EP2446133A1 - Procédé pour faire fonctionner un moteur à combustion interne - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne

Info

Publication number
EP2446133A1
EP2446133A1 EP10728134A EP10728134A EP2446133A1 EP 2446133 A1 EP2446133 A1 EP 2446133A1 EP 10728134 A EP10728134 A EP 10728134A EP 10728134 A EP10728134 A EP 10728134A EP 2446133 A1 EP2446133 A1 EP 2446133A1
Authority
EP
European Patent Office
Prior art keywords
injection
fuel
pilot fuel
combustion
combustion chamber
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.)
Withdrawn
Application number
EP10728134A
Other languages
German (de)
English (en)
Inventor
Carsten Baumgarten
Johannes Eichmeier
Christina Sauer
Arne Schneemann
Ulrich Spicher
Christoph Teetz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP2446133A1 publication Critical patent/EP2446133A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
    • F02D41/3047—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug said means being a secondary injection of fuel
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine. Furthermore, the invention relates to a combustion chamber for an internal combustion engine for carrying out the presented method.
  • Internal combustion engines can basically be divided into two types, namely spark-ignited and compression-ignited internal combustion engines.
  • a stoichiometric mixture of air and fuel is usually introduced into the cylinder of the internal combustion engine, after which a piston compresses this mixture and ignites a spark plug at a predetermined crankshaft angle.
  • Compression-ignition internal combustion engines by contrast, operate at a higher compression ratio, typically in the range of 15 to 22. In these, air is introduced into a cylinder and compressed. In the area of the end of the compression stroke, when the trapped air has a sufficiently high temperature, fuel is injected, which ignites.
  • PCCI Combustion charge compression ignition
  • HCCI homogeneous charge compression ignition
  • Document DE 10 2006 007 279 A1 describes a method for operating a compression ignition internal combustion engine operating in the PCCI mode with a dual fuel injection system. In this, by injecting a secondary fuel into the intake air flow or directly into the cylinder, the load limit of quietly operating a compression-ignition engine is extended.
  • HCCI combustion processes were presented, which differ mainly in the nature of mixture formation. Examples are PREDIC, HCDC, HCLI, HPLI, etc. In these combustion processes, injection and combustion of the diesel fuel are largely decoupled, so that a direct accessibility to the start of combustion, which strongly influences emissions and fuel consumption, is not given. It should also be noted that HCCI combustion processes have increased emissions of unburned hydrocarbons (HC) and carbon monoxide (CO) due to lean, cold combustion. Another disadvantage is the limited map area in which HCCI methods can be realized.
  • Limiting factors are the maximum permissible pressure gradient and the permissible peak pressure, so that it is necessary to switch over to the respective conventional combustion processes, ie diesel heterogeneous or Otto spark ignited, even in the partial load range. These limiting variables are highly dependent on the motor used and the application. At high loads occur despite charge dilution, steep pressure gradients limit the operating range of HCCI combustion processes.
  • the presented method is for operating an internal combustion engine, in which a homogeneous basic mixture which is typically heavily diluted with exhaust gas and / or air is ignited by additionally injecting a pilot fuel, wherein the injection time of the pilot fuel is chosen such that no complete homogenization, i. only a partial homogenization of the pilot fuel with the base mixture takes place.
  • the pilot fuel is injected about 70 to 20 0 KW before ZOT, preferably 70 to 30 0 KW before ZOT.
  • pilot fuel diesel can be used as a pilot fuel diesel.
  • the pilot fuel amount is about 5% to 15% of the total fuel amount, at low load less, about 5%, than at low load, about 15%.
  • Gasoline can be used as the fuel for the base mixture.
  • Further fuels for the homogeneous basic mixture are iso-octane, ethanol, methanol, LNG, LPG or CNG.
  • the base mixture may also contain portions of a diesel fuel.
  • Alternatives to the pilot fuel are n-heptane, kerosene or naphtha.
  • the injection timing can be selected depending on certain boundary conditions. Thus, the injection timing can be adjusted depending on the number of injection holes. In the embodiment of the method, six to twelve injection holes are used for injecting the pilot fuel.
  • the injection pressure; the pilot injection can be between 300 and 1200 bar, preferably between 800 and 1200 bar.
  • the basic mixture can be achieved with a port injection or a direct injection.
  • the presented combustion chamber in an internal combustion engine serves for a combustion method, in particular for a combustion method of the type described above, and has a first means for introducing a fuel for a base mixture and an injection for injecting a pilot fuel, wherein the combustion chamber is configured such that this injection takes place as a function of a crank angle of the internal combustion engine.
