EP3121428A1 - Method for operating a large diesel engine, use of this method and large diesel engine - Google Patents

Method for operating a large diesel engine, use of this method and large diesel engine Download PDF

Info

Publication number
EP3121428A1
EP3121428A1 EP16167075.7A EP16167075A EP3121428A1 EP 3121428 A1 EP3121428 A1 EP 3121428A1 EP 16167075 A EP16167075 A EP 16167075A EP 3121428 A1 EP3121428 A1 EP 3121428A1
Authority
EP
European Patent Office
Prior art keywords
gas
large diesel
engine
diesel engine
fuel
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.)
Granted
Application number
EP16167075.7A
Other languages
German (de)
French (fr)
Other versions
EP3121428B1 (en
Inventor
Marcel Ott
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.)
Winterthur Gas and Diesel AG
Original Assignee
Winterthur Gas and Diesel AG
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 Winterthur Gas and Diesel AG filed Critical Winterthur Gas and Diesel AG
Publication of EP3121428A1 publication Critical patent/EP3121428A1/en
Application granted granted Critical
Publication of EP3121428B1 publication Critical patent/EP3121428B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F02D41/0025—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
    • 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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • 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
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
    • F02B69/04—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel for gaseous and non-gaseous fuels
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0657—Heavy or light fuel oils; Fuels characterised by their impurities such as sulfur content or differences in grade, e.g. for ships
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/066—Retrofit of secondary fuel supply systems; Conversion of engines to operate on multiple fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • F02D19/105—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • 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
    • 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/04—Two-stroke combustion engines with electronic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state

Definitions

  • the invention relates to a method for operating a large diesel engine, a large diesel engine and the use of the method according to the preamble of the independent claim of the respective category.
  • Large diesel engines which may be designed as two-stroke or four-stroke engines, for example as longitudinally-scavenged two-stroke large diesel engines, are often used as propulsion units for ships or in stationary operation, e.g. used to drive large generators for generating electrical energy.
  • the engines usually run for long periods in continuous operation, which places high demands on the reliability and availability. Therefore, for the operator in particular long maintenance intervals, low wear and an economical handling of the operating materials are central criteria.
  • a gas e.g. a natural gas such as LNG (liquefied natural gas), or a gas in the form of an autogas or other suitable for driving an internal combustion engine gas burned while in a liquid mode
  • a suitable liquid fuel such as gasoline, diesel, heavy oil or other suitable liquid fuels in the same engine can be burned.
  • the engines can be both two-stroke and four-stroke engines and it may be small, medium-sized but also large engines, especially also longitudinally purged two-stroke large diesel engines.
  • large diesel engine also means those large engines that can be operated except in diesel mode, which is characterized by the auto-ignition of the fuel, in a Otto operation, which is characterized by the spark ignition of the fuel, or in mixed forms of these two.
  • large diesel engine also includes, in particular, the aforementioned dual-fuel engines and those large engines in which the self-ignition of the fuel is used for the spark ignition of another fuel.
  • the fuel In liquid mode, the fuel is usually introduced directly into the combustion chamber of the cylinder and burns there according to the principle of auto-ignition.
  • the gas mode it is known to mix the gas in the gaseous state with the purging air according to the Otto principle, so as to produce an ignitable mixture in the combustion chamber of the cylinder.
  • the ignition of the mixture in the cylinder is usually carried out by a small amount of liquid fuel is injected at the right moment in the combustion chamber of the cylinder or in an antechamber, which then leads to the ignition of the air-gas mixture.
  • One Dual-fuel engine can be switched from gas mode to liquid mode during operation and vice versa.
  • the purge or charge air is usually provided by a turbocharger, which generates a purge or supercharger pressure, which depends on the load of the engine and thus on the power or on the torque or the rotational speed of the engine.
  • a turbocharger which generates a purge or supercharger pressure, which depends on the load of the engine and thus on the power or on the torque or the rotational speed of the engine.
  • the mass of the air in the cylinder can be calculated and then for the respective required drive torque, which is generated by the engine, or for the desired speed determine a suitable amount of the gaseous fuel, which leads to an optimal combustion process for this operating condition ,
  • the correct adjustment of the air-gas ratio is of crucial importance for a low-emission, efficient and economical operation of the engine. If the proportion of gas is too high, it will Air-gas mixture too rich. The combustion of the mixture takes place too fast or too early, which can lead to knocking of the engine. Since the combustion process is then no longer correctly matched to the piston movement in the cylinder, this also leads among other things to the fact that the combustion partly works against the movement of the piston.
  • the object of the invention solving this object are characterized by the features of the independent claim of each category.
  • the amount of gas supplied to an upper limit which is such that the combustion of the air-gas mixture in the cylinder does not fall within the range of too fast or knocking combustion, it is possible to use the gas mode even in the case of sudden combustion , frequent or periodic load changes or load changes continue to be used without the risk of inefficient, polluting and uneconomic operation.
  • the lack of power due to the limited or reduced gas supply to achieve the desired setpoint speed is then generated by introducing in transient mode, in addition to the gas, a predetermined amount of liquid fuel into the cylinder, the combustion of which provides the lack of power.
  • the large diesel engine is preferably designed as a dual-fuel engine for combustion of a gas and for combustion of a liquid fuel, in particular diesel or heavy oil.
  • the method according to the invention thus makes it possible for a dual-fuel engine to be operated efficiently even in the case of sudden and frequent load changes in the gas mode. In the case of the important application example of a large diesel engine as the drive unit of a ship, this means that it can continue to be used efficiently even in heavy seas of the gas mode.
  • the inventive method increases the smoothness of the engine and the speed fluctuations are significantly reduced.
  • the transient mode is initiated manually.
  • the operator can activate the transient mode of the engine when heavy swell occurs.
  • the transient mode is initiated as a function of at least one of the following parameters: current pressure of the purge air, cylinder pressure, calculated air-to-gas ratio, signal of a knock detector, ratio of engine speed to load, change the ratio of engine speed to load, engine torque, torque change, amount of fuel needed for injection, change in amount of fuel needed for injection.
  • current pressure of the purge air cylinder pressure
  • calculated air-to-gas ratio signal of a knock detector
  • ratio of engine speed to load change the ratio of engine speed to load
  • engine torque torque change
  • amount of fuel needed for injection change in amount of fuel needed for injection.
  • change in amount of fuel needed for injection change in amount of fuel needed for injection.
  • the additional amount of the liquid fuel can be introduced by means of an injection device into the combustion chamber, which is used in a liquid mode of the large diesel engine.
  • the additional amount of the liquid fuel can be introduced by means of a pilot injection device into the combustion chamber, which is used in the gas mode for igniting the gas.
  • the additional amount of the liquid fuel can be introduced by means of a separate injection device into the combustion chamber, which is provided for the transient mode.
  • the supply of the gas into the cylinder can take place through a cylinder liner.
  • Known gas supply systems are known per se, which are provided on the wall of the cylinder and introduce the gas through the cylinder liner into the interior of the cylinder.
  • Such gas supply systems are preferably arranged to introduce the gas at a location in the cylinder which has a distance from the top or bottom dead center of the piston in the cylinder, in particular one which 40% -60%, preferably 50%, of the distance between the top dead center and the bottom dead center.
  • the supply of the gas into the cylinder can also be done on a cylinder head. Also for this gas supply systems are known
  • the gas can be supplied to the purging air before the purging air is introduced into the cylinder or when the purging air is introduced into the cylinder.
  • the last-mentioned variant can in particular also be realized in such a way that one or more gas inlet nozzles are provided on one or more webs which separate adjacent scavenging air openings or scavenging air slots from one another.
  • a large diesel engine is also proposed, which is operable at least in a gas mode and which is operated according to a method according to the invention.
  • the large diesel engine is preferably designed as a dual-fuel engine for combustion of a gas and for combustion of a liquid fuel, in particular diesel or heavy oil.
  • a motor control which comprises a control device for initiating and executing the transient mode.
  • the use of a method according to the invention for retrofitting a large diesel engine, in particular a duel-fuel engine is proposed. Since the inventive method can be implemented in many cases without major additional equipment expense, it is particularly suitable for retrofitting already existing large diesel engines or retrofit, so this particular efficient in frequent and sudden load changes, for example in heavy seas, efficiently can be operated environmentally friendly.
  • this embodiment of the large diesel engine can be operated in a liquid mode in which only a liquid fuel is injected into a combustion chamber of a cylinder.
  • the liquid fuel such as heavy oil or diesel oil injected at a suitable time directly into the combustion chamber and ignites there according to the diesel principle of auto-ignition.
  • the large diesel engine can also be operated in a gas mode in which serving as a fuel gas, such as natural gas, is brought in the form of an air-gas mixture in the combustion chamber for ignition.
  • the large diesel engine operates in gas mode according to a low-pressure method, ie the gas is introduced into the cylinder in the gaseous state.
  • the mixing with the air can take place in the cylinder itself or even before the cylinder.
  • the air-gas mixture is in the combustion chamber after the Otto-Principle externally ignited. This spark ignition is usually caused by the fact that at a suitable moment a small amount of liquid fuel is introduced into the combustion chamber, which then self-ignites and thereby causes the spark ignition of the air-gas mixture.
  • the large diesel engine can be configured both as a four-stroke engine and as a two-stroke engine.
  • the large diesel engine is designed as a longitudinally flushed two-stroke large diesel engine, which operates in liquid mode with a common rail system.
  • the design and components of a large diesel engine such as the liquid mode injection system, the gas mode gas delivery system, the gas exchange system, the exhaust system or the turbocharger system for providing the charge air, and the control and control system for a large diesel engine
  • a large diesel engine such as the liquid mode injection system, the gas mode gas delivery system, the gas exchange system, the exhaust system or the turbocharger system for providing the charge air, and the control and control system for a large diesel engine
  • the skilled worker is well known both for the design as a two-stroke engine and for the design as a four-stroke engine and therefore need no further explanation here.
  • scavenging air slots are provided in the lower region of each cylinder or cylinder liner, which are periodically closed and opened by the movement of the piston in the cylinder, so that provided by the turbocharger under a boost pressure scavenging air through the Purging air slots can flow into the cylinder, as long as they are open.
  • a usually centrally arranged exhaust valve is provided, through which the combustion gases can be discharged after the firing process from the cylinder into the exhaust system.
  • the liquid fuel one or more fuel injection nozzles are provided, which are arranged for example in the cylinder head in the vicinity of the exhaust valve.
  • a gas supply system which comprises at least one gas inlet valve with a gas inlet nozzle.
  • the gas inlet nozzle is typically in the wall of the Cylinder provided, for example, at a height which is approximately in the middle between the top and bottom dead center of the piston.
  • the efficiency and low-emission combustion of the air-gas mixture are very sensitive to the ratio of the amount of air and the amount of gas. This ratio is usually expressed by the ⁇ value, which is the ratio of the mass of air available for combustion and the mass of gas used as the fuel.
  • the optimum air-to-gas ratio depends on the drive torque to be generated by the engine and thus on the desired speed of the ship. Since large diesel engines are usually connected directly to the ship's propeller, each speed corresponds to a speed of the engine.
  • Fig. 1 shows a schematic representation of an exemplary relationship between the air-to-gas ratio 1 and the engine-generated torque 2, which drives the ship.
  • This illustration applies to a particular torque, which corresponds to a certain speed of the ship - or a certain speed of the engine - as the ship moves in essentially calm waters.
  • Torque 2 represented the BMEP (Brake Mean Effective Pressure) torque, which is essentially one over a work cycle (a period of piston movement for two-stroke engines and two Periods of piston movement for four-stroke engines) is averaged torque.
  • BMEP Brain Mean Effective Pressure
  • the air-gas mixture is too rich, that is there is too little air in the mixture. Too rich a mixture can lead to various problems, namely that the combustion takes place too fast (fast combustion) or that the engine begins to knock or the mixture in the cylinder then usually by auto-ignition due to the too high content of gas too early (based on the duty cycle) begins to burn (pre-ignition).
  • the air-gas mixture is too lean, that is, there is not enough gas for optimal combustion in the combustion chamber available.
  • Fig. 2 shows a schematic representation of an embodiment of the inventive method.
  • the starting point is in a step 10 that the large diesel engine is operated in gas mode. If the ship is now in heavy seas, this state can be detected by observation of the operating personnel 11 and / or on the basis of the evaluation of operating parameters by the engine control or other control devices in step 12. If the heavy load changes caused thereby are judged to be too great, it is decided in a step 13 to switch the large diesel engine into a transient mode. In this transient mode, a setpoint for the speed or the torque to be generated by the motor is first determined. This may, for example, be the value which corresponds to the movement of the ship in calm water.
  • the controller determines an upper limit on the amount of gas provided as fuel per cycle of operation of the large diesel engine.
  • This upper limit is set so that the available purging air is sufficient to burn the maximum amount of gas defined by the upper limit in such a way as to avoid the area of "almost combustion" and / or knocking combustion. So gas mixture does not get too fat.
  • the upper limit for the maximum allowable amount of gas to avoid exceeding the knock limit 3 depends on the mass of air present in the cylinder. At known Cylinder volume, this mass of air can be determined using the available boost pressure of the purge air. Of course, the fluctuations in the boost pressure are taken into account, ie it is advantageously from a minimum boost pressure, which is available in any case.
  • a suitable upper limit for the amount of gas can of course also empirical values or other known operating variables of the large diesel engine incorporated.
  • the currently available boost pressure of the scavenging air is used for determining the upper limit of the amount of gas.
  • This charge pressure is usually detected by measurement in a large diesel engine and is thus available in the control device or can be transmitted to it.
  • the determination of the upper limit for the gas quantity can be determined with the aid of the difference between the instantaneous value of the available charge pressure of the purging air and the required charge pressure of the purging air.
  • the required boost pressure for the current operating parameters is stored, for example, in look-up tables or matrices.
  • the control device then includes a charge pressure dependent upper limit for the amount of gas that can be supplied to the cylinder as fuel gas and limits the amount of gas to this upper limit.
  • the controller further determines, in step 14, an additional amount of liquid fuel which is calculated to be the difference between the desired value for the speed or the torque and equalizes the value achievable with the maximum amount of gas.
  • the controller determines that value for the torque or speed achievable with the maximum amount of gas defined by the upper limit. Then the difference between the setpoint and this value is determined. Subsequently, the amount of liquid fuel needed to make up for this difference is determined.
  • the determined amount of gas is introduced into the cylinder in step 15 and brought there for combustion as in the gas mode.
  • the previously determined amount of liquid fuel is introduced into the cylinder in step 16 and ignites itself there.
  • the self-ignition of the liquid fuel can be used for the spark ignition of the air-gas mixture.
  • step 17 is checked continuously or at regular intervals by observations of the operating staff and / or by the determination of the operating parameters, whether the conditions for the activation of the transient mode are still met. If so, the transient mode is maintained as indicated by arrow 18 in FIG Fig. 2
  • the values for the upper limit of the amount of gas and for the additional amount of liquid fuel are checked or updated.
  • step 19 it is possible to switch back to the normal gas mode.
  • the control device for initiating and executing the transient mode is preferably integrated in the engine control.
  • the setpoint for the engine speed i. the speed or set point for the torque is maintained without the combustion of the gas being in the range of "fast combustion" and / or knocking and / or pre-ignition on gas ensures that the air-gas mixture in the combustion chamber is not too rich.
  • a dual-fuel large diesel engine which operates in gas mode according to the Otto principle, a reach at least approximately the same load change response, such as a working only on the diesel principle large diesel engine, which is operated exclusively with liquid fuel.
  • the air-gas mixture does not become too rich in the process according to the invention or in the large diesel engine according to the invention, and on the other hand, the proportion of combustion associated with the liquid fuel is much less sensitive to an insufficient boost pressure of the scavenging air.
  • the running stability of the large diesel engine can be improved and the speed fluctuations can be reduced.
  • the schematic representation in Fig. 3 illustrates the interaction of the gas combustion and the combustion of the liquid fuel in the transient mode again by way of example.
  • the torque T of the large diesel engine is plotted as a function of time t, as can occur in heavy seas.
  • the high undulations to which the vessel is then exposed cause an approximately periodic change in the torque T.
  • the curve G shows the proportion of the torque caused by the combustion of the gas, the maximum amount of gas being limited the available purging air is sufficient so that the air-gas mixture does not become too rich.
  • the two curves with the reference symbol F, which delimit the hatched areas show the additional contribution to the torque T which is generated by the additional combustion of the liquid fuel.
  • the large diesel engine is designed as a dual-fuel engine, can be used for the injection of liquid fuel, the same injector used in liquid mode for the injection of the fuel.
  • liquid fuel is introduced by means of a pilot injection device into the combustion chamber, which is used in the gas mode for igniting the air-gas mixture.
  • a gas supply system can be provided with at least one gas inlet nozzle, which is arranged in the cylinder liner, so that the gas can be introduced into the cylinder and mixed there with the purging air to the ignitable air-gas mixture.
  • Another possibility is to supply the gas to the purging air before the purging air is introduced into the cylinder.
  • the gas then already mixes outside the interior of the cylinder with the purging air to form an air-gas mixture, which is then introduced into the cylinder, for example through the purging air slots or purging air openings.
  • the gas supply into the scavenging air at a point between the outlet of the turbocharger system and the inlet openings in the interior of the cylinder, for example, the scavenge air slots take place.
  • the gas it is also possible to supply the gas to the purging air when the purging air is introduced into the cylinder.
  • the operating parameters which in step 12 ( Fig. 2 ) are determined or analyzed to judge in step 13, whether to switch to the transient mode are preferably those parameters that are already present in the engine control, so anyway recorded for operation or during operation of the large diesel engine, or from such Parameters derivable quantities. It is also possible that only one operating parameter is used for the decision to switch to transient mode, or the decision to switch to transient mode is made solely on the basis of the observations by the operating personnel, which can also initiate the transient mode manually.
  • one or more of the following quantities are suitable as operating parameters for step 12 or the decision in step 13:
  • the inventive method can also be used in particular to retrofit existing large diesel engines, especially dual-fuel engines. Since in such large diesel engines the apparatus requirements for carrying out a method according to the invention are often already met or can be realized with little effort or conversion, it is often possible to make the large diesel engine ready for transient operation by appropriate adjustments or additions in the engine control. This possibility of retrofitting is a great advantage, especially with regard to compliance with the emission limit values.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Es wird ein Verfahren zum Betreiben eines Grossdieselmotors vorgeschlagen, welcher zumindest in einem Gasmodus betreibar ist, in welchem ein Gas als Brennstoff in einen Zylinder eingebracht wird, wobei während des Betriebs im Gasmodus (10) ein Zustand starker Lastwechsel detektiert wird (13) und dann der Grossdieselmotor in einem Transientmodus betrieben wird, der die folgenden Schritte umfasst: - Festlegen eines Sollwertes für die Drehzahl oder das Drehmoment des Motors - Bestimmen einer Obergrenze für die Menge an Gas (14), die pro Arbeitszyklus des Grossdieselmotors als Brennstoff bereitgestellt wird, - Bestimmen einer Zusatzmenge eines flüssigen Brennstoffs (14), der zusätzlich zu dem Gas in den Brennraum eingebracht wird, wobei die Zusatzmenge so bemessen ist, dass der Sollwert für die Drehzahl realisiert wird. Ferner wird ein Grossdieselmotor vorgeschlagen, der nach einem solchen Verfahren betrieben wird.A method is proposed for operating a large diesel engine which is operable in at least a gas mode in which a gas is introduced as fuel into a cylinder, during operation in the gas mode (10) a state of heavy load changes is detected (13) and then the large diesel engine is operated in a transient mode, comprising the following steps: - Specifying a setpoint for the speed or torque of the motor Determining an upper limit for the amount of gas (14) provided as fuel per duty cycle of the large diesel engine, - Determining an additional amount of a liquid fuel (14), which is introduced in addition to the gas in the combustion chamber, wherein the additional amount is dimensioned so that the target value for the rotational speed is realized. Furthermore, a large diesel engine is proposed, which is operated by such a method.

