EP3221572A1 - Double injecteur de carburant - Google Patents

Double injecteur de carburant

Info

Publication number
EP3221572A1
EP3221572A1 EP15783960.6A EP15783960A EP3221572A1 EP 3221572 A1 EP3221572 A1 EP 3221572A1 EP 15783960 A EP15783960 A EP 15783960A EP 3221572 A1 EP3221572 A1 EP 3221572A1
Authority
EP
European Patent Office
Prior art keywords
fuel
injector
dual
mode
memory
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15783960.6A
Other languages
German (de)
English (en)
Inventor
Markus Kalenborn
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.)
Woodward LOrange GmbH
Original Assignee
LOrange GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by LOrange GmbH filed Critical LOrange GmbH
Publication of EP3221572A1 publication Critical patent/EP3221572A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0673—Valves; Pressure or flow regulators; Mixers
    • F02D19/0678—Pressure or flow regulators therefor; Fuel metering valves therefor
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0005—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using valves actuated by fluid pressure
    • 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
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0613—Switch-over from one fuel to another
    • 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
    • F02D19/0642—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 at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—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 at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a dual-fuel fuel injector according to the preamble of claim 1.
  • the dual-fuel fuel injector is particularly suitable for use with a first gaseous fuel gas and a second liquid fuel injector
  • Fuel or liquid fuel provided.
  • the present invention is based on the object to provide a dual-fuel fuel injector, which is suitable to provide the required storage space with a small space.
  • a dual-fuel fuel injector which, for example, is usable with a large engine, for example in a motor vehicle such as a ship, a locomotive, a truck or a different commercial vehicle, or is provided for example for a stationary device, e.g. for a combined heat and power plant, an (emergency) generating set, especially for industrial applications.
  • the dual-fuel fuel injector according to the invention has a first injector unit which is equipped with a first (main) fuel for a first injector mode (in particular an operating mode in which the first injector unit is active or in particular an injection or injection mode) provided for use therewith.
  • the first injector unit is used for operation with fuel gas, i. as a fuel gas injector, provided so far for a selective fuel gas ejection.
  • the first injector mode with the present invention is preferably an ignition jet mode in which fuel gas is exhausted as a first main fuel (while still also dispensing a liquid fuel as an auxiliary fuel, i.e., in particular with a second injector unit to be explained later). It is conceivable, e.g. however, also a pure fuel gas operation in the first injector mode, e.g. with hydrogen as fuel gas. As the gaseous fuel, fuel gas may further be used e.g. Natural gas, landfill gas, biogas or a different gas may be provided. Generally, however, in the first injector mode, liquid fuel may also be provided as first main fuel for delivery via the first injector unit, e.g. Methanol.
  • the first injector unit is preferably a hydraulically servo-controlled injector unit, that is to say a nozzle valve of the first injector unit can be selectively open-controlled by means of a particularly liquid control fluid and a servo valve (pilot valve), the control fluid preferably being connected to the dual injector unit.
  • Fuel fuel injector used is liquid fuel.
  • the dual-fuel fuel injector according to the invention further comprises a second injector unit, which for a second injector mode (in particular a mode in which the second injector unit is active or out; In particular, an injection mode) with a second (main) fuel, in particular liquid fuel, provided or intended for use therewith.
  • the second injector unit is preferably provided for the selective ejection of liquid fuel.
  • the second injector mode is preferably an operating mode in which only the second main fuel is discharged via the dual-fuel injector or its second injector, with the use of liquid fuel preferably diesel fuel, heavy oil or bio-oil is provided.
  • the second injector unit is in the context of the present invention and in particular analogous to the first injector preferably also a hydraulic servo-controlled injector, that is, a nozzle valve of the second injector unit can be selectively controlled open by means of a particular liquid control fluid and a servo valve (pilot valve), wherein the control fluid again, in turn, the one used with the dual-fuel fuel injector
  • Liquid fuel is.
  • the dual-fuel fuel injector further has an injector memory or injector pressure accumulator, which is provided in particular as a single-pressure accumulator or as an injector-specific accumulator on the injector.
