EP3121428B1 - Procede de fonctionnement d'un gros moteur diesel, utilisation d'un tel procede et gros moteur diesel - Google Patents

Procede de fonctionnement d'un gros moteur diesel, utilisation d'un tel procede et gros moteur diesel Download PDF

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EP3121428B1
EP3121428B1 EP16167075.7A EP16167075A EP3121428B1 EP 3121428 B1 EP3121428 B1 EP 3121428B1 EP 16167075 A EP16167075 A EP 16167075A EP 3121428 B1 EP3121428 B1 EP 3121428B1
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gas
engine
fuel
large diesel
diesel engine
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German (de)
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EP3121428A1 (fr
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Marcel Ott
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Winterthur Gas and Diesel AG
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Winterthur Gas and Diesel AG
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    • 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
    • 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
    • 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
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    • 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.
  • dual-fuel engines ie engines that can be operated with two different fuels.
  • a gas eg, 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 is burned while in a liquid mode, a suitable liquid fuel such as gasoline, diesel, heavy oil or other suitable liquid fuels can be burned in the same engine.
  • 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.
  • the use of a dual-fuel engine is for example from the document US2002 / 0007805 A1 known.
  • 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.
  • 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.
  • the continuous or regular determination of at least one of these parameters also allows automatic activation of the transient mode.
  • 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.
  • 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 that the range of "almost combustion" and / or knocking combustion is avoided; 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.

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  • 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)

Claims (15)

  1. Une méthode pour fonctionner un gros moteur diesel, qui peut fonctionner dans au moins un mode de gaz, dans lequel un gaz est introduit comme combustible dans un cylindre, dans laquelle, pendant le fonctionnement en mode de gaz (10), un état de fortes variations de charge est détecté (13), et puis le gros moteur diesel fonctionne en mode transitoire, comprenant les étapes suivantes:
    - définir une valeur de référence pour la vitesse ou le couple du moteur
    - déterminer une limite supérieure pour la quantité de gaz (14) fournie comme carburant par cycle de fonctionnement du gros moteur diesel,
    - déterminer une quantité additive d'un combustible liquide (14) introduit dans la chambre de combustion en plus du gaz, la quantité additive étant dimensionnée de telle sorte que la valeur de référence pour la vitesse est réalisée.
  2. Une méthode selon la revendication 1, dans laquelle le gros moteur diesel est conçu comme un moteur bicarburant pour la combustion d'un gaz et pour la combustion d'un combustible liquide, en particulier le diesel ou l'huile lourde.
  3. Une méthode selon l'une des revendications précédentes, dans laquelle la pression actuellement disponible de l'air de purge est utilisée pour déterminer la limite supérieure de la quantité de gaz (14).
  4. Une méthode selon l'une des revendications précédentes, dans laquelle le mode transitoire est déclenché manuellement.
  5. Une méthode selon l'une des revendications précédentes, dans laquelle le mode transitoire est déclenché en fonction d'au moins un des paramètres suivants: pression actuelle de l'air de purge, pression du cylindre, rapport air/gaz calculé, signal d'un détecteur de cognement, rapport vitesse/charge du moteur, changement du rapport vitesse/charge du moteur, couple du moteur, changement du couple, quantité de carburant requise pour l'injection, changement de la quantité de carburant requise pour l'injection.
  6. Une méthode selon l'une des revendications précédentes, dans laquelle la quantité additive du combustible liquide est introduite dans la chambre de combustion au moyen d'un dispositif d'injection, qui est utilisé dans un mode liquide du gros moteur diesel.
  7. Une méthode selon l'une des revendications précédentes, dans laquelle la quantité additive du combustible liquide est introduite dans la chambre de combustion au moyen d'un dispositif d'injection pilote, qui est utilisé en mode de gaz pour allumer le gaz.
  8. Une méthode selon l'une des revendications précédentes, dans laquelle la quantité additive du combustible liquide est introduite dans la chambre de combustion au moyen d'un dispositif d'injection séparé, qui est prévu pour le mode transitoire.
  9. Une méthode selon l'une des revendications précédentes, dans laquelle l'alimentation en gaz dans le cylindre s'effectue à travers une chemise de cylindre.
  10. Une méthode selon l'une des revendications précédentes, dans laquelle l'alimentation en gaz dans le cylindre s'effectue au niveau d'une tête de cylindre.
  11. Une méthode selon l'une des revendications précédentes, dans laquelle le gaz est fourni à l'air de purge avant que l'air de purge est introduit dans le cylindre ou lorsque l'air de purge est introduit dans le cylindre.
  12. Un gros moteur diesel, qui peut fonctionner dans au moins un mode de gaz (10) et qui fonctionne selon une méthode selon l'une des revendications précédentes.
  13. Un gros moteur diesel selon la revendication 12, qui est conçu comme un moteur bicarburant pour la combustion d'un gaz et pour la combustion d'un carburant liquide, en particulier le diesel ou l'huile lourde.
  14. Un gros moteur diesel selon l'une des revendications 12 ou 13, dans lequel un système de commande de moteur est prévu, qui comprend un dispositif de commande (14) pour déclencher et exécuter le mode transitoire.
  15. Une utilisation d'une méthode selon l'une des revendications 1 à 11 pour le rétrofit d'un gros moteur diesel, en particulier d'un moteur bicarburant.
EP16167075.7A 2015-05-19 2016-04-26 Procede de fonctionnement d'un gros moteur diesel, utilisation d'un tel procede et gros moteur diesel Active EP3121428B1 (fr)

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KR102580971B1 (ko) 2023-09-20
JP7122799B2 (ja) 2022-08-22
JP2016217348A (ja) 2016-12-22
EP3121428A1 (fr) 2017-01-25
KR20160136231A (ko) 2016-11-29
CN106168175B (zh) 2021-09-17
JP2021105399A (ja) 2021-07-26
DK3121428T3 (da) 2019-10-14
CN106168175A (zh) 2016-11-30

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