Description

Die Erfindung betrifft ein Verfahren zum Betreiben eines Grossdieselmotors, einen Grossdieselmotor und die Verwendung des Verfahrens gemäss dem Oberbegriff des unabhängigen Patentanspruchs der jeweiligen Kategorie.The invention relates to a method for operating a large diesel engine, a large diesel engine and the use of the method according to the preamble of the independent claim of the respective category.

Grossdieselmotoren, die als Zweitakt- oder als Viertakt-Maschinen ausgestaltet sein können, beispielsweise als längsgespülte Zweitakt-Grossdieselmotoren, werden häufig als Antriebsaggregate für Schiffe oder auch im stationären Betreib, z.B. zum Antrieb grosser Generatoren zur Erzeugung elektrischer Energie eingesetzt. Dabei laufen die Motoren in der Regel über beträchtliche Zeiträume im Dauerbetrieb, was hohe Anforderungen an die Betriebssicherheit und die Verfügbarkeit stellt. Daher sind für den Betreiber insbesondere lange Wartungsintervalle, geringer Verschleiss und ein wirtschaftlicher Umgang mit den Betriebsstoffen zentrale Kriterien.Large diesel engines, which may be designed as two-stroke or four-stroke engines, for example as longitudinally-scavenged two-stroke large diesel engines, are often used as propulsion units for ships or in stationary operation, e.g. used to drive large generators for generating electrical energy. The engines usually run for long periods in continuous operation, which places high demands on the reliability and availability. Therefore, for the operator in particular long maintenance intervals, low wear and an economical handling of the operating materials are central criteria.

Ein weiterer wesentlicher Punkt ist seit einigen Jahren mit zunehmender Bedeutung die Qualität der Abgase, insbesondere die Stickoxid Konzentration in den Abgasen. Hier werden die rechtlichen Vorgaben und Grenzwerte für die entsprechenden Abgasgrenzwerte immer weiter verschärft. Das hat insbesondere bei Zweitakt-Grossdieselmotoren zur Folge, dass die Verbrennung des klassischen, mit Schadstoffen hoch belasteten Schweröls, aber auch die Verbrennung von Dieselöl oder anderen Brennstoffen problematischer wird, weil die Einhaltung der Abgasgrenzwerte immer schwieriger, technisch aufwändiger und damit teurer wird oder am Ende deren Einhaltung gar nicht mehr sinnvoll möglich ist.Another important point for some years now is the increasing importance of the quality of the exhaust gases, in particular the nitrogen oxide concentration in the exhaust gases. Here, the legal requirements and limit values for the corresponding emission limits are being tightened. This has in particular in two-stroke large diesel engines with the result that the combustion of the classic, highly polluted with pollutants heavy fuel, but also the combustion of diesel oil or other fuels is problematic, because the compliance with the exhaust limits always more difficult, technically complex and therefore more expensive or at the end of their compliance is no longer meaningfully possible.

In der Praxis besteht daher bereits seit langem das Bedürfnis nach sogenannten "Dual-Fuel Motoren", also Motoren, die mit zwei unterschiedlichen Brennstoffen betrieben werden können. In einem Gasmodus wird ein Gas, z.B. ein Erdgases wie LNG (liquefied natural gas), oder ein Gas in Form eines Autogases oder eines anderen zum Antrieb einer Brennkraftmaschine geeigneten Gases verbrannt, während in einem Flüssigmodus ein geeigneter flüssiger Brennstoff wie Benzin, Diesel, Schweröl oder andere geeignete flüssige Brennstoffe in demselben Motor verbrannt werden können. Die Motoren können dabei sowohl Zweitakt- als auch Viertaktmotoren sein und es kann sich dabei um kleine, mittelgrosse aber auch um Grossmotoren, insbesondere auch um längsgespülte Zweitakt-Grossdieselmotoren handeln.In practice, therefore, has long been the need for so-called "dual-fuel engines", ie engines that can be operated with two different fuels. In a gas mode, a gas, e.g. a natural gas such as LNG (liquefied natural gas), or a gas in the form of an autogas or other suitable for driving an internal combustion engine gas burned while in a liquid mode, a suitable liquid fuel such as gasoline, diesel, heavy oil or other suitable liquid fuels in the same engine can be burned. The engines can be both two-stroke and four-stroke engines and it may be small, medium-sized but also large engines, especially also longitudinally purged two-stroke large diesel engines.

Mit dem Begriff "Grossdieselmotor" sind auch solche Grossmotoren gemeint, die ausser im Dieselbetrieb, der durch die Selbstzündung des Brennstoffs gekennzeichnet ist, auch in einem Ottobetrieb, der durch die Fremdzündung des Brennstoffs gekennzeichnet ist, oder in Mischformen aus diesen beiden betrieben werden kann. Ferner umfasst der Begriff Grossdieselmotor insbesondere auch die genannten Dual-Fuel-Motoren und solche Grossmotoren, bei denen die Selbstzündung des Brennstoffs zur Fremdzündung eines anderen Brennstoffs genutzt wird.The term "large diesel engine" also means those large engines that can be operated except in diesel mode, which is characterized by the auto-ignition of the fuel, in a Otto operation, which is characterized by the spark ignition of the fuel, or in mixed forms of these two. In addition, the term "large diesel engine" also includes, in particular, the aforementioned dual-fuel engines and those large engines in which the self-ignition of the fuel is used for the spark ignition of another fuel.

Im Flüssigmodus wird üblicherweise der Brennstoff direkt in den Brennraum des Zylinders eingebracht und verbrennt dort nach dem Prinzip der Selbstzündung. Im Gasmodus ist es bekannt, nach dem Otto-Prinzip das Gas im gasförmigen Zustand mit der Spülluft zu vermischen, um so im Brennraum des Zylinders ein zündfähiges Gemisch zu erzeugen. Bei diesem Niederdruckverfahren erfolgt die Zündung des Gemisches im Zylinder üblicherweise, indem im richtigen Moment eine kleine Menge flüssiger Brennstoff in den Brennraum des Zylinders oder in eine Vorkammer eingespritzt wird, die dann zur Zündung des Luft-Gas-Gemisches führt. Ein Dual-Fuel Motor kann während des Betriebs vom Gasmodus in den Flüssigmodus umgeschaltet werden und umgekehrt.In liquid mode, the fuel is usually introduced directly into the combustion chamber of the cylinder and burns there according to the principle of auto-ignition. In the gas mode, it is known to mix the gas in the gaseous state with the purging air according to the Otto principle, so as to produce an ignitable mixture in the combustion chamber of the cylinder. In this low-pressure method, the ignition of the mixture in the cylinder is usually carried out by a small amount of liquid fuel is injected at the right moment in the combustion chamber of the cylinder or in an antechamber, which then leads to the ignition of the air-gas mixture. One Dual-fuel engine can be switched from gas mode to liquid mode during operation and vice versa.