  • six to twelve injection holes are provided for injecting the pilot fuel.
  • a so-called dual-fuel combustion method combustion method with two fuels
  • combustion method with two fuels combustion method with two fuels
  • the fuel in the base mixture is, for example, gasoline.
  • Diesel can be used as a pilot fuel.
  • the pilot fuel has to enter the combustion chamber at a certain time in order to take over the control of the combustion on the one hand and to achieve very low soot and nitrogen oxide emissions on the other hand.
  • the method requires, at least in some of the embodiments, an extremely high charge dilution with external exhaust gas recirculation (EGR), since the ignitability of the mixture is increased by the targeted pilot injection.
  • EGR exhaust gas recirculation
  • the described combustion process can be used in the entire engine map area.
  • future emission regulations can be met without complex and costly exhaust gas treatment measures.
  • a homogeneous basic mixture diluted strongly with air and / or exhaust gas is produced by the heterogeneous injection of a small amount of easily inflammable pilot fuel (for example diesel fuel EN590, kerosene), about 5% to 15% of the total fuel quantity, safely and quickly ignited.
  • a small amount of easily inflammable pilot fuel for example diesel fuel EN590, kerosene
  • the injection of the highly flammable pilot fuel offers the opportunity to control the combustion. At the same time, this ensures reliable ignition even at very high EGR rates.
  • the time of the pilot Injection injection has a decisive influence on combustion and emissions.
  • the auto-ignition is controlled by the supply of a more ignition-willing fuel.
  • Another dual-fuel combustion process is characterized by the combination of an Otto HCCI combustion process with the mechanical design and the field of application of a large diesel engine.
  • This combination makes it possible to cover the complete engine map of a C & I application. This eliminates the need to switch between two combustion processes, which in turn facilitates the controllability and allows the lowest nitrogen oxide and soot emissions in the entire map area.
  • applications in the field of marine engines and generators are conceivable.
  • diesel HCCI homogeneous diesel combustion
  • the high ignitability of the diesel fuel leads to such high pressure gradients that even the mechanical load limits of large diesel engines can be exceeded. Therefore, the diesel HCCI combustion process should be used primarily in the partial load range ( ⁇ 50% load). It should be noted that in today's structure (maximum peak pressure ⁇ 100 bar in naturally aspirated engines) of gasoline engines and the requirements for acoustics and cold start operation, the Otto HCCI combustion process should also be used only at low loads and speeds. In contrast, diesel engines offer the optimal conditions for Otto HCCI.
  • EGR exhaust gas recirculation
  • two-stage supercharging two-stage supercharging
  • the high exhaust gas recirculation rate has the purpose of setting a desired start of combustion and a desired burning time of the charge.
  • the exhaust gas recirculation rate can be adjusted depending on load and speed. Compared to an application in passenger cars, significantly higher pressure gradients, for example 100 bar / ms, are permissible, so that a mean effective pressure of 20 bar at 1,300 l / min can be achieved.
  • the two-stage turbocharger charge should be adjusted to provide the required air at maximum torque. Due to the required exhaust gas recirculation rate for diluting the charge in the combustion chamber, the turbines of the ATL have to be smaller by a factor of 3 to 4 compared to conventional diesel applications with regard to their flow rate.
  • a cooled EGR should be provided in order to achieve maximum torque and maximum power.
  • Figure 1 shows different mixture formation in dual-fuel operation.
  • FIG. 2 shows pressure curves as a function of the injection time.
  • FIG. 3 shows the sequence of injection and combustion.
  • FIG. 1 shows different mixture forms with associated combustion in dual-fuel operation.
  • the injection of the pilot fuel takes place at different times with respect to ignition TDC or ZOT (TDC: top dead center).
  • a combustion chamber 10 is shown, in which a homogeneous gasoline-diesel mixing region 12 is present, wherein a pilot jet 14 is introduced.
  • combustion chamber 20 In the middle of the illustration, another combustion chamber 20 is shown with a homogeneous gasoline-diesel mixing area 22 and a flame front 24.
  • a third combustion chamber 30 On the right side of the illustration, a third combustion chamber 30 is shown with a pilot beam 32 and a flame front 34.
  • Figure 1 illustrates the influence of the injection timing of the pilot fuel amount. If the pilot fuel is injected into the combustion chamber 10 at a very early stage, approximately 180 to 70 0 KW before ZOT, then the pilot-ignition pilot fuel mixes almost with the base mixture until ZOT, which corresponds to an HCCI combustion process. In this case, the injection timing does not affect the combustion position. Very early injection times result in extremely low soot and NO x emissions.
