EP3330526B1 - Kraftstoffventil zum einspritzen eines flüssigen kraftstoffs in eine brennkammer eines grossen kompressionszündenden turboaufgeladenen zweitaktverbrennungsmotorfeldes - Google Patents

Kraftstoffventil zum einspritzen eines flüssigen kraftstoffs in eine brennkammer eines grossen kompressionszündenden turboaufgeladenen zweitaktverbrennungsmotorfeldes Download PDF

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Publication number
EP3330526B1
EP3330526B1 EP17203729.3A EP17203729A EP3330526B1 EP 3330526 B1 EP3330526 B1 EP 3330526B1 EP 17203729 A EP17203729 A EP 17203729A EP 3330526 B1 EP3330526 B1 EP 3330526B1
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EP
European Patent Office
Prior art keywords
fuel
valve
liquid
bore
chamber
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EP17203729.3A
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English (en)
French (fr)
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EP3330526A1 (de
Inventor
Johan HULT
Morten Kjul
Johan Sjöholm
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MAN Energy Solutions Filial af MAN Energy Solutions SE
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MAN Energy Solutions Filial af MAN Energy Solutions SE
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    • 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
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/14—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type characterised by provisions for injecting different fuels, e.g. main fuel and readily self-igniting starting fuel
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F02M57/026—Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • 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
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
    • 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
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/16—Sealing of fuel injection apparatus not otherwise provided for
    • 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
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/07—Nozzles and injectors with controllable fuel supply
    • F02M2700/077—Injectors having cooling or heating means

Definitions

  • the present disclosure relates to a fuel valve for injecting fuel into a combustion chamber of a large two-stroke turbocharged compression-ignition internal combustion engine with a fuel supply system operating with liquid fuel, in particular difficult or unreliable to ignite liquid fuel and to a method for injecting a liquid fuel, in particular a liquid fuel that is difficult or unreliable to ignite into the combustion chamber of a large two stroke compression-ignition internal combustion engine.
  • the fuel oil valves have been used to provide the pilot oil injection during operation with gaseous fuel. These fuel oil valves are dimensioned so as to be able to deliver fuel oil in an amount required for operating the engine at full load on fuel oil only.
  • the amount of oil injected in a pilot injection should be as small as possible to obtain the desired reduction in emissions. Dosage of such a small amount with a full size fuel injection system that can also deliver the large amount necessary for operation at full load poses significant technical problems, and is in practice very difficult to achieve and therefore the pilot oil dosage has in existing engines been with a larger quantity per fuel injection event than desirable, especially at medium and low load.
  • the alternative of an additional small injection system that can handle the small pilot amount is a considerable complication and cost up. Further, additional small pilot oil injection valves render the top cover of the cylinder even more crowded.
  • EP3070321 discloses a fuel valve for injecting low flashpoint liquid fuel into the combustion chamber of a large two-stroke turbocharged self-igniting internal combustion engine
  • the fuel valve has an elongated fuel valve housing with a nozzle with a nozzle holes, a fuel inlet port in the elongated fuel valve housing for connection to a source of pressurized liquid fuel, an actuation liquid port in the elongated fuel valve housing, an axially displaceable valve needle slidably received in a longitudinal bore in the elongated valve housing, the valve needle having a closed position where the valve needle rests on a valve seat and an open position where the valve needle has lift from the valve seat, the valve needle) being biased towards the closed position, a fuel chamber surrounding the valve needle and opening to the valve seat, a pump piston received in a first bore with a pump chamber in the first bore on one side of the pump piston, an actuation piston received in a second bore with an actuation chamber in the second bore on one side of the actu
  • a fuel valve for injecting liquid fuel into the combustion chamber of a large slow running two-stroke turbocharged compression-igniting internal combustion engine
  • the fuel valve comprising an elongated valve housing with a rear end and a front end, a nozzle comprising an elongated nozzle body extending from a base to a closed tip, a main bore extending from the base to the closed tip and a plurality of nozzle holes connected to the main bore, the nozzle being disposed at the front end of the elongated valve housing with the base connected to the front end, a fuel inlet port in the elongated fuel valve housing for connection to a source of pressurized liquid fuel, an axially displaceable valve needle slidably received in a longitudinal needle bore in the elongated valve housing with a clearance between the valve needle and the needle bore, the valve needle having a closed position and an open position, the valve needle rests on a valve seat in the closed position and the valve needle has lift from the valve seat in
  • the advantage of supplying an ignition liquid into the nozzle of the fuel injection vale that injects the difficult to ignite liquid fuel is that the engine can operate without an external pilot injection via a separate pilot valve.
