection structure |
-
1991
- 1991-04-12 FR FR9104514A patent/FR2675208B1/fr not_active Expired - Fee Related
-
1992
- 1992-04-07 DE DE69202617T patent/DE69202617T2/de not_active Expired - Lifetime
- 1992-04-07 EP EP92105985A patent/EP0509372B1/fr not_active Expired - Lifetime
- 1992-04-07 AT AT92105985T patent/ATE123110T1/de not_active IP Right Cessation
- 1992-04-07 DK DK92105985.3T patent/DK0509372T3/da active
- 1992-04-10 JP JP09099292A patent/JP3307979B2/ja not_active Expired - Lifetime
- 1992-04-10 FI FI921621A patent/FI104115B/fi not_active IP Right Cessation
- 1992-04-10 US US07/866,516 patent/US5243932A/en not_active Expired - Lifetime
- 1992-04-11 KR KR1019920006075A patent/KR100240609B1/ko not_active IP Right Cessation
- 1992-04-11 CN CN92103124A patent/CN1028791C/zh not_active Expired - Fee Related
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3523687C1 (de) * | 1985-07-03 | 1986-07-03 | Daimler-Benz Ag, 7000 Stuttgart | Verfahren zur Erzeugung einer Dieselkraftstoff-Wasser-Emulsion fuer einen Dieselmotor |
Non-Patent Citations (1)
Title |
---|
Brochure "Moteur diesel à quatre temps 'Duel fuel' et leur adaption pour la propulsion des méthaniers", Association Technique Maritime et Aréonautique, Session 1964 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6386149B1 (en) | 1998-02-18 | 2002-05-14 | Clean Fuel Technology, Inc. | Method of operating an engine with a mixture of gaseous fuel and emulsified pilot fuel to reduce nitrogen oxide emissions |
WO2004088109A1 (fr) | 2003-04-03 | 2004-10-14 | Daimlerchrysler Ag | Moteur a combustion interne a auto-allumage |
Also Published As
Publication number | Publication date |
---|---|
ATE123110T1 (de) | 1995-06-15 |
JP3307979B2 (ja) | 2002-07-29 |
FR2675208B1 (fr) | 1993-06-11 |
DE69202617T2 (de) | 1995-09-21 |
US5243932A (en) | 1993-09-14 |
CN1066909A (zh) | 1992-12-09 |
DK0509372T3 (da) | 1995-08-28 |
CN1028791C (zh) | 1995-06-07 |
FI104115B1 (fi) | 1999-11-15 |
JPH06159108A (ja) | 1994-06-07 |
EP0509372A1 (fr) | 1992-10-21 |
FI921621A0 (fi) | 1992-04-10 |
FI104115B (fi) | 1999-11-15 |
KR920020069A (ko) | 1992-11-20 |
KR100240609B1 (ko) | 2000-01-15 |
DE69202617D1 (de) | 1995-06-29 |
FR2675208A1 (fr) | 1992-10-16 |
FI921621A (fi) | 1992-10-13 |
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