Aber auch reine Gasmotoren, also Motoren, die nur mit Gas und nicht alternativ noch mit Diesel, Schweröl oder einem anderen Brennstoff betreibbar sind werden nachgefragt, insbesondere dann, wenn hohe Abgasstandards gefordert sind, die mit vertretbarem technischen Aufwand wirtschaftlich sinnvoll nur durch die Verbrennung von Gas eingehalten werden können. Ein solcher reiner Gasmotor ist beispielweise in der WO 2010 147071 A1 angegeben. Weiterer Stand der Technik findet sich z.B. in der DE 10 2010 005814 A1 .But even pure gas engines, ie engines that are operated only with gas and not alternatively with diesel, heavy oil or other fuel are in demand, especially when high exhaust standards are required, the economically reasonable with reasonable technical effort only through the combustion of Gas can be maintained. Such a pure gas engine is for example in the WO 2010 147071 A1 specified. Further state of the art can be found, for example, in DE 10 2010 005814 A1 ,

Ganz gleich ob es sich um einen Dual-Fuel Motor oder um einen reinen Gasmotor handelt ist der Vorgang der Einbringung des Brennstoffs Gas in den Brennraum des Zylinders einer entsprechenden Hubkolbenbrennkraftmaschine von entscheidender Bedeutung für den zuverlässigen, schadstoffarmen und sicheren Betrieb eines solchen Motors.Whether it is a dual-fuel engine or a pure gas engine is the process of introducing the fuel gas into the combustion chamber of the cylinder of a corresponding reciprocating internal combustion engine of crucial importance for the reliable, low-pollution and safe operation of such an engine.

Im Gasmodus ist insbesondere das Einstellen des korrekten Verhältnisses von Spülluft zu Gas, das sogenannte Luft/Kraftstoffverhältnis, von entscheidender Bedeutung. In einem Grossdieselmotor wird die Spül- oder Ladeluft üblicherweise von einem Turbolader zur Verfügung gestellt, der einen Spül- oder Ladeluftdruck generiert, welcher von der Last des Motors und damit von der Leistung bzw. vom Drehmoment bzw. der Drehzahl des Motors abhängt. Für einen gegebenen Spülluftdruck lässt sich die Masse der Luft im Zylinder berechnen und dann für das jeweilige benötigte Antriebsmoment, welches vom Motor generiert wird, bzw. für die gewünschte Drehzahl eine geeignete Menge des gasförmigen Brennstoffs bestimmen, der für diesen Betriebszustand zu einem optimalen Verbrennungsprozess führt.In the gas mode in particular the setting of the correct ratio of purging air to gas, the so-called air / fuel ratio, is of crucial importance. In a large diesel engine, the purge or charge air is usually provided by a turbocharger, which generates a purge or supercharger pressure, which depends on the load of the engine and thus on the power or on the torque or the rotational speed of the engine. For a given purge air pressure, the mass of the air in the cylinder can be calculated and then for the respective required drive torque, which is generated by the engine, or for the desired speed determine a suitable amount of the gaseous fuel, which leads to an optimal combustion process for this operating condition ,

Insbesondere, wenn der Gasmodus nach dem Otto-Prinzip betrieben wird, ist die korrekte Einstellung des Luft-Gas-Verhältnisses von entscheidender Bedeutung für einen möglichst schadstoffarmen, effizienten und wirtschaftlichen Betrieb des Motors. Ist der Gasanteil zu hoch, so wird das Luft-Gas-Gemisch zu fett. Die Verbrennung des Gemischs erfolgt zu schnell oder zu früh was zum Klopfen des Motors führen kann. Da der Verbrennungsprozess dann nicht mehr korrekt auf die Kolbenbewegung im Zylinder abgestimmt ist, führt dies unter anderem auch dazu, dass die Verbrennung teilweise gegen die Bewegung des Kolbens arbeitet.In particular, if the gas mode is operated according to the Otto principle, the correct adjustment of the air-gas ratio is of crucial importance for a low-emission, efficient and economical operation of the engine. If the proportion of gas is too high, it will Air-gas mixture too rich. The combustion of the mixture takes place too fast or too early, which can lead to knocking of the engine. Since the combustion process is then no longer correctly matched to the piston movement in the cylinder, this also leads among other things to the fact that the combustion partly works against the movement of the piston.

Auch wenn die korrekte Einstellung des Luft-Gas-Verhältnisses in modernen Grossdieselmotoren unter normalen Betriebsbedingungenkeine grösseren Probleme mehr darstellt, so ergeben sich unter Betriebsbedingungen mit sehr plötzlichen, häufigen und starken Lastwechseln des Motors häufig Schwierigkeiten.Although the correct setting of the air-gas ratio in modern large diesel engines under normal operating conditions is no longer a major problem, so often arise under operating conditions with very sudden, frequent and heavy load changes of the engine difficulties.

Als ein Beispiel sei hier genannt, wenn ein von einem Grossdieselmotor angetriebenes Schiff in schweren Seegang gerät. Dies kann zur Folge haben, dass die von dem Motor direkt angetriebene Schiffsschraube durch den hohen Wellengang mehr oder minder periodisch teilweise oder sogar ganz aus dem Wasser herauskommt, um anschliessend wieder vollständig einzutauchen. Dies hat natürlich sehr grosse und plötzliche Lastwechsel des Motors, bzw. des vom Motor auf das Wasser übertragenen Antriebsdrehmoments zur Folge. Da das Turboladersystem zur Bereitstellung der Spülluft phasenverschoben auf den Lastwechsel des Motors reagiert, kann es in solchen Betriebszuständen sehr leicht passieren, dass das Luft-Gas-Gemisch im Zylinder aufgrund eines zu niedrigen Spülluftdrucks zu fett wird, was dann zu einer schnellen oder klopfenden Verbrennung führt, die natürlich nachteilig ist. Solche schnellen und plötzlichen Lastwechsel sind im Gasmodus in der Praxis nur sehr schwer oder gar nicht mehr regelbar, sodass beispielsweise ein Herunterfahren der Motorleistung oder eine ständige Änderung bzw. Anpassung der Motordrehzahl notwendig wird oder aber ein Wechsel vom Gasmodus in den Flüssigmodus.Bei einem Grossdieselmotor, der im Flüssigmodus beispielsweise mit Schweröl betrieben wird, ist es jedoch aufgrund der geltenden Abgasbestimmungen gar nicht mehr zulässig, ihn in Küstennähe im Flüssigmodus zu betreiben, weil sich im Flüssigmodus die Abgasgrenzwerte nicht mehr einhalten lassen.An example of this is when a ship powered by a large diesel engine gets into rough seas. This can have the consequence that the ship's propeller, which is directly driven by the engine, comes out more or less periodically partly or even completely out of the water due to the high waves, in order subsequently to completely submerge again. This has of course very large and sudden load changes of the engine, or of the motor transmitted to the water drive torque result. Since the turbocharger system reacts out of phase with the engine to provide the purge air, it can easily happen in such operating conditions that the air-gas mixture in the cylinder becomes too rich due to an excessively low purge pressure, which then leads to rapid or knocking combustion leads, which is of course disadvantageous. Such rapid and sudden load changes are very difficult or even impossible to control in gas mode in practice, so that, for example, a shutdown of engine power or a constant change or adjustment of the engine speed is necessary or a change from gas mode to liquid mode. In a large diesel engine However, in the liquid mode, for example, is operated with heavy oil, but it is no longer permissible to operate it near the coast in liquid mode due to the applicable exhaust gas regulations, because in the liquid mode, the exhaust limits can no longer be met.

Ein anderes Beispiel, bei welchem sehr plötzliche, häufige oder starke Lastwechsel des Motors auftreten können, ist der Manövrierbetrieb eines Schiffes.Another example, where very sudden, frequent or heavy load changes of the engine can occur, is the maneuvering operation of a ship.

Ausgehend von diesem Stand der Technik ist es daher eine Aufgabe der Erfindung, ein Verfahren zum Betreiben eines Grossdieselmotors vorzuschlagen, mit welchem der Grossdieselmotor auch bei plötzlichen, häufigen oder starken Laständerungen, wie sie beispielsweise bei einem Schiff im schweren Seegang oder im Manövrierbetrieb auftreten, noch zuverlässig, effizient und umweltfreundlich betrieben werden kann. Ferner ist es eine Aufgabe der Erfindung, einen entsprechenden Grossdieselmotor vorzuschlagen.Based on this prior art, it is therefore an object of the invention to propose a method for operating a large diesel engine, with which the large diesel engine even with sudden, frequent or heavy load changes, such as occur in a ship in heavy seas or in maneuvering, yet reliable, efficient and environmentally friendly. Furthermore, it is an object of the invention to propose a corresponding large diesel engine.

Die diese Aufgabe lösenden Gegenstände der Erfindung sind durch die Merkmale des unabhängigen Patentanspruchs der jeweiligen Kategorie gekennzeichnet.The object of the invention solving this object are characterized by the features of the independent claim of each category.

Erfindungsgemäss wird also ein Verfahren zum Betreiben eines Grossdieselmotors vorgeschlagen, welcher zumindest in einem Gasmodus betreibar ist, in welchem ein Gas als Brennstoff in einen Zylinder eingebracht wird, wobei während des Betriebs im Gasmodus ein Zustand starker Lastwechsel detektiert wird und dann der Grossdieselmotor in einem Transientmodus betrieben wird, der die folgenden Schritte umfasst:

  • Festlegen eines Sollwertes für die Drehzahl oder das Drehmoment des Motors
  • Bestimmen einer Obergrenze für die Menge an Gas, die pro Arbeitszyklus des Grossdieselmotors als Brennstoff bereitgestellt wird,
  • Bestimmen einer Zusatzmenge eines flüssigen Brennstoffs, der zusätzlich zu dem Gas in den Brennraum eingebracht wird, wobei die Zusatzmenge so bemessen ist, dass der Sollwert für die Drehzahl realisiert wird.
According to the invention, therefore, a method is proposed for operating a large diesel engine, which is operated at least in a gas mode in which a gas is introduced as fuel in a cylinder, wherein during operation in the gas mode, a state of heavy load changes is detected and then the large diesel engine in a transient mode operated, comprising the following steps:
  • Defining a setpoint for the speed or the torque of the motor
  • Determining an upper limit to the amount of gas provided as fuel per duty cycle of the large diesel engine,
  • Determining an additional amount of a liquid fuel, which is introduced into the combustion chamber in addition to the gas, wherein the additional amount is dimensioned so that the target value for the rotational speed is realized.

Dadurch, dass die Menge des zugeführten Gases auf eine Obergrenze beschränkt wird, die so bemessen ist, dass die Verbrennung des Luft-Gas-Gemisches im Zylinder nicht in den Bereich einer zu schnellen oder klopfenden Verbrennung gelangt, ist es möglich den Gasmodus auch bei plötzlichen, häufigen oder periodischen Lastwechseln oder Laständerungen weiter zu benutzen, ohne dass die Gefahr eines ineffizienten, schadstoffreichen und unwirtschaftlichen Betriebs resultiert. Die aufgrund der beschränkten oder reduzierten Gaszufuhr fehlende Leistung zum Erreichen der gewünschten Soll-Drehzahl wird dann dadurch generiert, dass im Transientmodus zusätzlich zu dem Gas eine vorbestimmte Menge an flüssigem Brennstoff in den Zylinder eingebracht wird, deren Verbrennung die fehlende Energie bzw. Leistung liefert.By limiting the amount of gas supplied to an upper limit, which is such that the combustion of the air-gas mixture in the cylinder does not fall within the range of too fast or knocking combustion, it is possible to use the gas mode even in the case of sudden combustion , frequent or periodic load changes or load changes continue to be used without the risk of inefficient, polluting and uneconomic operation. The lack of power due to the limited or reduced gas supply to achieve the desired setpoint speed is then generated by introducing in transient mode, in addition to the gas, a predetermined amount of liquid fuel into the cylinder, the combustion of which provides the lack of power.

Durch das erfindungsgemässe Verfahren ist es somit möglich, eine ähnliche Lastantwort in einem Grossdieselmotors,zu realisieren, der zumindest in einem Gasmodus betreibar ist, wie in einem Grossdieselmotor, der nur im Flüssigmodus betrieben wird. Dies wird dadurch möglich, dass das Luft-Gas-Gemisch im Zylinder nicht zu fett werden kann und die zusätzliche Verbrennung des flüssigen Brennstoffs, die in der Regel nach dem Diesel-Prinzip erfolgt, wesentlich weniger empfindlich auf Änderungen im Spülluftdruck reagiert.By the method according to the invention it is thus possible to realize a similar load response in a large diesel engine, which is operable at least in a gas mode, as in a large diesel engine, which is operated only in liquid mode. This is made possible by the fact that the air-gas mixture in the cylinder can not be too rich and the additional combustion of the liquid fuel, which is usually done on the diesel principle, much less sensitive to changes in the purge air pressure.