  • the ignition instead takes place inside the nozzle of the fuel valve that injects the difficult to ignite liquid fuel.
  • the ignition liquid ignites inside the chamber in the nozzle where the initial flame is sheltered from the combustion chamber, giving it a better probability of igniting the liquid fuel that follows after or simultaneously during the injection event. This allows for a significantly reduced ignition-liquid consumption. Tests have indicated that levels well below 1% of MCR load are possible.
  • the dosage of ignition liquid can be controlled more accurately and reliably and the type of ignition liquid can easily be changed.
  • Full control of the ignition liquid quantity is obtained by varying upstream clearances and supply pressure, without compromising the action of the sealing oil system.
  • the ignition liquid is no longer restricted to system oil. For example, more easily ignited liquids, such as diesel oil or DME (Dimethyl ether), can be used.
  • the ignition liquid conduit extends from the ignition inlet port to the fuel chamber at a position adjacent the seat.
  • the ignition liquid conduit extends from the ignition inlet port to the seat.
  • the ignition liquid conduit to the seat is closed by the valve needle when the valve needle rests on the seat.
  • the main bore opens to the base.
  • the source of ignition liquid has a pressure that is higher than the pressure of the source of liquid fuel.
  • the fuel valve further comprises an actuation liquid port in the elongated fuel valve housing for connection to a source of pressurized actuation fluid, a pump piston received in a first bore in the valve housing with a pump chamber in the first bore on one side of the pump piston, an actuation piston received in a second bore in the valve housing with an actuation chamber in the second bore on one side of the actuation piston, the pump piston being connected to the actuation piston to move in unison therewith, the actuation chamber being fluidically connected to the actuation liquid port, and the pump chamber having an outlet connected to the fuel chamber and an inlet connected to the fuel inlet port via a non-return valve in the elongated fuel valve housing that prevents flow from the pump chamber to the fuel inlet port.
  • the fuel chamber surrounds the valve needle and opening to the valve seat with the valve seat being arranged between the fuel chamber and the outlet port
  • valve needle is configured to move from the closed position to the open position against the bias when the pressure in the fuel chamber exceeds a predetermined threshold.
  • the fuel valve further comprises a cooling liquid inlet port and a cooling liquid outlet port and a cooling liquid flow path for cooling the fuel injection valve, in particular the portion of the fuel valve closest to the front end.
  • the elongated valve housing comprises a front portion that is connected to a rear portion, the axially displaceable valve needle being disposed in the front portion, the first bore, the second bore and the matching longitudinal bore being formed in the rear portion.
  • the fuel valve further comprising a conduit connecting the sealing liquid inlet port to the first bore for sealing the pump piston in the first bore.
  • a large slow running two-stroke turbocharged compression-igniting internal combustion engine comprising a fuel valve according the first aspect of any possible implementations thereof.
  • the engine further comprising a source of pressurized fuel with a controlled pressure Pf, a source of pressurized lubricating oil with a controlled pressure Ps and a source of pressurized ignition liquid with a controlled pressure Pif.
  • Ps is higher than Pf and Pif is higher than Pf.
  • the engine is configured to ignite the fuel upon entry of the fuel in the main bore inside the nozzle.
  • Figs. 1, 2 and 3 show a large low-speed turbocharged two-stroke diesel engine with a crankshaft 42 and crossheads 43.
  • Fig. 3 shows a diagrammatic representation of a large low-speed turbocharged two-stroke diesel engine with its intake and exhaust systems.