  • the injector memory is provided, in particular, to compensate for pressure fluctuations associated with injection processes and, in particular, to receive or store a high-pressure main fuel quantity.
  • the injector memory is connected to the injector-internal (high pressure (HP)) fuel supply system.
  • the dual-fuel injector is further adapted to inject the injector in response to the respective injector mode (first or second injector mode) with either the first or second main fuel to fill (ie to apply).
  • the dual-fuel fuel injector is preferably configured to fill the injector reservoir with the first main fuel - preferably fuel gas - during the first injector mode, and also to fill the injector reservoir with the second main fuel - preferably liquid fuel - during the second injector mode.
  • the respective main fuel for an injection operation to be completed therewith or the respective injector mode of operation can always be supplied from the injector reservoir as required and, in addition, kept ready for a pulsation damping.
  • a nozzle volume of the first injector unit may preferably be brought into communication with the injector accumulator and the dual-fuel injector further configured to bring a nozzle volume of the second injector unit into communication with the injector accumulator in the second injector mode.
  • the proposed dual-fuel fuel injector is also adapted for refilling the injector memory, i. for a displacement of a main fuel from the
  • a refilling is in each case provided in each case with a changeover or change between the injector modes (first and second injector mode). With a transition or switching from the first injector mode in the second
  • the main fuel of the first injector mode can be displaced from the injector memory and the injector memory can be filled with the main fuel of the second injector mode.
  • the main fuel of the second injector mode is displaced from the injector store and the injector store is filled with the main fuel of the first injector mode.
  • the injector memory may be formed in the manner of a piston accumulator.
  • the injector accumulator may have a first (storage) side with an inlet for the first main fuel and a second (storage) side with an inlet for the second
  • a separating element (piston, separating piston) displaceable in the injector reservoir can in this case separate the first and second sides from one another.
  • the separator may be slidably sealed against an injector storage wall, for example via piston (tight) rings.
  • the dual-fuel fuel injector is further configured to bring the inlet of the injector memory for the first main fuel into communication with a first high-pressure supply path of the dual-fuel fuel injector for the first injector mode which high pressure supply path continues to communicate with a nozzle volume of the first injector unit.
  • the dual-fuel fuel injector is preferably also set up to be able to bring the inlet of the injector storage for the second main fuel into communication with a second high-pressure supply path of the dual-fuel fuel injector for the second injector mode, which second high-pressure supply path continues with a nozzle volume of the second liquid fuel Injector unit communicates.
  • a respective inlet via a respective high-pressure supply path can be filled in a simple manner or even refilled.
  • the dual-fuel fuel injector is hereby preferably also adapted to relieve the second side of the injector memory for the first injector mode and further to relieve the first side of the injector memory for the second injector mode.
  • the main fuel is in this case each displaced by means of the separating element and further preferably pushed out via the inlet of the side of the main fuel to be displaced.
  • the dual-fuel fuel injector is also configured to be able to block a respective inlet.
  • the separating element may be provided, in particular designed such that it can obstruct the inlet for the first main fuel in a first end position and obstruct the inlet for the second main fuel in a second end position.
  • the dual-fuel fuel injector in particular for an actively controlled refilling associated with a change of operating mode, can be a reversing have device.
  • a reversing device may in particular have a pressure-controlled valve, for example, a (controlled switchable) shut-off valve.
  • the dual-fuel fuel injector can also be set up for a passive reversal, for example, the injector memory in FIG.
  • a dual-fuel fuel injection system which has at least one as explained above dual-fuel BCinnstoffinjektor, in particular a plurality thereof.
  • the dual-fuel fuel injection system for performing a Um colllung the injector memory in the context of a switching between the modes, i. the first and second Injektorsetriebsart established.
  • the dual-fuel fuel injection system is arranged to control the reversing device of the dual-fuel fuel injector to the injector memory corresponding to a injector mode to be filled either with the first or the second main fuel, ie in particular active.