Vorzugsweise ist der Grossdieselmotor als Dual-Fuel Motor zur Verbrennung eines Gases und zur Verbrennung eines flüssigen Brennstoffs, insbesondere Diesel oder Schweröl, ausgestaltet. Durch das erfindungsgemässe Verfahren wird es somit ermöglicht, dass ein Dual-Fuel Motor selbst bei plötzlichen und häufigen Lastwechseln noch effizient im Gasmodus betrieben werden kann. Im Falle des wichtigen Anwendungsbeispiels eines Grossdieselmotors als Antriebsaggregat eines Schiffes bedeutet, dies dass auch bei schwerem Seegang des Gasmodus weiterhin effizient genutzt werden kann. Durch das erfindungsgemässe Verfahren erhöht sich die Laufruhe des Motors und die Geschwindigkeitsfluktuationen werden deutlich reduziert.The large diesel engine is preferably designed as a dual-fuel engine for combustion of a gas and for combustion of a liquid fuel, in particular diesel or heavy oil. The method according to the invention thus makes it possible for a dual-fuel engine to be operated efficiently even in the case of sudden and frequent load changes in the gas mode. In the case of the important application example of a large diesel engine as the drive unit of a ship, this means that it can continue to be used efficiently even in heavy seas of the gas mode. The inventive method increases the smoothness of the engine and the speed fluctuations are significantly reduced.

Es ist vorteilhaft, wenn der jeweils aktuelle zur Verfügung stehende Druck der Spülluft zur Bestimmung der Obergrenze für die Menge an Gas herangezogen wird. Somit lässt sich der Anteil, der auf der Verbrennung des Gases beruht, optimieren.It is advantageous if the respective current available pressure of the scavenging air is used to determine the upper limit for the amount of gas. Thus, the proportion based on the combustion of the gas can be optimized.

Gemäss einer ersten Ausführungsform wird der Transientmodus manuell eingeleitet. So kann beispielsweise auf einem Schiff das Bedienpersonal beim Eintreten von schwerem Seegang den Transientmodus des Motors aktivieren.According to a first embodiment, the transient mode is initiated manually. For example, on a ship the operator can activate the transient mode of the engine when heavy swell occurs.

Es ist bevorzugt, wenn alternativ oder ergänzend der Transientmodus in Abhängigkeit von mindestens einem der folgenden Parameter eingeleitet wird: aktueller Druck der Spülluft, Zylinderdruck, berechnetes Luft-zu-Gas-Verhältnis, Signal eines Klopfdetektors, Verhältnis aus Drehzahl zu Last des Motors, Änderung des Verhältnisses aus Drehzahl zu Last des Motors, Drehmoment des Motors, Änderung des Drehmoments, Menge des benötigten Brennstoffs für die Einspritzung, Änderung der Menge des benötigten Brennstoffs für die Einspritzung. Die kontinuierliche oder regelmässige Bestimmung mindestens einer dieser Parameter ermöglicht auch eine automatische Aktivierung des Transientmodus.It is preferred if, alternatively or additionally, the transient mode is initiated as a function of at least one of the following parameters: current pressure of the purge air, cylinder pressure, calculated air-to-gas ratio, signal of a knock detector, ratio of engine speed to load, change the ratio of engine speed to load, engine torque, torque change, amount of fuel needed for injection, change in amount of fuel needed for injection. The continuous or regular determination of at least one of these parameters also allows automatic activation of the transient mode.

Um im Transientmodus die Zusatzmenge des flüssigen Brennstoffs in den Brennraum einzubringen, gibt es mehrere bevorzugte Varianten:To introduce the additional amount of liquid fuel into the combustion chamber in transient mode, there are several preferred variants:

Die Zusatzmenge des flüssigen Brennstoffs kann mittels einer Einspritzvorrichtung in den Brennraum eingebracht werden, welches in einem Flüssigmodus des Grossdieselmotors verwendet wird.The additional amount of the liquid fuel can be introduced by means of an injection device into the combustion chamber, which is used in a liquid mode of the large diesel engine.

Die Zusatzmenge des flüssigen Brennstoffs kann mittels einer Piloteinspritzvorrichtung in den Brennraum eingebracht werden, welche im Gasmodus zur Zündung des Gases verwendet wird.The additional amount of the liquid fuel can be introduced by means of a pilot injection device into the combustion chamber, which is used in the gas mode for igniting the gas.

Die Zusatzmenge des flüssigen Brennstoffs kann mittels einer separaten Einspritzvorrichtung in den Brennraum eingebracht werden, welche für den Transientmodus vorgesehen ist.The additional amount of the liquid fuel can be introduced by means of a separate injection device into the combustion chamber, which is provided for the transient mode.

Auch bezüglich der Zuführung des Gases in den Brennraum gibt es mehrere bevorzugte Varianten:Also with regard to the supply of the gas into the combustion chamber, there are several preferred variants:

Die Zuführung des Gases in den Zylinder kann durch einen Zylinderliner hindurch erfolgen Hierzu sind an sich bekannte Gaszuführsysteme bekannt, die an der Wandung des Zylinders vorgesehen sind und das Gas durch den Zylinderliner in den Innenraum des Zylinders einbringen. Solche Gaszuführsysteme sind vorzugsweise so angeordnet, dass sie das Gas an einer Stelle in den Zylinder einbringen, die vom oberen oder unteren Totpunkt des Kolbens im Zylinder eine Entfernung hat, insbesondere eine solche, die 40%-60%, vorzugsweise 50%, des Abstands zwischen dem oberem Totpunkt und dem unterem Totpunkt beträgt.The supply of the gas into the cylinder can take place through a cylinder liner. Known gas supply systems are known per se, which are provided on the wall of the cylinder and introduce the gas through the cylinder liner into the interior of the cylinder. Such gas supply systems are preferably arranged to introduce the gas at a location in the cylinder which has a distance from the top or bottom dead center of the piston in the cylinder, in particular one which 40% -60%, preferably 50%, of the distance between the top dead center and the bottom dead center.

Die Zuführung des Gases in den Zylinder kann auch an einem Zylinderkopf erfolgen. Auch hierfür sind Gaszuführsysteme bekanntThe supply of the gas into the cylinder can also be done on a cylinder head. Also for this gas supply systems are known

Auch ist es möglich, dass das Gas der Spülluft zugeführt wird, bevor die Spülluft in den Zylinder eingebracht wird oder wenn die Spülluft in den Zylinder eingebracht wird. Die letztgenannte Variante kann insbesondere auch so realisiert werden, dass eine oder mehrere Gaseinlassdüsen an einem bzw. an mehreren Stege(n) vorgesehen sind, die benachbarte Spülluftöffnungen oder Spülluftschlitze voneinander trennen.It is also possible for the gas to be supplied to the purging air before the purging air is introduced into the cylinder or when the purging air is introduced into the cylinder. The last-mentioned variant can in particular also be realized in such a way that one or more gas inlet nozzles are provided on one or more webs which separate adjacent scavenging air openings or scavenging air slots from one another.

Erfindungsgemäss wird ferner ein Grossdieselmotor vorgeschlagen, welcher zumindest in einem Gasmodus betreibar ist und welcher nach einem erfindungsgemässen Verfahren betrieben wird. Die hieraus resultierenden Vorteile entsprechen den voranstehenden Erläuterungen des erfindungsgemässen Verfahrens.According to the invention, a large diesel engine is also proposed, which is operable at least in a gas mode and which is operated according to a method according to the invention. The resulting advantages correspond to the above explanations of the inventive method.

Vorzugsweise ist der Grossdieselmotor als Dual-Fuel Motor zur Verbrennung eines Gases und zur Verbrennung eines flüssigen Brennstoffs, insbesondere Diesel oder Schweröl, ausgestaltet.The large diesel engine is preferably designed as a dual-fuel engine for combustion of a gas and for combustion of a liquid fuel, in particular diesel or heavy oil.

In einer bevorzugten Ausführungsform ist eine Motorensteuerung vorgesehen, welche eine Kontrolleinrichtung zum Einleiten und Durchführen des Transientmodus umfasst.In a preferred embodiment, a motor control is provided which comprises a control device for initiating and executing the transient mode.

Ferner wird erfindungsgemäss die Verwendung eines erfindungsgemässen Verfahrens zur Nachrüstung eines Grossdieselmotors, insbesondere eines Duel-Fuel Motors vorgeschlagen. Da sich das erfindungsgemässe Verfahren in vielen Fällen ohne grösseren zusätzlichen apparativen Aufwand realisieren lässt, ist es insbesondere auch dafür geeignet, bereits existierende Grossdieselmotoren umzurüsten bzw. nachzurüsten, damit diese insbesondere bei häufigen und plötzlich auftretenden Laständerungen, beispielsweise bei schwerem Seegang, effizient, sicher und umweltfreundlich betrieben werden können.Furthermore, according to the invention, the use of a method according to the invention for retrofitting a large diesel engine, in particular a duel-fuel engine, is proposed. Since the inventive method can be implemented in many cases without major additional equipment expense, it is particularly suitable for retrofitting already existing large diesel engines or retrofit, so this particular efficient in frequent and sudden load changes, for example in heavy seas, efficiently can be operated environmentally friendly.

Weitere vorteilhafte Massnahmen und Ausgestaltungen der Erfindung ergeben sich aus den abhängigen Ansprüchen.Further advantageous measures and embodiments of the invention will become apparent from the dependent claims.

Im Folgenden wird die Erfindung sowohl in apparativer als auch in verfahrenstechnischer Hinsicht anhand von Ausführungsbeispielen und anhand der Zeichnung näher erläutert. In der Zeichnung zeigen:

Fig. 1:
ein schematische Darstellung zur Veranschaulichung der Abhängigkeit des Drehmoments vom Luft-Gas Verhältnis in einem Ausführungsbeispiel eines Grossdieselmotors, Ausführungsbeispiels der Erfindung,
Fig.2:
eine schematische Darstellung eines Ausführungsbeispiels eines erfindungsgemässen Verfahrens, und
Fig. 3:
eine schematische beispielhafte Darstellung des zeitlichen Verlaufs des Drehmoments.
In the following, the invention will be explained in more detail both in terms of apparatus and process technology with reference to embodiments and with reference to the drawing. In the drawing show:
Fig. 1:
1 is a schematic illustration for illustrating the dependence of the torque on the air-gas ratio in an exemplary embodiment of a large diesel engine, embodiment of the invention,
Figure 2:
a schematic representation of an embodiment of a method according to the invention, and
3:
a schematic exemplary representation of the time course of the torque.

Bei der folgenden Beschreibung der Erfindung anhand eines Ausführungsbeispiels wird mit beispielhaftem Charakter auf den für die Praxis besonders wichtigen Fall eines Grossdieselmotors Bezug genommen, der als Dual-Fuel Motor ausgestaltet ist, also als ein Motor, der mit zwei unterschiedlichen Brennstoffen betrieben werden kann. Im speziellen kann dieses Ausführungsbeispiel des Grossdieselmotors in einem Flüssigmodus betrieben werden, in welchem nur ein flüssiger Brennstoff in einen Brennraum eines Zylinders eingespritzt wird. Üblicherweise wird der flüssige Brennstoff, beispielsweise Schweröl oder ein Dieselöl zu einem geeigneten Zeitpunkt direkt in den Brennraum eingespritzt und entzündet sich dort nach dem Diesel-Prinzip der Selbstzündung. Der Grossdieselmotor kann aber auch in einem Gasmodus betrieben werden, bei dem ein als Brennstoff dienendes Gas, beispielsweise Erdgas, in Form eines Luft-Gas-Gemisches im Brennraum zur Zündung gebracht wird. Im speziellen arbeitet der Grossdieselmotor im Gasmodus nach einem Niederdruckverfahren, d.h. das Gas wird im gasförmigen Zustand in den Zylinder eingebracht. Die Vermischung mit der Luft kann dabei im Zylinder selbst erfolgen oder auch schon vor dem Zylinder. Das Luft-Gas-Gemisch wird im Brennraum nach dem Otto-Prinzip fremdgezündet. Diese Fremdzündung wird üblicherweise dadurch bewirkt, dass zu einem geeigneten Moment eine kleine Menge flüssiger Brennstoff in den Brennraum eingebracht wird, der sich dann selbstentzündet und dadurch die Fremdzündung des Luft-Gas-Gemisches verursacht.In the following description of the invention with reference to an embodiment is taken by way of example character in the case of a particularly important case of a large diesel engine, which is designed as a dual-fuel engine, ie as a motor that can be operated with two different fuels. In particular, this embodiment of the large diesel engine can be operated in a liquid mode in which only a liquid fuel is injected into a combustion chamber of a cylinder. Usually, the liquid fuel, such as heavy oil or diesel oil injected at a suitable time directly into the combustion chamber and ignites there according to the diesel principle of auto-ignition. The large diesel engine can also be operated in a gas mode in which serving as a fuel gas, such as natural gas, is brought in the form of an air-gas mixture in the combustion chamber for ignition. In particular, the large diesel engine operates in gas mode according to a low-pressure method, ie the gas is introduced into the cylinder in the gaseous state. The mixing with the air can take place in the cylinder itself or even before the cylinder. The air-gas mixture is in the combustion chamber after the Otto-Principle externally ignited. This spark ignition is usually caused by the fact that at a suitable moment a small amount of liquid fuel is introduced into the combustion chamber, which then self-ignites and thereby causes the spark ignition of the air-gas mixture.