  • the engine has four cylinders 1 in line.
  • Large low-speed turbocharged two-stroke diesel engines have typically between four and fourteen cylinders in line, carried by an engine frame 13.
  • the engine may e.g. be used as the main engine in an ocean going vessel or as a stationary engine for operating a generator in a power station.
  • the total output of the engine may, for example, range from 1,000 to 110,000 kW.
  • the engine is in this example embodiment a diesel (compression-igniting) engine of the two-stroke uniflow type with scavenge ports 19 at the lower region of the cylinders 1 and a central exhaust valve 4 at the top of the cylinders 1.
  • the scavenge air is passed from the scavenge air receiver 2 to the scavenge ports 19 of the individual cylinders 1.
  • a piston 41 in the cylinder 1 compresses the scavenge air, fuel is injected from fuel injection valves (described in detail further below), in the cylinder cover (described in detail further below), combustion follows and exhaust gas is generated.
  • the exhaust gas flows through an exhaust duct associated with the cylinder 1 into the exhaust gas receiver 3 and onwards through a first exhaust conduit 18 to a turbine 6 of the turbocharger 5, from which the exhaust gas flows away through a second exhaust conduit via an economizer 28 to an outlet 29 and into the atmosphere.
  • the turbine 6 drives a compressor 9 supplied with fresh air via an air inlet 10.
  • the compressor 9 delivers pressurized scavenge air to a scavenge air conduit 11 leading to the scavenge air receiver 2.
  • the scavenge air in conduit 11 passes an intercooler 12 for cooling the scavenge air.
  • the scavenge air leaves the compressor at approximately 200 °C and is cooled to a temperature between 36 and 80 °C by the intercooler.
  • the cooled scavenge air passes via an auxiliary blower 16 driven by an electric motor 17 that pressurizes the scavenge air flow when the compressor 9 of the turbocharger 5 does not deliver sufficient pressure for the scavenge air receiver 2, i.e. in low or partial load conditions of the engine.
  • the turbocharger compressor 9 delivers sufficient compressed scavenge air and then the auxiliary blower 16 is bypassed via a non-return valve 15.
  • Fig. 4 is a diagrammatic representation of a liquid fuel valve 50 with its connections to the source of liquid fuel 60 (such as e.g. oil-water fuel or a low flashpoint fuel such as e.g. methanol), to a source of cooling liquid (oil) 63, to the source of lubricating liquid 57, to a source of ignition fluid 65, to a source of actuation liquid (oil) 97 via a control valve 96, to a purge control valve 98, and an actuation liquid control valve 98.
  • the source of liquid fuel 60 such as e.g. oil-water fuel or a low flashpoint fuel such as e.g. methanol
  • a conduit 62 leads from the source of pressurized liquid fuel 62 to the inlet port in the housing of the liquid fuel valve 50.
  • Conduit 62 can be a double walled conduit, e.g. formed by concentric tubes or by a tube inside a solid block material such as the cylinder cover 48,
  • a window valve 61 can be provided in the conduit 62 for being able to disconnect the fuel valve 50 from the source of liquid fuel 60 for being able to purge the fuel valve 50 from flashpoint fuel.
  • the window valve 61 is preferably electronically operated and controlled by the electronic control unit.
  • the electronic control valve 96 controls the injection events and the purge control valve 98 controls purging by preventing a non-return valve from closing.
  • Fig. 5 shows the top of one of the plurality of cylinders 1 according to an example embodiment.
  • the top cover 48 of the cylinders 1 is provided with a number (typically 2 or 3) of fuel valves 50 for injecting a liquid fuel from a nozzle of the fuel valves 50, into the combustion chamber above the piston 41 in the cylinder 1.
  • the engine has three liquid fuel valves 50 per cylinder, but it should be understood that a single or two fuel valves 50 may be sufficient, depending on the size of the combustion chamber.
  • the exhaust valve 4 is placed centrally in the top cover with the liquid fuel valves 50 closer to the cylinder wall.