  • at least one valve of the reversing device can be actuated via a control unit of the fuel injection system.
  • the dual-fuel Kj aftscherinspritzsystem can be configured, the injector memory corresponding to a designated injector mode pressure controlled with either the first or the second main fuel to fill.
  • the dual-fuel fuel injection system can be set up, a (supply) pressure level of the first main fuel and / or a (supply) pressure level of the second main fuel, in particular by means of a control of the dual-fuel Kiaftscherinspritzsystems, the dual-fuel injector (at fuel inlets) suitable.
  • the invention also provides that the dual-fuel fuel injection system is set up to keep the amount of energy required for injection events during switching between the injector modes constant or largely unchangeable by means of a transition strategy.
  • a transition strategy for a number of injections associated with switching between the injector modes and, to that extent, refilling, may be provided to balance an injection amount of the one main fuel, which may be behind the target, with an increased injection amount of the other main fuel. For example, by a prolonged injection duration.
  • the invention further proposes an internal combustion engine, wherein the internal combustion engine has a dual-fuel fuel injector as explained above and / or a dual-fuel fuel injection system as explained above. Also, a method is specified, which is advantageously carried out with the dual-fuel fuel injector.
  • FIG. 1 shows an example and schematically a structural diagram of a dual-fuel fuel injector according to a possible embodiment of the invention.
  • FIG. 2 shows by way of example and schematically a structural diagram of a dual-fuel fuel injector according to another possible embodiment of the invention.
  • FIG. 3 shows an example and schematically a structural diagram of a dual-fuel fuel injector according to yet another possible embodiment of the invention.
  • the same reference numerals correspond to elements of the same or comparable function.
  • FIG. 1 shows by way of example and schematically a dual-fuel fuel injector according to the invention (two-component nozzle or two-substance injector) 1.
  • the dual-fuel-force fuel injector 1 has a first injector unit 3.
  • the first injector mode injection mode
  • first (main) fuel in the form of gaseous fuel or fuel gas
  • Injector unit 3 is hydraulically servo-controlled, that is, a nozzle valve 5 of the first
  • Injector unit 3 is controlled indirectly via a servo or pilot valve 7 and control fluid, that is to say in a manner known per se.
  • the fuel gas for example natural gas
  • the fuel gas can be supplied via an inlet or fuel gas inlet 9 of the dual-fuel fuel injector 1 and a first high-pressure supply path 11 to a nozzle volume 13 or a gas nozzle space of the first injector unit 3 (first nozzle volume 13).
  • the first high-pressure supply path 11 leads from the inlet 9 for the first main fuel or the fuel gas inlet 9 to the gas nozzle chamber 13.
  • main fuel for example with a
  • a fuel gas reservoir 15 may be connected to the inlet 9, for example in the form of a pressure tank and also a dual-fuel fuel injector used with the dual-fuel injector 1, preferably a gas common rail Fuel injection device, or an internal combustion engine.
  • the dual-fuel fuel injector 1 further comprises a second injector unit 17, which is provided for displaying a second injector mode (in particular injection mode) with a second (main) fuel.
  • the second main fuel is in particular liquid fuel, preferably diesel fuel, heavy oil or bio-oil.
  • the second injector unit 17 is hydraulically servo-controlled, that is, a nozzle valve 19 of the second injector unit 17 is controlled indirectly via another servo or pilot valve 21 of the fuel injector 1 and control fluid, that is again in a known manner ,
  • the liquid fuel is via a further inlet 23 and liquid fuel inlet of the dual-fuel fuel injector 1 and a second high-pressure supply path 25 to a nozzle Volume 27 and a liquid fuel nozzle space of the second injector unit 17 can be supplied (second nozzle volume 27).
  • the second high-pressure supply path 25 leads from the inlet 23 for the second main fuel or the liquid fuel inlet to the nozzle volume 27 of the second injector unit 17.
  • the Inlet 23 with a supply device 29 are in communication, for example, a rail or a high-pressure generating unit (a used with the dual-fuel injector 1 dual-fuel Kjaftstoffeinspritz sensible), which can promote the second main fuel to the inlet 23.
  • a control chamber 43 or 45 is formed at a nozzle-distal end of the guided in an axial bore nozzle needle 31, 33, which is acted upon with harness horrin-control fluid in the form of the second main fuel via a feed branch 47 and 49 (with inlet throttle) and can exert a force in the closing direction on the nozzle needle 31, 33 over this.