  • the combustion position can be controlled by means of the injection valve. In this case, an early injection in said angular range leads to a later combustion, since the pressure and temperature level here is lower than in a later injection, which has a shorter ignition delay.
  • pilot fuel as shown on the right side of Figure 1, about 20 to 0 0 KW injected before ZOT, the homogenization is insufficient and the combustion shifts in conjunction with strong knocking phenomena towards earlier times. NO x and soot emissions increase significantly.
  • the illustration shows that injection of the pilot fuel in the range of approximately 70 to 20 0 KW before ZOT is to be aimed for, with the pilot injection quantity amounting to approximately 5% to 15% of the total fuel quantity.
  • this range varies depending on further boundary conditions, such as, for example, the number of spray holes in the fuel nozzle of the pilot fuel. With increasing number of spray holes, the homogenization of the fuel improves, so that with twelve spray holes compared to six spray holes about 10 to 20 0 KW can be injected later, without leaving the partially homogeneous range.
  • an injection number of six to twelve, preferably eight to twelve has been found, with their spatial arrangement shows significant effects on the combustion.
  • the spray holes in two or more cascades in conjunction with different spray hole angles, the fuel can be better distributed in the combustion chamber.
  • the igniters arise with better spatial distribution, the tendency to knock decreases.
  • an injection pressure of the pilot injection of 300 to 1,200 bar has been found suitable. Higher pressures are not required due to the small pilot fuel amount.
  • the required EGR rate varies depending on the load point. Although a dilution with air is sufficient up to an indexed mean pressure of 11 bar and, if necessary, an EGR rate of 15% offers advantages in terms of consumption and emissions, 50 to 60% external EGR is required for an indicated mean pressure of 16 bar to prevent knocking burns and to ensure moderate pressure rise burrs.
  • a homogeneous basic mixture can be achieved both with a port injection and with a direct injection.
  • the engine is started in a version with 100% pilot fuel.
  • the basic mixture is continuously increased until the pilot fuel quantity is only approx. 5% to 15% of the total fuel quantity. At loads of more than 3 bar pme and speeds of more than 1,000 rpm, this is about 10%, for loads greater than 12 bar pme it is about 5%.
  • the pilot fuel quantity may need to be increased (15%) to achieve a safe ignition. Then the injection of the pilot fuel takes place between 70 and 20 0 KW. With increasing engine load, the EGR rate increases from 0% at idle to about 50 to 70% at full load.
  • FIG. 2 shows different pressure profiles as a function of the crank angle 0 KW.
  • a first curve shows the course at an injection time of the pilot fuel of 10 C KW before ZOT.
  • a second curve 56 shows the course at 25 ° CA before ZOT.
  • a third curve 58 shows the dependence at 35 0 KW before ZOT again.
  • FIG. 3 shows the sequence of injection and combustion.
  • the abscissa 70 the crank angle is plotted in 0 KW.
  • a curve 72 shows the cylinder pressure curve.
  • the pilot injection takes place.
  • the injection of the gasoline is made.
  • the inlet opens.
  • Figure 3 shows that pilot fuel injection is performed during compression.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne et une chambre de combustion (10, 20, 30) pour un tel moteur à combustion interne. Selon ce procédé, un mélange de base dilué est enflammé par injection supplémentaire d'un carburant pilote à un moment d'injection, le moment d'injection du carburant pilote étant sélectionné de telle manière qu'aucune homogénéisation complète du carburant pilote avec le mélange de base n'ait lieu.
EP10728134A 2009-06-26 2010-06-24 Procédé pour faire fonctionner un moteur à combustion interne Withdrawn EP2446133A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009030837 2009-06-26
PCT/EP2010/003795 WO2010149362A1 (fr) 2009-06-26 2010-06-24 Procédé pour faire fonctionner un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2446133A1 true EP2446133A1 (fr) 2012-05-02

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP10728134A Withdrawn EP2446133A1 (fr) 2009-06-26 2010-06-24 Procédé pour faire fonctionner un moteur à combustion interne

Country Status (8)

Country Link
US (1) US20120173125A1 (fr)
EP (1) EP2446133A1 (fr)
JP (1) JP2012530867A (fr)
KR (1) KR20120058502A (fr)
CN (1) CN102483007A (fr)
DE (1) DE102009051137A1 (fr)
RU (1) RU2541346C2 (fr)
WO (1) WO2010149362A1 (fr)

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DE102009051137A1 (de) 2011-01-05
JP2012530867A (ja) 2012-12-06
US20120173125A1 (en) 2012-07-05
CN102483007A (zh) 2012-05-30
WO2010149362A1 (fr) 2010-12-29
KR20120058502A (ko) 2012-06-07
RU2541346C2 (ru) 2015-02-10
RU2012102607A (ru) 2013-08-10

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