Der Grossdieselmotor kann sowohl als Viertakt-Motor als auch als Zweitaktmotor ausgestaltet sein. Bei dem hier beschriebenen Ausführungsbeispiel ist der Grossdieselmotor als längsgespülter Zweitakt-Grossdieselmotor ausgestaltet, der im Flüssigmodus mit einem Common-Rail System arbeitet.The large diesel engine can be configured both as a four-stroke engine and as a two-stroke engine. In the embodiment described here, the large diesel engine is designed as a longitudinally flushed two-stroke large diesel engine, which operates in liquid mode with a common rail system.

Der Aufbau und die einzelnen Komponenten eines Grossdieselmotors, wie beispielsweise das Einspritzsystem für den Flüssigmodus, das Gaszuführsystem für den Gasmodus, das Gaswechselsystem, das Abgassystem oder das Turboladersystem für die Bereitstellung der Spül- bzw. Ladeluft, sowie die Kontroll- und Steuerungssystem für einen Grossdieselmotor sind dem Fachmann sowohl für die Ausgestaltung als Zweitaktmotor als auch für die Ausgestaltung als Viertaktmotor hinlänglich bekannt und bedürfen daher hier keiner weiteren Erläuterung.The design and components of a large diesel engine, such as the liquid mode injection system, the gas mode gas delivery system, the gas exchange system, the exhaust system or the turbocharger system for providing the charge air, and the control and control system for a large diesel engine The skilled worker is well known both for the design as a two-stroke engine and for the design as a four-stroke engine and therefore need no further explanation here.

Bei dem hier beschriebenen Ausführungsbeispiel eines längsgespülten Zweitakt-Grossdieselmotors sind üblicherweise im unteren Bereich eines jeden Zylinders bzw. Zylinderliners Spülluftschlitze vorgesehen, die durch die Bewegung des Kolbens im Zylinder periodisch verschlossen und geöffnet werden, sodass die von dem Turbolader unter einem Ladedruck bereitgestellte Spülluft durch die Spülluftschlitze in den Zylinder einströmen kann, solange diese geöffnet sind. Im Zylinderkopf bzw. im Zylinderdeckel ist ein meistens zentral angeordnetes Auslassventil vorgesehen, durch welches die Verbrennungsgase nach dem Brennprozess aus dem Zylinder in das Abgassystem ausgetragen werden können. Für das Einbringen des flüssigen Brennstoffs sind ein oder mehrere Brennstoffeinspritzdüsen vorgesehen, die beispielsweise im Zylinderkopf in der Nähe des Auslassventils angeordnet sind. Für die Gaszuführung im Gasmodus ist ein Gaszuführsystem vorgesehen, das mindestens ein Gaseinlassventil mit einer Gaseinlassdüse umfasst. Die Gaseinlassdüse ist typischerweise in der Wandung des Zylinders vorgesehen, beispielsweise auf einer Höhe, die etwa in der Mitte zwischen dem oberen und dem unteren Totpunkt des Kolbens liegt.In the embodiment described here of a longitudinally purged two-stroke large diesel engine usually scavenging air slots are provided in the lower region of each cylinder or cylinder liner, which are periodically closed and opened by the movement of the piston in the cylinder, so that provided by the turbocharger under a boost pressure scavenging air through the Purging air slots can flow into the cylinder, as long as they are open. In the cylinder head or in the cylinder cover a usually centrally arranged exhaust valve is provided, through which the combustion gases can be discharged after the firing process from the cylinder into the exhaust system. For the introduction of the liquid fuel one or more fuel injection nozzles are provided, which are arranged for example in the cylinder head in the vicinity of the exhaust valve. For the gas supply in the gas mode, a gas supply system is provided which comprises at least one gas inlet valve with a gas inlet nozzle. The gas inlet nozzle is typically in the wall of the Cylinder provided, for example, at a height which is approximately in the middle between the top and bottom dead center of the piston.

Ferner wird im Folgenden beispielhaft auf den Anwendungsfall Bezug genommen, dass der Grossdieselmotor das Antriebsaggregat eines Schiffes ist.Furthermore, reference will be made below by way of example to the application in that the large diesel engine is the drive unit of a ship.

Aufgrund der gesetzlichen Bestimmungen bezüglich der Abgaswerte müssen heute Grossdieselmotoren in Küstennähe häufig im Gasmodus betrieben werden, weil sonst die vorgeschriebenen Grenzwerte für den Abgasausstoss, insbesondere sind dies Stickoxide NOx und Schwefeldioxide, nicht mehr eingehalten werden können.Due to the legal provisions regarding exhaust emissions today large diesel engines near the coast often have to be operated in gas mode, because otherwise the prescribed limits for the exhaust emissions, in particular nitrogen oxides NO x and sulfur dioxides, can no longer be met.

Im Gasmodus sind die Effizienz und die möglichst schadstoffarme Verbrennung des Luft-Gas-Gemisches ganz empfindlich von dem Verhältnis der Menge an Luft und der Menge an Gas abhängig. Dieses Verhältnis wird üblicherweise durch den λ-Wert angegeben, welcher das Verhältnis aus der Masse der für die Verbrennung zur Verfügung stehenden Luft und der Masse des Gases angibt, welches als Brennstoff verwendet wird.In gas mode, the efficiency and low-emission combustion of the air-gas mixture are very sensitive to the ratio of the amount of air and the amount of gas. This ratio is usually expressed by the λ value, which is the ratio of the mass of air available for combustion and the mass of gas used as the fuel.

Das optimale Luft-zu-Gas Verhältnis hängt von dem vom Motor zu generierenden Antriebsdrehmoment ab und damit von der gewünschten Geschwindigkeit des Schiffes. Da Grossdieselmotoren üblicherweise direkt mit der Schiffschraube des Schiffes verbunden sind, entspricht jeder Geschwindigkeit eine Drehzahl des Motors.The optimum air-to-gas ratio depends on the drive torque to be generated by the engine and thus on the desired speed of the ship. Since large diesel engines are usually connected directly to the ship's propeller, each speed corresponds to a speed of the engine.

Fig. 1 zeigt in einer schematischen Darstellung einen beispielhaften Zusammenhang zwischen dem Luft-zu-Gas Verhältnis 1 und dem vom Motor generierten Drehmoment 2, welches das Schiff antreibt. Diese Darstellung gilt für ein bestimmtes Drehmoment, was einer bestimmten Geschwindigkeit des Schiffes - oder einer bestimmten Drehzahl des Motors -, entspricht, wenn sich das Schiff in im Wesentlichen ruhigem Gewässer bewegt. Im speziellen ist das in Fig. 1 dargestellte Drehmoment 2 das BMEP (Brake Mean Effective Pressure) Drehmoment, was im Wesentlichen ein über einen Arbeitszyklus (eine Periode der Kolbenbewegung für Zweitakt-Maschinen und zwei Perioden der Kolbenbewegung für Viertakt-Maschinen) gemitteltes Drehmoment ist. Fig. 1 shows a schematic representation of an exemplary relationship between the air-to-gas ratio 1 and the engine-generated torque 2, which drives the ship. This illustration applies to a particular torque, which corresponds to a certain speed of the ship - or a certain speed of the engine - as the ship moves in essentially calm waters. In particular, this is in Fig. 1 Torque 2 represented the BMEP (Brake Mean Effective Pressure) torque, which is essentially one over a work cycle (a period of piston movement for two-stroke engines and two Periods of piston movement for four-stroke engines) is averaged torque.

In der Darstellung in Fig. 1 sind zwei Grenzkurven zu sehen, nämlich eine Klopfgrenze (knocking-Kurve) 3 und eine Zündaussetzgrenze (misfiring-Kurve) 4. Bei Betriebszuständen, die sich darstellungsgemäss oberhalb der Klopfgrenze 3 befinden, ist das Luft-Gas-Gemisch zu fett, das heisst es ist zu wenig Luft im Gemisch. Ein zu fettes Gemisch kann zu verschiedenen Problemen führen, nämlich dass die Verbrennung zu schnell abläuft (fast combustion) oder dass der Motor zu klopfen beginnt oder dass das Gemisch im Zylinder dann üblicherweise durch Selbstzündung aufgrund des zu hohen Gehalts an Gas zu früh (bezogen auf den Arbeitszyklus) zu verbrennen beginnt (pre-ignition). Bei Betriebszuständen, die darstellungsgemäss oberhalb der Zündaussetzgrenze 4 liegen, ist das Luft-Gas-Gemisch zu mager, das heisst es ist nicht genügend Gas für eine optimale Verbrennung im Brennraum vorhanden.In the illustration in Fig. 1 two limit curves are to be seen, namely a knocking limit (knocking curve) 3 and a misfiring curve 4. In operating states that are above the knock limit 3 as shown, the air-gas mixture is too rich, that is there is too little air in the mixture. Too rich a mixture can lead to various problems, namely that the combustion takes place too fast (fast combustion) or that the engine begins to knock or the mixture in the cylinder then usually by auto-ignition due to the too high content of gas too early (based on the duty cycle) begins to burn (pre-ignition). In operating states that are according to the presentation above the Zündaussetzgrenze 4, the air-gas mixture is too lean, that is, there is not enough gas for optimal combustion in the combustion chamber available.

Daher ist man bemüht, den Grossdieselmotor stets an einem optimalen Punkt 5 für das Luft-zu-Gas Verhältnis zu betreiben. In der Praxis sind natürliche Schwankungen des Drehmoments bzw. des Luft-zu-Gas-Verhältnisses 1 auch bei konstanter Drehzahl bzw. konstanter Geschwindigkeit des Schiffes nicht zu vermeiden bzw. nicht regelbar, daher gibt es einen Toleranzbereich 6, der in Fig. 1 durch die beiden Geraden 7 und 8 begrenzt ist, innerhalb dessen Abweichungen des Luft-zu-Gas Verhältnisses 1 vom optimalen Punkt 5 toleriert werden. Ein optimaler Betrieb im Gasmodus ist in Fig. 1 durch den mit A bezeichneten Betriebspunkt gegeben.Therefore, it is endeavored to operate the large diesel engine always at an optimal point 5 for the air-to-gas ratio. In practice, natural fluctuations in the torque or the air-to-gas ratio 1 are unavoidable or uncontrollable even at constant speed or constant speed of the ship, so there is a tolerance range 6, the in Fig. 1 is limited by the two straight lines 7 and 8, within which deviations of the air-to-gas ratio 1 from the optimal point 5 are tolerated. Optimal operation in gas mode is in Fig. 1 given by the operating point designated A.

Wenn nun das Schiff aus ruhigem Wasser (worauf sich Fig. 1 bezieht) in schwere See gerät, so können daraus sehr plötzliche und starke Lastwechsel für den Motor resultieren, d.h. das von dem Motor über die Schiffsschraube auf das Wasser ausgeübte Drehmoment kann sich sehr schnell und um grosse Beträge ändern (Lastwechsel). So kann es beispielsweise sein, dass bei starkem Wellengang die Schiffschraube kurzfristig teilweise oder ganz aus dem Wasser herauskommt, was die momentane Last des Motors enorm reduziert. Taucht die Schiffschraube anschliessend wieder vollständig in das Wasser ein, so führt das zu einer deutlichen Lasterhöhung und damit zu einer Erhöhung des Drehmoments. In Fig. 1 bedeutet dies in der Praxis, dass man sich beispielsweise vom Punkt A zu dem mit B bezeichneten Punkt bewegt, der oberhalb der knocking-Kurve 3 liegt und somit in dem Bereich der "fast combustion" und/oder des Klopfens. Aufgrund der phasenverschobenen Antwort des Turboladersystems kann die Spülluft nicht mehr mit dem benötigten Ladedruck zur Verfügung gestellt werden, sodass das Luft-Gas-Gemisch zu fett wird.If now the ship from calm water (whereupon Fig. 1 in heavy sea equipment, it can result in very sudden and strong load changes for the engine, ie the torque exerted by the engine on the propeller to the water can change very quickly and large amounts (load change). For example, it can happen that the ship's propeller comes out of the water partially or completely in the short-term due to strong waves, which enormously reduces the momentary load on the engine. If the propeller then completely dives back into the water, this leads to a significant increase in load and thus to a Increase the torque. In Fig. 1 this means in practice that, for example, one moves from the point A to the point marked B, which lies above the knocking curve 3 and thus in the area of "almost combustion" and / or knocking. Due to the out of phase response of the turbocharger system, the purge air can not be provided with the required boost pressure, so that the air-gas mixture is too rich.

Da im schweren Seegang diese starken Fluktuationen der Motorlast häufig hintereinander, näherungsweise periodisch auftreten, ist somit ein effizienter, wirtschaftlicher und schadstoffarmer Betrieb des Grossdieselmotors im Gasmodus nicht mehr möglich.Since heavy fluctuations in engine load frequently occur in succession, approximately periodically, in heavy seas, an efficient, economical and low-emission operation of the large diesel engine in gas mode is no longer possible.