  • the control chamber 43, 45 is further depressurized via a discharge branch 51, 53 (with outlet throttle), that is to say via a leakage flow path 51, 53, the servo or pilot valve 7, 21 being provided for a selective opening of the discharge branch 51, 53 is, over which the flow branch 51, 53 is guided (towards the low pressure side ND).
  • the servovalve 7, 21 is preferably a solenoid-actuated valve, as shown, for example, a 2/2-way valve (which may be controlled via a controller of a fuel injector used with the dual-fuel injector 1).
  • the nozzle needle 31, 33 experience via pressurized fuel in the nozzle chamber 13, 27, a force in ⁇ ffhungsplatz, via battlechristbeaufschlagten fuel in the control chamber 43, 45 continue to force in the closing direction (for Example also supported by a closing spring).
  • the nozzle valve 5, 19 opens in the context of an injection operation (injection process), if a closing force equilibrium at the
  • Nozzle needle 31, 33 is dissolved, that is, as soon as a force in the opening direction outweighs what the servo valve 7, 21 can be controlled open. With the opening of the servo valve 7, 21, fuel can flow out of the control chamber 43, 45 to the low-pressure side (LP) and the pressure in the control chamber 43, 45 can be reduced. With locks of the servo valve 7, 21, the pressure in the control chamber 43, 45 builds up again and the nozzle needle 31, 33 returns to its seat (injection end).
  • LP low-pressure side
  • the dual-fuel fuel injector 1 furthermore has an injector reservoir 55 formed as a (high) pressure accumulator.
  • the injector memory 55 is provided as a single-pressure accumulator or injector-individual memory of the injector 1, wherein in
  • Injector 55 a storage volume 57 is formed.
  • the injector accumulator 55 has a first inlet 61 for the first main fuel (fuel gas inlet) which communicates with the first high-pressure supply path 11 via a first inlet branch 63, i.e. branching off from node A, so that the injector memory 55 and its first side 59 is filled via the first inlet 61 with the first main fuel.
  • the injector accumulator 55 further includes a second inlet 67 for the second main fuel (liquid fuel inlet) which communicates with the second high pressure supply path 25 via a second inlet branch 69, i.e. branching from the node B, so that the injector memory 55 and the second memory side 65 can be filled via the second inlet 67 with the second main fuel.
  • a separating element 71 is arranged in the injector reservoir 55 or the storage volume 57 thereof, in particular in the form of a separating piston.
  • the separating element 71 is arranged between the first memory side 59 of the injector memory 55 and the second memory side 65 of the injector memory 55, wherein the separating element 71 is displaceable in particular between a first and a second end position (at the stop), i. in a direction of displacement C. Shown is the separating element 71 in the second end position.
  • the separating element 71 indicates (In the direction of displacement C) opposite ends 73 and 75 each have a sealing profile 77, which is configured to cooperate with the injector memory 55 as a sealing partner, ie over a circumference.
  • a first diameter or active cross section of the separating element 71 that can be flowed in via the inlet 61, 67 is selected to be larger on the side 73 facing the first inlet 61 than a second diameter or effective cross section on the side 75 which faces the second inlet 67 and can be flowed over it
  • the separating element 71 may have, on the side 75 facing the second inlet 67, a spring-loaded valve rod 79 which provides the sealing diameter 77 or effective cross-section at the end.
  • the separator 71 received in the injector accumulator 55 acts as a valve adapted to selectively block the first 61 or the second 67 inlet.
  • the separating piston 71 is slidably sealed against the wall of the injector memory 55, i.e.
  • a stripping element 83 may also preferably be provided next to it.
  • the thus configured dual-fuel fuel injector 1 is inventively configured to fill the injector memory 55 corresponding to a respective injector mode with either the first or the second main fuel.
  • the injector accumulator 55 is filled with the second main fuel or liquid fuel, ie at the liquid fuel side 65, between the second inlet 67 and the separator piston 71.
  • the separating piston 71 is located in the first end position (fuel gas stop) and blocks the first inlet 61.
  • the injector memory 55 is filled only with the second main fuel.
  • the gas pressure is preferably increased to a maximum supply pressure value (fuel gas supply pressure (at the fuel gas inlet 9), for example 400 bar), while the liquid fuel supply pressure (hydraulic pressure at the liquid fuel inlet 23) is in particular briefly exposed to a (slightly) below the fuel gas.
  • Supply pressure lying value is lowered (for example, 350-380 bar).
  • the separating element 71 in the injector accumulator 55 is displaced towards the second inlet 67 and now closes it.
  • the injector reservoir 55 is now filled with fuel gas, that is to say via the first inlet 61 or on the first side 59 (between the first inlet 61 and the separating piston 71), while the liquid fuel via the second inlet 67 by means of the separating element 71 in this case is ejected.