  • two or three additional fuel oil valves can be provided in the top cover 48 for operation of the engine on fuel oil.
  • the fuel oil valves are connected to a source of high pressure fuel oil in a well-known manner.
  • the forward portion of the fuel valve 50 that is closest to the nozzle and closest to the combustion chamber is in an embodiment cooled using a cooling liquid, such as cooling oil, for which system oil (lubrication oil) can be used.
  • a cooling liquid such as cooling oil
  • the body of the fuel valve 50 is provided with a cooling liquid inlet port and a cooling liquid outlet port and a flow path (not shown) between the in the port and the outlet port through the forward portion of the body of the fuel valve 50.
  • the cooling liquid inlet port is connected via a conduit to a source of pressurized cooling liquid 63, such as system oil
  • the cooling liquid outlet port is connected via a conduit to a reservoir of cooling liquid.
  • the body of the fuel valve 50 is also provided with a actuation liquid port for controlling the opening and closing of the fuel valve 50.
  • the control port is connected via a conduit to the source of pressurized actuation liquid 97.
  • the electronically controlled control valve 96 preferably a proportional valve, is placed in the conduit between the source of pressurized actuation liquid 97 and the actuation liquid port for controlling the opening and closing of the fuel valve 50, i.e. for controlling injection event.
  • the body of the fuel valve 50 is also provided with an ignition liquid inlet port for receiving ignition liquid from a pressurized source of ignition liquid 65 at a pressure Pif.
  • the engine is provided with an electronic control unit (not shown) that controls the operation of the engine.
  • Signal lines connect the electronic control unit to the electronic control valves 96 and 98 and to the window valves 61.
  • the electronic control unit is configured to time the injection events of the liquid fuel valve 50 correctly and to control the dosage (volume injected per injection event) of the liquid fuel with the fuel valves 50.
  • the electronic control unit is in an embodiment configured to control the shape of the injection curve (rate shaping), since the fuel valve is capable of adapting to such curves.
  • the electronic control unit opens and closes the window valve 61 so as to ensure that the supply conduit 62 is filled with pressurized low flashpoint liquid fuel before the start of a fuel injection event.
  • the window valve 61 is closed by the electronic control unit when the fuel valve 50 needs to be purged from low flashpoint fuel.
  • Fig. 6 is a perspective view of the fuel valve 50 with its elongated valve housing 52, a nozzle 54 is attached to the front end of the elongated valve housing 52 and a lubricating liquid inlet port 70 and a control port 36 for controlling purging.
  • the nozzle 54 is provided with a plurality of nozzle holes 56 that are radially and axially distributed over the nozzle 54.
  • Figs. 7 , 8 , 9 , 10 and 11 show sectional views of a fuel valve 50 for injecting liquid fuel into the combustion chamber 41 of the compression-igniting internal combustion engine.
  • the fuel valve 50 has an elongated valve housing 52 with a rearmost end and a nozzle 54 attached to its front end.
  • the nozzle 54 is s separate body that is attached with its base 46 to the front end of the valve housing 52.
  • the rearmost end of the valve housing 52 is provided with a plurality of ports, including a (purge) control port 36, an actuation liquid port 78, an ignition liquid port 67 and a gas leak detection port (not shown), that is connected to a gas detection conduit 34.
  • the rearmost end is enlarged to form a head that protrudes from the cylinder cover 48 when the fuel valve 50 is mounted in the cylinder cover 48.
  • the fuel valves 50 are placed around the central exhaust valve 4, i.e. relatively close to the wall of the cylinder liner.
  • the elongated valve housing 52 and the other components of the fuel injection valve 50, as well as the nozzle are in embodiment made of steel, such as e.g. tool steel and stainless steel.
  • the hollow nozzle 54 is provided with nozzle holes 56 that are connected to the main bore 55 in the nozzle 54 and the nozzle holes 56 are distributed radially and preferably also actually over the nozzle 54.
  • the nozzle holes 56 are axially near to the closed tip 59 and the radial distribution of the nozzle holes 56 is in the present embodiment over a relatively narrow range of approximately 50°.