Dem wird durch das erfindungsgemässe Verfahren Abhilfe geschaffen. Fig. 2 zeigt in einer schematischen Darstellung ein Ausführungsbeispiel des erfindungsgemässen Verfahrens. Ausgangspunkt ist in einem Schritt 10, dass der Grossdieselmotor im Gasmodus betrieben wird. Gerät das Schiff nun in schwere See, so kann dieser Zustand durch Beobachtung des Betriebspersonals 11 und/oder anhand der Auswertung von Betriebsparametern durch die Motorensteuerung oder andere Kontrolleinrichtungen im Schritt 12 detektiert werden. Werden die dadurch verursachten starken Lastwechsel als zu gross beurteilt, so wird in einem Schritt 13 entschieden, den Grossdieselmotor in einen Transientmodus umzuschalten. In diesem Transientmodus wird zunächst ein Sollwert für die Drehzahl oder das von dem Motor zu generierende Drehmoment festgelegt. Dies kann beispielsweise der Wert sein, welcher der Bewegung des Schiffs im ruhigen Wasser entspricht. In einem Schritt 14 bestimmt die Kontrolleinrichtung eine Obergrenze für die Menge an Gas, die pro Arbeitszyklus des Grossdieselmotors als Brennstoff bereitgestellt wird. Diese Obergrenze wird dabei so festgelegt, dass die zur Verfügung stehende Spülluft ausreichend ist, um die durch die Obergrenze festgelegte maximale Menge an Gas so zu verbrennen, dass der Bereich der "fast combustion" und/oder der klopfenden Verbrennung vermieden wird, das Luft-Gas-Gemisch also nicht zu fett wird. Die Obergrenze für die maximal zulässige Menge an Gas zur Vermeidung der Überschreitung der Klopfgrenze 3 (Fig.1) hängt von der Masse der im Zylinder vorhandenen Luft ab. Bei bekanntem Zylindervolumen kann diese Masse der Luft mit Hilfe des zur Verfügung stehenden Ladedrucks der Spülluft bestimmt werden. Dabei werden natürlich die Schwankungen des Ladedrucks berücksichtigt, d.h. man geht vorteilhafterweise von einem minimalen Ladedruck aus, der auf jeden Fall zur Verfügung steht. In die Bestimmung einer geeigneten Obergrenze für die Gasmenge können natürlich auch Erfahrungswerte oder andere bekannte Betriebsgrössen des Grossdieselmotors einfliessen.This is remedied by the inventive method. Fig. 2 shows a schematic representation of an embodiment of the inventive method. The starting point is in a step 10 that the large diesel engine is operated in gas mode. If the ship is now in heavy seas, this state can be detected by observation of the operating personnel 11 and / or on the basis of the evaluation of operating parameters by the engine control or other control devices in step 12. If the heavy load changes caused thereby are judged to be too great, it is decided in a step 13 to switch the large diesel engine into a transient mode. In this transient mode, a setpoint for the speed or the torque to be generated by the motor is first determined. This may, for example, be the value which corresponds to the movement of the ship in calm water. In a step 14, the controller determines an upper limit on the amount of gas provided as fuel per cycle of operation of the large diesel engine. This upper limit is set so that the available purging air is sufficient to burn the maximum amount of gas defined by the upper limit in such a way as to avoid the area of "almost combustion" and / or knocking combustion. So gas mixture does not get too fat. The upper limit for the maximum allowable amount of gas to avoid exceeding the knock limit 3 ( Fig.1 ) depends on the mass of air present in the cylinder. At known Cylinder volume, this mass of air can be determined using the available boost pressure of the purge air. Of course, the fluctuations in the boost pressure are taken into account, ie it is advantageously from a minimum boost pressure, which is available in any case. In the determination of a suitable upper limit for the amount of gas can of course also empirical values or other known operating variables of the large diesel engine incorporated.

Besonders bevorzugt wird der momentan zur Verfügung stehende Ladedruck der Spülluft für die Bestimmung der Obergrenze der Menge an Gas herangezogen. Dieser Ladedruck wird üblicherweise in einem Grossdieselmotor messtechnisch erfasst und steht somit in der Kontrolleinrichtung zur Verfügung bzw. kann an diese übermittelt werden. Insbesondere kann dabei die Bestimmung der Obergrenze für die Gasmenge mit Hilfe der Differenz aus dem momentanen Wert des zur Verfügung stehenden Ladedrucks der Spülluft und dem benötigten Ladedruck der Spülluft bestimmt werden. Der benötigte Ladedruck für die aktuellen Betriebsparameter ist beispielsweise in look-up-Tabellen oder -Matrizen gespeichert.Particularly preferably, the currently available boost pressure of the scavenging air is used for determining the upper limit of the amount of gas. This charge pressure is usually detected by measurement in a large diesel engine and is thus available in the control device or can be transmitted to it. In particular, the determination of the upper limit for the gas quantity can be determined with the aid of the difference between the instantaneous value of the available charge pressure of the purging air and the required charge pressure of the purging air. The required boost pressure for the current operating parameters is stored, for example, in look-up tables or matrices.

Die Kontrolleinrichtung umfasst dann eine vom Ladedruck abhängige Obergrenze für die Gasmenge, die dem Zylinder als Brenngas zugeführt werden kann und begrenzt die Menge an Gas auf diese Obergrenze. Damit nun die Drehzahl oder das vom Motor generierte Drehmoment auf dem Sollwert gehalten werden kann, wird von der Kontrolleinrichtung im Schritt 14 ferner eine Zusatzmenge an flüssigem Brennstoff bestimmt, die so bemessen ist, dass sie die Differenz zwischen dem Sollwert für die Drehzahl oder das Drehmoment und dem mit der maximalen Gasmenge erzielbaren Wert ausgleicht.The control device then includes a charge pressure dependent upper limit for the amount of gas that can be supplied to the cylinder as fuel gas and limits the amount of gas to this upper limit. In order that the speed or the torque generated by the engine can be maintained at the desired value, the controller further determines, in step 14, an additional amount of liquid fuel which is calculated to be the difference between the desired value for the speed or the torque and equalizes the value achievable with the maximum amount of gas.

Das bedeutet, die Kontrolleinrichtung bestimmt denjenigen Wert für das Drehmoment oder die Drehzahl, der mit der durch die Obergrenze festgelegten maximalen Menge an Gas erreichbar ist. Dann wird die Differenz aus dem Sollwert und diesem Wert ermittelt. Anschliessend wird die Menge an flüssigem Brennstoff bestimmt, die benötigt wird, um diese Differenz auszugleichen.That is, the controller determines that value for the torque or speed achievable with the maximum amount of gas defined by the upper limit. Then the difference between the setpoint and this value is determined. Subsequently, the amount of liquid fuel needed to make up for this difference is determined.

Nun wird die ermittelte Menge an Gas im Schritt 15 in den Zylinder eingebracht und dort wie im Gasmodus zur Verbrennung gebracht. Gleichzeitig, d.h. im gleichen Arbeitszyklus, wird die vorgängig bestimmte Menge des flüssigen Brennstoffs im Schritt 16 in den Zylinder eingebracht und zündet sich dort selbst. Durch die gemeinsame Verbrennung des Gases und des zusätzlich eingebrachten flüssigen Brennstoffs kann somit der Sollwert für die Drehzahl oder das Drehmoment generiert werden. Die Selbstzündung des flüssigen Brennstoffs kann dabei zur Fremdzündung des Luft-Gas Gemisches verwendet werden.Now, the determined amount of gas is introduced into the cylinder in step 15 and brought there for combustion as in the gas mode. At the same time, i. in the same cycle, the previously determined amount of liquid fuel is introduced into the cylinder in step 16 and ignites itself there. By the joint combustion of the gas and the additionally introduced liquid fuel thus the setpoint for the speed or the torque can be generated. The self-ignition of the liquid fuel can be used for the spark ignition of the air-gas mixture.

Im Schritt 17 wird kontinuierlich oder in regelmässigen Abständen durch Beobachtungen des Betriebspersonals und/oder durch die Bestimmung von den Betriebsparametern überprüft, ob die Bedingungen für die Aktivierung des Transientmodus noch erfüllt sind. Falls ja, wird der Transientmodus beibehalten, wie dies der Pfeil 18 in Fig. 2 zeigt, wobei vorzugsweise die Werte für die Obergrenze der Menge an Gas und für die Zusatzmenge an flüssigem Brennstoff überprüft bzw. aktualisiert werden.In step 17 is checked continuously or at regular intervals by observations of the operating staff and / or by the determination of the operating parameters, whether the conditions for the activation of the transient mode are still met. If so, the transient mode is maintained as indicated by arrow 18 in FIG Fig. 2 Preferably, the values for the upper limit of the amount of gas and for the additional amount of liquid fuel are checked or updated.

Sind bei der Überprüfung im Schritt 17 die Bedingungen für den Transientmodus nicht mehr erfüllt, so kann im Schritt 19 wieder in den normalen Gasmodus umgeschaltet werden.If, during the check in step 17, the conditions for the transient mode are no longer satisfied, then in step 19 it is possible to switch back to the normal gas mode.

Die Kontrolleinrichtung zum Einleiten und Durchführen des Transientmodus ist vorzugsweise in die Motorensteuerung integriert.The control device for initiating and executing the transient mode is preferably integrated in the engine control.

In dem Transientmodus wird somit durch eine Kombination der Verbrennung von Gas mit einer Verbrennung von flüssigem Brennstoff gewährleistet, dass der Sollwert für die Motorgeschwindigkeit, d.h. die Drehzahl oder der Sollwert für das Drehmoment aufrecht erhalten bleibt, ohne dass die Verbrennung des Gases im Bereich der "fast combustion" und/oder im Bereich des Klopfens und/oder im Bereich der "pre-ignition erfolgt. Durch die Obergrenze für die Menge an Gas ist gewährleistet, dass das Luft-Gas-Gemisch im Brennraum nicht zu fett wird.In the transient mode, therefore, it is ensured by a combination of the combustion of gas with the combustion of liquid fuel that the setpoint for the engine speed, i. the speed or set point for the torque is maintained without the combustion of the gas being in the range of "fast combustion" and / or knocking and / or pre-ignition on gas ensures that the air-gas mixture in the combustion chamber is not too rich.

Durch dieses Verfahren kann also beispielsweise ein Dual-Fuel Grossdieselmotor, der im Gasbetrieb nach dem Otto-Prinzip arbeitet, eine zumindest näherungsweise gleiche Lastwechsel-Antwort erreichen, wie ein nur nach dem Dieselprinzip arbeitender Grossdieselmotor, der ausschliesslich mit flüssigem Brennstoff betrieben wird. Denn einerseits ist sichergestellt, das bei dem erfindungsgemässen Verfahren bzw. bei dem erfindungsgemässen Grossdieselmotor das Luft-Gas-Gemisch nicht zu fett wird, und andererseits reagiert der zum flüssigen Brennstoff gehörende Verbrennungsanteil viel weniger empfindlich auf einen zu geringen Ladedruck der Spülluft. Somit können insbesondere in schwerer See auch beim Gasbetrieb die Laufstabilität des Grossdieselmotors verbessert werden und die Geschwindigkeitsfluktuationen reduziert werden.By this method, for example, a dual-fuel large diesel engine, which operates in gas mode according to the Otto principle, a reach at least approximately the same load change response, such as a working only on the diesel principle large diesel engine, which is operated exclusively with liquid fuel. On the one hand, it is ensured that the air-gas mixture does not become too rich in the process according to the invention or in the large diesel engine according to the invention, and on the other hand, the proportion of combustion associated with the liquid fuel is much less sensitive to an insufficient boost pressure of the scavenging air. Thus, especially in heavy seas, even in gas operation, the running stability of the large diesel engine can be improved and the speed fluctuations can be reduced.

Die schematische Darstellung in Fig. 3 veranschaulicht das Zusammenwirken der Gasverbrennung und der Verbrennung des flüssigen Brennstoffs im Transientmodus nochmals anhand eines Beispiels. Aufgetragen ist das Drehmoment T des Grossdieselmotors in Abhängigkeit von der Zeit t, wie es bei schwerer See auftreten kann. Die hohen Wellenbewegungen, denen das Schiff dann ausgesetzt ist, verursachen eine -näherungsweise- periodische zeitliche Änderung des Drehmoments T. Die Kurve G zeigt den Anteil des Drehmoments, der durch die Verbrennung des Gases verursacht wird, wobei die maximale Gasmenge so begrenzt ist, dass die zur Verfügung stehende Spülluft ausreicht, damit das Luft-Gas-Gemisch nicht zu fett wird. Die beiden Kurven mit dem Bezugszeichen F, welche die schraffiert dargestellten Bereiche begrenzen, zeigen den zusätzlichen Beitrag zum Drehmoment T der durch die zusätzliche Verbrennung des flüssigen Brennstoffs generiert wird.The schematic representation in Fig. 3 illustrates the interaction of the gas combustion and the combustion of the liquid fuel in the transient mode again by way of example. The torque T of the large diesel engine is plotted as a function of time t, as can occur in heavy seas. The high undulations to which the vessel is then exposed cause an approximately periodic change in the torque T. The curve G shows the proportion of the torque caused by the combustion of the gas, the maximum amount of gas being limited the available purging air is sufficient so that the air-gas mixture does not become too rich. The two curves with the reference symbol F, which delimit the hatched areas, show the additional contribution to the torque T which is generated by the additional combustion of the liquid fuel.

Für die Einbringung der zusätzlichen Menge an flüssigem Brennstoff in den Brennraum des Zylinders während des Transientmodus gibt es verschiedene Möglichkeiten. Falls der Grossdieselmotor als Dual-Fuel Motor ausgestaltet ist, kann für die Einspritzung des flüssigen Brennstoffs die gleiche Einspritzvorrichtung verwendet werden, die auch im Flüssigmodus für die Einspritzung des Brennstoffs verwendet wird.For the introduction of the additional amount of liquid fuel into the combustion chamber of the cylinder during the transient mode, there are various possibilities. If the large diesel engine is designed as a dual-fuel engine, can be used for the injection of liquid fuel, the same injector used in liquid mode for the injection of the fuel.