  • the amount of fuel gas to be expelled is preferably increased with each working cycle (with which the fuel gas volume taken up in the injector accumulator 55 is also increased), that is, while the liquid fuel injection quantity is gradually reduced.
  • the separator 71 reliably holds the second inlet 67 closed, e.g. against a pressure of 600-1000 bar. This pressure range is sufficient for the liquid fuel injection in the first injector mode (Zündstrahl ist) regularly.
  • the dual-fuel fuel injector 1 automatically to a Filling the Injektor arrivess 55 with liquid fuel plus a displacement of the fuel gas therefrom, ie to a refilling, wherein the fuel gas is expelled from the injector memory 55 against its current constant supply pressure, in particular via the first inlet 61.
  • the first injector unit 3 remains operable in this way even with continuously decreasing fuel gas volume in the injector memory 55, so that a switchover of the injector mode during idling or in the partial load can be effected without problems.
  • transient strategy which may include adjusting the liquid fuel injection from one cycle to the next (eg pilot-controlled from a map), or high engine load, as far as the amount of exhausted gas continues to decrease with subsequent cycles.
  • FIG. 2 illustrates by way of example and schematically a dual-fuel fuel injector 1 according to a further preferred embodiment of the invention, wherein the storage filling can be actively reversed in particular with a change of the injector mode, for which a reversing device is preferably provided.
  • a switching can be advantageous, in particular also in full load operation of a
  • the dual-fuel fuel injector according to FIG. 2 also has an injector reservoir 55, which is accessible from two sides, that is, from both the first side 59 and the fuel gas side and from the second page 65 and liquid fuel side is filled. Furthermore, in accordance with the injector memory 55, a separating element 71 is received, again in the manner of a separating piston, which can move back and forth between a first and second end position or is displaceable in a displacement direction C and exerts a shut-off function in the respective end position.
  • the separating element 71 in turn has circumferential sealing surfaces 77 on opposite sides 73, 75 (viewed in the direction of displacement C), which cooperate sealingly with the injector accumulator 55 in a respective end position.
  • the separating piston 71 has a substantially constant cross-section, furthermore a cylindrical shape, so that the opposite end surfaces 73, 75 which can be inflowed via a respective inlet also have in particular identical diameter or effective cross-section.
  • the separating element 71 in turn comprises circumferentially arranged pistons (tightly) rings 81, wherein the separating element 71 is likewise slidable in the injector memory 55 or on its inner wall, wherein a scraper element next to it is also conceivable. Also in this embodiment, the separating element 71 continues to act in the injector memory 55 in particular as
  • Valve which is capable of selectively or pressure-controlled shut off the first 61 or second 67 inlet can.
  • the dual-fuel fuel injector 1 further comprises a reversing device, which in the present case is preferably formed by means of a pressure-controlled valve 85 and which further provides a selectively disclosed valve or shut-off valve 87.
  • the pressure-controlled valve 85 is connected as a 3/2-way valve (pneumatically actuated) in front of the second inlet 67 of the injector memory 55, that is in the inlet flow branch 69, so that the second inlet 67 in this case depending on the respective switching position of the valve 85 can be flowed.
  • the pressure-controlled valve 85 may switch the second inlet 67 in communication with the second high-pressure supply path 25, in a further, second switching position of the valve 85, the second inlet 67 in Communication with the low pressure side (ND) connected, ie via the node B in
  • the pressure-controlled valve 85 preferably has a piston actuation 89 with a piston 91, which is guided in a working space 93, wherein a changeover from the first to the second switching position by means of pressure loading of the piston 91 on a drive side 95 can take place.
  • the working space 93 communicates with the first high-pressure supply path 11, that is to say via a flow connection 97, which branches off between the shut-off valve 87 and the first nozzle volume 13, at a node D.
  • the pressure-controlled Valve 85 piston-actuated switched (from the first to the second switching position), the threshold is exceeded, the first switching position is automatically resumed (by means of a spring load).
  • the pressure-controlled valve 85 may further be provided 99 a leakage discharge.
  • the reversing device further comprises a shut-off valve 87, via which the first high-pressure supply path 11 is guided, and over which the first high-pressure supply path 11 is selectively interruptible.