Eine weitere Möglichkeit zum Einbringen des flüssigen Brennstoffs im Transientmodus besteht darin, dass der flüssige Brennstoff mittels einer Piloteinspritzvorrichtung in den Brennraum eingebracht wird, welche im Gasmodus zur Zündung des Luft-Gas Gemisches verwendet wird.Another possibility for introducing the liquid fuel in transient mode is that the liquid fuel is introduced by means of a pilot injection device into the combustion chamber, which is used in the gas mode for igniting the air-gas mixture.

Natürlich ist es auch möglich, dass für das Einbringen des flüssigen Brennstoffs während des Transientmodus eine separate Einspritzvorrichtung vorgesehen ist. Dies ist insbesondere bevorzugt, wenn der Grossdieselmotor nicht für den Flüssigmodus ausgestaltet ist und keine dementsprechende Einspritzvorrichtung aufweist.Of course, it is also possible that a separate injection device is provided for the introduction of the liquid fuel during the transient mode. This is particularly preferred if the large diesel engine is not designed for the liquid mode and has no corresponding injection device.

Bezüglich des Einbringens des Gases in den Brennraum des Zylinders, sowohl während des Transientmodus als auch während des Gasmodus, gibt es mehrere bevorzugte Varianten. Wie bereits voranstehend erwähnt, kann ein Gaszuführsystem mit mindestens einer Gaseinlassdüse vorgesehen sein, welche im Zylinderliner angeordnet ist, sodass das Gas in den Zylinder einbringbar ist und sich dort mit der Spülluft zu dem zündfähigen Luft-Gas Gemisch vermischt.Regarding the introduction of the gas into the combustion chamber of the cylinder, both during the transient mode and during the gas mode, there are several preferred variants. As already mentioned above, a gas supply system can be provided with at least one gas inlet nozzle, which is arranged in the cylinder liner, so that the gas can be introduced into the cylinder and mixed there with the purging air to the ignitable air-gas mixture.

Es ist aber auch möglich, eine oder mehrere Gaseinlassdüsen am Zylinderkopf bzw. am Zylinderdeckel vorzusehen, sodass die Zuführung des Gases in den Zylinder vom Zylinderkopf aus erfolgt und sich das Gas dann mit der Spülluft vermischt.But it is also possible to provide one or more gas inlet nozzles on the cylinder head or on the cylinder cover, so that the supply of gas into the cylinder takes place from the cylinder head and then mixes the gas with the scavenging air.

Eine weitere Möglichkeit besteht darin, das Gas der Spülluft zuzuführen, bevor die Spülluft in den Zylinder eingebracht wird. Das Gas vermischt sich dann bereits ausserhalb des Zylinderinnenraums mit der Spülluft zu einem Luft-Gas Gemisch, das dann in den Zylinder eingebracht wird, beispielsweise durch die Spülluftschlitze oder Spülluftöffnungen. Hierbei kann die Gaszuführung in die Spülluft an einer Stelle zwischen dem Ausgang des Turboladersystems und den Eintrittsöffnungen in den Innenraum des Zylinders, beispielsweise den Spülluftschlitzen, erfolgen.Another possibility is to supply the gas to the purging air before the purging air is introduced into the cylinder. The gas then already mixes outside the interior of the cylinder with the purging air to form an air-gas mixture, which is then introduced into the cylinder, for example through the purging air slots or purging air openings. Here, the gas supply into the scavenging air at a point between the outlet of the turbocharger system and the inlet openings in the interior of the cylinder, for example, the scavenge air slots, take place.

Insbesondere ist es auch möglich, das Gas der Spülluft dann zuzuführen,wenn die Spülluft in den Zylinder eingebracht wird. Hierzu ist es beispielsweise möglich, an einem oder mehreren Stegen, die benachbarte Spülluftschlitze trennen, jeweils eine oder mehrere Gaseinlassdüsen vorzusehen, sodass sich die Spülluft beim Durchtritt durch die Spülluftschlitze mit dem Gas durchmischt.In particular, it is also possible to supply the gas to the purging air when the purging air is introduced into the cylinder. For this purpose, it is possible, for example, to provide one or more gas inlet nozzles at one or more webs, which separate adjacent scavenging air slots, so that the scavenging air mixes with the gas as it passes through the scavenging air slots.

Die Betriebsparameter, welche im Schritt 12 (Fig. 2) bestimmt oder analysiert werden, um im Schritt 13 zu beurteilen, ob in den Transientmodus umgeschaltet werden soll, sind vorzugsweise solche Parameter, die in der Motorensteuerung bereits vorliegen, also für den Betrieb oder während des Betriebs des Grossdieselmotor sowieso erfasst werden, oder aus solchen Parametern ableitbare Grössen. Es ist auch möglich, dass für die Entscheidung des Umschaltens in den Transientmodus nur ein Betriebsparameter herangezogen wird, oder die Entscheidung zum Umschalten in den Transientmodus alleine aufgrund der Beobachtungen durch das Betriebspersonal erfolgt, welches den Transientmodus auch manuell einleiten kann.The operating parameters which in step 12 ( Fig. 2 ) are determined or analyzed to judge in step 13, whether to switch to the transient mode, are preferably those parameters that are already present in the engine control, so anyway recorded for operation or during operation of the large diesel engine, or from such Parameters derivable quantities. It is also possible that only one operating parameter is used for the decision to switch to transient mode, or the decision to switch to transient mode is made solely on the basis of the observations by the operating personnel, which can also initiate the transient mode manually.

Als Betriebsparameter für den Schritt 12 bzw. die Entscheidung im Schritt 13 eignen sich beispielsweise einer oder mehrere der folgenden Grössen: Der aktuelle Druck der Spülluft, die von dem Turboladersystem zur Verfügung gestellt wird, bzw. die Änderung dieses Druckes, der Zylinderdruck, das berechnete Luft-zu Gas-Verhältnis, Signale eines Klopfdetektors, mit welchem erkennbar ist, wenn die Verbrennung im Zylinder klopfend erfolgt, also das Luft-Gas Gemisch zu fett ist, das Verhältnis aus Drehzahl zu Last des Motors oder Änderungen in diesem Verhältnis oder das gemessene Drehmoment oder dessen zeitliche Änderung.For example, one or more of the following quantities are suitable as operating parameters for step 12 or the decision in step 13: The current pressure of the purge air provided by the turbocharger system, or the change in this pressure, the cylinder pressure that was calculated Air to gas ratio, signals from a knock detector, which can be seen when the combustion in the cylinder is knocking, so the air-gas mixture is too rich, the ratio of engine speed to load or changes in this ratio or the measured Torque or its temporal change.

Das erfindungsgemässe Verfahren lässt sich insbesondere auch dazu verwenden, um bereits bestehende Grossdieselmotoren, insbesondere Dual-Fuel Motoren, nachzurüsten. Da in solchen Grossdieselmotoren die apparativen Voraussetzungen zur Durchführung eines erfindungsgemässen Verfahrens häufig schon erfüllt sind oder mit geringem Aufwand bzw. Umbau realisierbar sind, ist es oft möglich, den Grossdieselmotor durch entsprechende Anpassungen oder Ergänzungen in der Motorensteuerung für den Transientbetrieb bereit zu machen. Diese Möglichkeit der Nachrüstung ist insbesondere auch im Hinblick auf die Einhaltung der Emissionsgrenzwerte ein grosser Vorteil.The inventive method can also be used in particular to retrofit existing large diesel engines, especially dual-fuel engines. Since in such large diesel engines the apparatus requirements for carrying out a method according to the invention are often already met or can be realized with little effort or conversion, it is often possible to make the large diesel engine ready for transient operation by appropriate adjustments or additions in the engine control. This possibility of retrofitting is a great advantage, especially with regard to compliance with the emission limit values.

Claims (15)

Verfahren zum Betreiben eines Grossdieselmotors, welcher zumindest in einem Gasmodus betreibar ist, in welchem ein Gas als Brennstoff in einen Zylinder eingebracht wird, wobei während des Betriebs im Gasmodus (10) ein Zustand starker Lastwechsel detektiert wird (13) und dann der Grossdieselmotor in einem Transientmodus betrieben wird, der die folgenden Schritte umfasst: - Festlegen eines Sollwertes für die Drehzahl oder das Drehmoment des Motors - Bestimmen einer Obergrenze für die Menge an Gas (14), die pro Arbeitszyklus des Grossdieselmotors als Brennstoff bereitgestellt wird, - Bestimmen einer Zusatzmenge eines flüssigen Brennstoffs (14), der zusätzlich zu dem Gas in den Brennraum eingebracht wird, wobei die Zusatzmenge so bemessen ist, dass der Sollwert für die Drehzahl realisiert wird. A method of operating a large diesel engine which is operable in at least a gas mode in which a gas is introduced as a fuel in a cylinder, wherein during the operation in the gas mode (10) a state of heavy load changes is detected (13) and then the large diesel engine in one Transient mode is operated, which includes the following steps: - Specifying a setpoint for the speed or torque of the motor Determining an upper limit for the amount of gas (14) provided as fuel per duty cycle of the large diesel engine, - Determining an additional amount of a liquid fuel (14), which is introduced in addition to the gas in the combustion chamber, wherein the additional amount is dimensioned so that the target value for the rotational speed is realized. Verfahren nach Anspruch 1, bei welchem der Grossdieselmotor als Dual-Fuel Motor zur Verbrennung eines Gases und zur Verbrennung eines flüssigen Brennstoffs, insbesondere Diesel oder Schweröl, ausgestaltet ist.The method of claim 1, wherein the large diesel engine as a dual-fuel engine for combustion of a gas and for combustion of a liquid fuel, in particular diesel or heavy oil, is configured. Verfahren nach einem der vorangehenden Ansprüche, bei welchem der jeweils aktuelle zur Verfügung stehende Druck der Spülluft zur Bestimmung der Obergrenze für die Menge an Gas (14) herangezogen wird.Method according to one of the preceding claims, in which the respective current available pressure of the scavenging air is used to determine the upper limit for the amount of gas (14). Verfahren nach einem der vorangehenden Ansprüche, bei welchem der Transientmodus manuell eingeleitet wird.Method according to one of the preceding claims, in which the transient mode is initiated manually. Verfahren nach einem der vorangehenden Ansprüche, bei welchem der Transientmodus in Abhängigkeit von mindestens einem der folgenden Parameter eingeleitet wird: aktueller Druck der Spülluft, Zylinderdruck, berechnetes Luft-zu-Gas-Verhältnis, Signal eines Klopfdetektors, Verhältnis aus Drehzahl zu Last des Motors, Änderung des Verhältnisses aus Drehzahl zu Last des Motors, Drehmoment des Motors, Änderung des Drehmoments, Menge des benötigten Brennstoffs für die Einspritzung, Änderung der Menge des benötigten Brennstoffs für die Einspritzung.Method according to one of the preceding claims, in which the transient mode is initiated as a function of at least one of the following parameters: current pressure of the purge air, cylinder pressure, calculated air-to-gas ratio, signal of a knock detector, ratio of engine speed to load, Change in the ratio of engine speed to load, torque of the engine Motors, change of torque, amount of fuel needed for injection, change of amount of fuel needed for injection. Verfahren nach einem der vorangehenden Ansprüche, bei welchem die Zusatzmenge des flüssigen Brennstoffs mittels einer Einspritzvorrichtung in den Brennraum eingebracht wird, welches in einem Flüssigmodus des Grossdieselmotors verwendet wird.Method according to one of the preceding claims, in which the additional amount of the liquid fuel is introduced by means of an injection device into the combustion chamber, which is used in a liquid mode of the large diesel engine. Verfahren nach einem der vorangehenden Ansprüche, bei welchem die Zusatzmenge des flüssigen Brennstoffs mittels einer Piloteinspritzvorrichtung in den Brennraum eingebracht wird, welche im Gasmodus zur Zündung des Gases verwendet wird.Method according to one of the preceding claims, wherein the additional amount of the liquid fuel is introduced by means of a pilot injection device into the combustion chamber, which is used in the gas mode for igniting the gas. Verfahren nach einem der vorangehenden Ansprüche, bei welchem die Zusatzmenge des flüssigen Brennstoffs mittels einer separaten Einspritzvorrichtung in den Brennraum eingebracht wird, welche für den Transientmodus vorgesehen ist.Method according to one of the preceding claims, wherein the additional amount of the liquid fuel is introduced by means of a separate injection device in the combustion chamber, which is provided for the transient mode. Verfahren nach einem der vorangehenden Ansprüche, bei welchem die Zuführung des Gases in den Zylinder durch einen Zylinderliner hindurch erfolgt.Method according to one of the preceding claims, in which the supply of the gas into the cylinder takes place through a cylinder liner. Verfahren nach einem der vorangehenden Ansprüche, bei welchem die Zuführung des Gases in den Zylinder an einem Zylinderkopf erfolgt.Method according to one of the preceding claims, wherein the supply of the gas into the cylinder takes place on a cylinder head. Verfahren nach einem der vorangehenden Ansprüche, bei welchem das Gas der Spülluft zugeführt wird, bevor die Spülluft in den Zylinder eingebracht wird oder wenn die Spülluft in den Zylinder eingebracht wird.Method according to one of the preceding claims, in which the gas is supplied to the purging air before the purging air is introduced into the cylinder or when the purging air is introduced into the cylinder. Grossdieselmotor, welcher zumindest in einem Gasmodus (10) betreibar ist und welcher nach einem Verfahren gemäss einem der vorangehenden Ansprüche betrieben wird.Large diesel engine which is operable at least in a gas mode (10) and which is operated by a method according to one of the preceding claims. Grossdieselmotor nach Anspruch 12, welcher als Dual-Fuel Motor zur Verbrennung eines Gases und zur Verbrennung eines flüssigen Brennstoffs, insbesondere Diesel oder Schweröl, ausgestaltet ist.Large diesel engine according to claim 12, which is designed as a dual-fuel engine for combustion of a gas and for combustion of a liquid fuel, in particular diesel or heavy oil. Grossdieselmotor nach einem der Ansprüche 12 oder 13, bei welchem eine Motorensteuerung vorgesehen ist, welche eine Kontrolleinrichtung (14) zum Einleiten und Durchführen des Transientmodus umfasst.Large diesel engine according to one of claims 12 or 13, wherein an engine control is provided, which comprises a control device (14) for initiating and performing the transient mode. Verwendung eines Verfahrens nach einem der Ansprüche 1-11 zur Nachrüstung eines Grossdieselmotors, insbesondere eines Dual-Fuel Motors.Use of a method according to any one of claims 1-11 for retrofitting a large diesel engine, in particular a dual-fuel engine.
EP16167075.7A 2015-05-19 2016-04-26 Method for operating a large diesel engine, use of this method and large diesel engine Active EP3121428B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15168102 2015-05-19