  • the shut-off valve 87 is preferably actuatable via e.g. a control device of a dual-fuel fuel injection system or an internal combustion engine.
  • the check valve 87 is disposed downstream of the node A and upstream of the branch D of the flow connection 97 of the pressure-controlled valve 85 in the first high-pressure supply path 11.
  • the thus arranged shut-off valve 87 is thus able, in the first illustrated switching position (blocking position) to shut off the first high-pressure supply path 11 to the node A or switch through in a second switching position (passage position).
  • FIG. 2 shows the dual-fuel fuel injector 1 in the second injector mode, for example, according to a 100% diesel full load operation.
  • the pilot valve 7 of the first injector unit 3 is in the blocking position, via the also in blocking position check valve 87, the first injector unit 3 is depressurized, ie due to the thereby interrupted first high-pressure supply path 11.
  • At the second high-pressure supply path 25 is injection pressure, for example up to 2500 bar ,
  • the shut-off valve 87 With a switch to the first injector mode (preferably Zündstrahl ist) the shut-off valve 87 is opened by reversing into the second switching position, in particular at maximum possible applied gas pressure (of about 350 - 400 bar). As a result, the gas pressure in said height is also at the nozzle volume 13 of the first injector unit 3, in particular within a working cycle.
  • the pneumatically controlled valve 85 now interrupts the liquid fuel supply to the second storage side 65 by reversing to the first switching position and in this case switches the second storage side 65 to the leakage drain line, ie depressurized (hence the second storage side 65 can now be emptied become).
  • the separating piston 71 pressurized with the fuel gas pressure via the first storage side 59 pushes the liquid fuel via the inlet 67 into the (ND) leakage system of the dual-fuel fuel injector 1 (and, for example, back into a tank).
  • the high pressure supply of the second injector 17 (control chamber 45 and nozzle volume 27) is maintained so that it is still possible without significant pressure drop Zündöl- and part load -Inject fuel quantities for a fuel gas or a fuel gas-liquid fuel mixed operation.
  • a preferred operational transition strategy provides that the total energy equivalent to be injected remains essentially at least constant. It is proposed for this purpose, one - due to the not yet completed but continuously increasing storage gas filling - to compensate for missing fuel gas either by a longer time fuel gas Ausdüsung or, in particular then, if no time reserve is available (engine is running, for example, already at rated speed) to compensate for such a lack of gas through an additional amount of liquid fuel.
  • a switching operation between the first and second injector mode takes place in the reverse order (as explained in more detail below). However, the shift should only be considered up to the engine part load to avoid a noticeable load drop.
  • the liquid fuel supply pressure (preferably starting from the Zündstrahl istsdruck, about 600-1000 bar) to the maximum value (eg 2500 bar) initially increased to a rapid refilling of Lnjektorados 55 during the change of Injector mode.
  • the pressure-controlled valve 85 is transferred by discharge on the drive side 95 back to the first switching position, so that the second memory page 65 now back in communication is with the second high-pressure supply path 25, is thus flowed with liquid fuel.
  • the fuel gas located in the injector memory 55 is pushed out via the inlet 61 into the first high-pressure supply path 11 and the injector accumulator 55 is all filled with liquid fuel.
  • the injection pressure at the second injector unit 17 increases again, so that the injection operation in the second
  • the liquid-fuel injection quantity is further increased to the nominal injection quantity, in particular immediately, by the supply which is interrupted by interrupting the first high-pressure supply path 11
  • FIG. 3 shows a further embodiment of the dual-fuel fuel injector 1 which approximates FIG. 2, wherein, in contrast to the embodiment according to FIG. 2, the shut-off valve 87
  • injector mode analogous to the statements made above for the embodiment of FIG. 2, but the use of remaining in the injector memory 55 first main fuel or fuel gas for a switching operation with a gas-diesel mixing operation is possible. This is advantageous in that it is easier to follow up with the liquid fuel injection quantity. The fuel gas pressure remains during the
  • the shut-off valve 87 in front of the node A also simultaneously represents a safety valve which is suitable for switching off the first injector unit 3 together with the fuel gas side 59 of the injector accumulator 55.
  • this shut-off valve 87 by a (flow-controlled) quantity limiting function (in the sense of a quantity limiting valve).
  • a switchover time could be 3-5s for a high-speed diesel engine.

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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)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Double injecteur de carburant (1) qui comporte une première unité (3) d'injecteur destinée à assurer un premier mode de fonctionnement d'injecteur avec un premier carburant principal, une seconde unité (17) d'injecteur destinée à assurer un second mode de fonctionnement d'injecteur avec un second carburant principal, et un réservoir d'injecteur (55), caractérisé en ce que ledit double injecteur de carburant (1) est conçu pour emplir le réservoir d'injecteur (55) en fonction du mode de fonctionnement d'injecteur en cours soit avec le premier, soit avec le second carburant principal.
EP15783960.6A 2014-11-17 2015-10-15 Double injecteur de carburant Withdrawn EP3221572A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014016927.8A DE102014016927B3 (de) 2014-11-17 2014-11-17 Dual-Fuel-Kraftstoffinjektor
PCT/EP2015/002044 WO2016078735A1 (fr) 2014-11-17 2015-10-15 Double injecteur de carburant

Publications (1)

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EP3221572A1 true EP3221572A1 (fr) 2017-09-27

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EP15783960.6A Withdrawn EP3221572A1 (fr) 2014-11-17 2015-10-15 Double injecteur de carburant

Country Status (6)

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US (1) US10197027B2 (fr)
EP (1) EP3221572A1 (fr)
CN (1) CN107208560B (fr)
DE (1) DE102014016927B3 (fr)
HK (1) HK1244523A1 (fr)
WO (1) WO2016078735A1 (fr)

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DE102014010716B4 (de) * 2014-07-19 2016-05-12 L'orange Gmbh Dual-Fuel-Kraftstoffinjektor
CN108488015B (zh) * 2018-04-03 2023-11-07 浙江吉利控股集团有限公司 一种双燃料发动机测试台架的供油系统
US11225933B2 (en) 2018-07-20 2022-01-18 Caterpillar Inc. Twin outlet check liquid fuel injector for dual fuel system
DE102020116710A1 (de) 2020-06-25 2021-12-30 Man Energy Solutions Se Dual-Fuel Brennkraftmaschine
US11815025B2 (en) 2021-05-07 2023-11-14 General Electric Company Fuel nozzle
CN113586301A (zh) * 2021-07-27 2021-11-02 北京工业大学 一种可以调节角度和相对位置的双燃料喷射装置及方法
DE102022119512A1 (de) * 2021-08-06 2023-02-09 Transportation Ip Holdings, Llc Systeme und Verfahren zur Kraftstoffeinspritzsteuerung

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Also Published As

Publication number Publication date
WO2016078735A1 (fr) 2016-05-26
CN107208560A (zh) 2017-09-26
US20170218897A1 (en) 2017-08-03
US10197027B2 (en) 2019-02-05
DE102014016927B3 (de) 2016-05-12
HK1244523A1 (zh) 2018-08-10
CN107208560B (zh) 2020-07-14

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