Publications (2)

Publication Number Publication Date
EP3121428A1 true EP3121428A1 (en) 2017-01-25
EP3121428B1 EP3121428B1 (en) 2019-07-17

Family

ID=53181146

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16167075.7A Active EP3121428B1 (en) 2015-05-19 2016-04-26 Method for operating a large diesel engine, use of this method and large diesel engine

Country Status (5)

Country Link
EP (1) EP3121428B1 (en)
JP (2) JP7122799B2 (en)
KR (1) KR102580971B1 (en)
CN (1) CN106168175B (en)
DK (1) DK3121428T3 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3121428B1 (en) * 2015-05-19 2019-07-17 Winterthur Gas & Diesel AG Method for operating a large diesel engine, use of this method and large diesel engine
SG11202002151WA (en) * 2017-09-11 2020-04-29 Ihi Power Systems Co Ltd Engine operation method and engine system
KR102603855B1 (en) * 2019-06-14 2023-11-21 바르실라 핀랜드 오이 Method of operating a piston engine and control system for a piston engine
CN115217642B (en) * 2022-06-30 2024-05-17 潍柴动力股份有限公司 Control method and control device for dual-fuel engine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3926322A1 (en) * 1988-08-11 1990-02-15 Fuji Heavy Ind Ltd FUEL INJECTION CONTROL SYSTEM FOR A TWO-STROKE COMBUSTION ENGINE
US20020007805A1 (en) * 1998-10-13 2002-01-24 Green Jason E. Bi-fuel control system and retrofit assembly for diesel engines
EP1956210A2 (en) * 2007-02-12 2008-08-13 Wärtsilä Schweiz AG Method for operating a longitudinally wound two stroke diesel engine and a longitudinally wound two-stroke diesel motor
WO2010147071A1 (en) 2009-06-16 2010-12-23 ヤンマー株式会社 Exhaust purification device for gas engine
DE102010005814A1 (en) 2010-01-27 2011-07-28 Bayerische Motoren Werke Aktiengesellschaft, 80809 Exhaust gas system for internal combustion engine of passenger car, has exhaust manifold which is connected with exhaust tract in gas guiding manner, in which exhaust turbocharger is arranged

Family Cites Families (31)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5455210A (en) * 1977-10-10 1979-05-02 Nippon Soken Inc Operation of two-cycle engine
JPH0625558B2 (en) * 1986-05-26 1994-04-06 日産自動車株式会社 Fuel supply control device for internal combustion engine
JPS6368734A (en) * 1986-09-09 1988-03-28 Nissan Motor Co Ltd Fuel feeding control device for internal combustion engine
DK174249B1 (en) * 1996-10-28 2002-10-14 Man B & W Diesel As Multi-cylinder internal combustion engine with electronic control system
JP4052508B2 (en) 2002-09-13 2008-02-27 東京瓦斯株式会社 Dual fuel engine rotation control device
EP1816332B1 (en) 2004-11-04 2014-02-26 National University Corporation Tokyo University of Marine Science and Technology Method for controlling fuel injection of marine diesel engine and device therefor
JP2008115829A (en) 2006-11-08 2008-05-22 Nissan Motor Co Ltd Control device and control method of reciprocation type internal combustion engine
JP4864952B2 (en) * 2008-09-30 2012-02-01 川崎重工業株式会社 Diesel engine operation control method, operation control device, and diesel engine
JP4802239B2 (en) * 2008-12-16 2011-10-26 川崎重工業株式会社 Diesel engine control method and governor device
JP5530641B2 (en) 2009-02-24 2014-06-25 日産自動車株式会社 Knocking control device for spark ignition type internal combustion engine
JP5645418B2 (en) * 2009-08-10 2014-12-24 三菱重工業株式会社 PM emission estimation device for diesel engine
JP5455210B2 (en) 2009-10-29 2014-03-26 ジーイー・メディカル・システムズ・グローバル・テクノロジー・カンパニー・エルエルシー X-ray CT apparatus and X-ray CT image reconstruction method
US9065300B2 (en) 2009-12-04 2015-06-23 Kevin R. Williams Dual fuel system and method of supplying power to loads of a drilling rig
JP5448873B2 (en) * 2010-01-21 2014-03-19 三菱重工業株式会社 ENGINE EXHAUST ENERGY RECOVERY DEVICE, SHIP HAVING THE SAME, POWER GENERATION PLANT HAVING THE SAME, ENGINE EXHAUST ENERGY RECOVERY DEVICE CONTROL DEVICE AND ENGINE EXHAUST ENERGY RECOVERY DEVICE CONTROL METHOD
WO2011153069A1 (en) 2010-06-01 2011-12-08 Cummins Intellectual Properties, Inc. Control system for dual fuel engines
JP5587091B2 (en) * 2010-08-05 2014-09-10 株式会社ディーゼルユナイテッド 2-stroke gas engine
JP2012057471A (en) * 2010-09-03 2012-03-22 Toyota Motor Corp Fuel control device of internal combustion engine
JP2012092759A (en) * 2010-10-27 2012-05-17 Mitsubishi Heavy Ind Ltd Exhaust emission control device for diesel engine
CN103180578B (en) * 2010-10-28 2016-05-04 株式会社Ihi Two stroke engine
FI20106325A0 (en) * 2010-12-15 2010-12-15 Waertsilae Finland Oy A method of operating a piston engine, a control system for controlling the operation of an internal combustion engine and a piston engine
JP5811539B2 (en) 2011-01-24 2015-11-11 株式会社Ihi 2-cycle engine
JP5338997B2 (en) 2011-02-16 2013-11-13 トヨタ自動車株式会社 Multi-fuel internal combustion engine and control method thereof
JP5707274B2 (en) * 2011-08-12 2015-04-22 株式会社Ihi 2-cycle engine
CN104066960B (en) 2011-11-22 2018-05-11 西港能源有限公司 A kind of device and method to flexible fuel internal combustion engine addition fuel
JP5851918B2 (en) 2012-04-11 2016-02-03 三菱重工業株式会社 Dual fuel diesel engine and operating method thereof
JP6028967B2 (en) * 2012-07-31 2016-11-24 国立研究開発法人 海上・港湾・航空技術研究所 Fuel injection device for gas engine and gas engine device equipped with the same
KR101712179B1 (en) 2013-05-10 2017-03-03 가부시키가이샤 아이에이치아이 Uniflow scavenging 2-cycle engine
EP2806140B1 (en) * 2013-05-24 2016-03-23 Caterpillar Motoren GmbH & Co. KG Dual fuel engine and method of operating the same
US20140366839A1 (en) 2013-06-17 2014-12-18 Caterpillar Motoren GmbH & Co. KG. Transient Event Fuel Apportionment for Multi Fuel Engine System
EP3121428B1 (en) * 2015-05-19 2019-07-17 Winterthur Gas & Diesel AG Method for operating a large diesel engine, use of this method and large diesel engine
JP6368734B2 (en) 2016-04-15 2018-08-01 株式会社フジクラ Optical fiber protection structure and optical element manufacturing method

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3926322A1 (en) * 1988-08-11 1990-02-15 Fuji Heavy Ind Ltd FUEL INJECTION CONTROL SYSTEM FOR A TWO-STROKE COMBUSTION ENGINE
US20020007805A1 (en) * 1998-10-13 2002-01-24 Green Jason E. Bi-fuel control system and retrofit assembly for diesel engines
EP1956210A2 (en) * 2007-02-12 2008-08-13 Wärtsilä Schweiz AG Method for operating a longitudinally wound two stroke diesel engine and a longitudinally wound two-stroke diesel motor
WO2010147071A1 (en) 2009-06-16 2010-12-23 ヤンマー株式会社 Exhaust purification device for gas engine
DE102010005814A1 (en) 2010-01-27 2011-07-28 Bayerische Motoren Werke Aktiengesellschaft, 80809 Exhaust gas system for internal combustion engine of passenger car, has exhaust manifold which is connected with exhaust tract in gas guiding manner, in which exhaust turbocharger is arranged

Also Published As

Publication number Publication date
KR20160136231A (en) 2016-11-29
JP7122799B2 (en) 2022-08-22
CN106168175B (en) 2021-09-17
EP3121428B1 (en) 2019-07-17
JP2021105399A (en) 2021-07-26
CN106168175A (en) 2016-11-30
JP2016217348A (en) 2016-12-22
KR102580971B1 (en) 2023-09-20
DK3121428T3 (en) 2019-10-14

Similar Documents

Publication Publication Date Title
DE102015206074B4 (en) Internal combustion engine and method for operating an internal combustion engine
EP3121428B1 (en) Method for operating a large diesel engine, use of this method and large diesel engine
EP3095993A1 (en) Method for operating a large diesel engine, use of this method and large diesel engine
DE102015202193B4 (en) Method for operating an internal combustion engine and internal combustion engine
EP3267017A1 (en) Method for operating a dual fuel large diesel engine and large diesel engine
DE112011105137B4 (en) Control system for a multi-fuel combustion cylinder
EP3872330A1 (en) Large diesel engine and method for operating a large diesel engine
EP3404237B1 (en) Large diesel engine and method for operating a large diesel engine
AT516620A4 (en) Dual fuel engine
EP3015679B1 (en) Cylinder for a reciprocating piston engine, reciprocating combustion engine, and method for operating same
DE2050460C2 (en) Control method for a spark-ignition internal combustion engine
DE2438217A1 (en) METHOD AND SYSTEM FOR REDUCING AIR POLLUTANT EMISSIONS FROM COMBUSTION ENGINES
WO2019048454A1 (en) Method for operating a gas engine
EP3015699B1 (en) Gas feeding system with a control system and cylinder for a reciprocating piston engine, reciprocating piston engine, and method for operating a reciprocating piston engine
EP2677141A1 (en) Method for operating a two stroke diesel engine and two-stroke diesel motor
EP3693596A1 (en) Large motor with auxiliary fan and method of operation
EP3896267A1 (en) Extended longitudinally scavenged motor
EP3147477B1 (en) Gas feeding system and cylinder for a reciprocating piston engine, reciprocating combustion engine, and method for operating same
DE10006640B4 (en) Control device for an internal combustion engine with direct injection
DE3101910C2 (en) Pulverized coal engine
DE2235004A1 (en) PROCESS FOR IMPROVING PERFORMANCE AND CONSUMPTION IN FREE-SUCTION, MIXED COMPRESSING, EXTERNAL IGNITION MACHINES WITH PARTICULARLY INTENSIVE EXHAUST GAS DETOXIFICATION THROUGH THE USE OF A EXTERNAL GENERATOR WITH A FUEL ENGINE
EP3626953A1 (en) Method for operating a drive assembly for a shaft and drive assembly
EP3751123A1 (en) Cylinder head for a cylinder of a large diesel engine and method for repairing a cylinder head
EP3372811A1 (en) Method for operating a large diesel engine and large diesel engine
EP3726036A1 (en) Large motor and method for operating a large motor

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170725

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20180103

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20190318

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502016005548

Country of ref document: DE

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1156055

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190815

REG Reference to a national code

Ref country code: DK

Ref legal event code: T3

Effective date: 20191010

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20190717

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191118

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191017

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191017

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191117

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191018

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200224

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502016005548

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG2D Information on lapse in contracting state deleted

Ref country code: IS

26N No opposition filed

Effective date: 20200603

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200426

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200430

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200430

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200430

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20200430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200430

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20200426

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200426

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200426

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1156055

Country of ref document: AT

Kind code of ref document: T

Effective date: 20210426

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210426

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20230420

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DK

Payment date: 20240423

Year of fee payment: 9