  • the radial orientation of the nozzle holes 56 is such that the nozzles holes 56 are directed away from the wall of the cylinder liner.
  • nozzle holes 56 are directed such that they are roughly in the same direction as the direction of the swirl of the scavenge air in the combustion chamber caused by the slanted configuration of the scavenge ports (this swirl is a well-known feature of large two-stroke turbocharged internal combustion engines of the uniflow type).
  • the tip 59 of the nozzle 54 is in closed, i.e. there is no downwardly directed nozzle hole 46.
  • the nozzle 54 is with its base 46 connected to the front end of the valve housing 52 with the main bore of the nozzle 54 opening towards an outlet opening 68 in front end of the valve housing 52.
  • a valve seat 69 is disposed at the transition between an axial bore forming the outlet opening 68 and a fuel chamber 58.
  • An axially displaceable valve needle 61 is slidably received with a narrow clearance in a longitudinal bore in 64 the elongated valve housing 52, and lubrication between the axially displaceable valve needle 61 and the longitudinal bore is critical.
  • pressurized lubricating liquid is delivered to the clearance between the longitudinal bore 64 in the valve needle via a conduit (channel) 47.
  • the channel 47 connects the clearance between the valve needle 61 and the axial bore to the lubricating oil inlet port 70, which in turn can be connected to the source of pressurized lubricating oil 57 which is pressurized and a pressure Ps.
  • the lubricating oil prevents leakage of fuel into the clearance between the valve needle 61 and the axial bore when operating on low flashpoint fuel.
  • the lubricating oil provides for lubrication between the valve needle 61 and the axial bore 64.
  • the pressure of the source of lubricating oil 57 is at least above the supply pressure of the source of liquid fuel but can be well below the maximum pressure in the pump chamber 82 during an injection event as long as the aggregated flow in the clearance between the pump piston 80 and the 1st bore 81 is in the direction towards the pump chamber 82.
  • the valve needle 61 has a closed position and an open position.
  • the valve needle 61 is provided with a conical section that is shaped to match the valve seat 69. In the closed position the conical section of the valve needle rests on the valve seat 69.
  • the conical section has lift from the valve seat 69 in the open position and the valve needle 61 is resiliently biased towards the closed position by a pre-tensioned helical spring 38.
  • the pre-tensioned helical spring 38 acts on the valve needle 61 and biases the valve needle 61 towards its closed position where the conical section rest on the seat 69.
  • the helical spring 38 is a helical wire spring that is received in a spring chamber 88 in the elongated fuel valve housing 52. Cooling oil flows through the spring chamber 88. One end of the helical spring 38 engages an end of the spring chamber 88 and the other end of the helical spring 38 engages a widened section or flange on the valve needle 61, thereby resiliently urging the valve needle towards the valve seat 69.
  • the elongated valve housing 52 is provided with a fuel inlet port 53 for connection to a source of pressurized liquid fuel 60, via the low fuel supply conduit 62.
  • the fuel inlet port 53 connects to a pump chamber 82 in the valve housing 52 via a conduit 51 and a non-return valve 7.
  • the non-return valve 74 (suction valve) is provided inside the valve housing 52. The non-return valve 74 ensures that liquid fuel can flow through the conduit 51 to the pump chamber 82, but not in the opposite direction.
  • a pump piston 80 is slidably and sealingly disposed in a first bore 81 in the elongated fuel valve housing 52 with a pump chamber 82 in the first bore 81 on one side of the pump piston 80.
  • An actuation piston 83 is slidably and sealingly disposed in a second bore 84 in the valve housing 52 with an actuation chamber 85 in the second bore 84 on one side of the actuation piston 83.
  • the pump piston 80 is connected to the actuation piston 83 to move in unison therewith, i.e. the pump piston 80 and the actuation piston 83 can slide in unison their respective bores 81,84.
  • the pump piston 80 and the actuation piston 83 performed by a single body, however, it is noted that the pump piston 80 and the actuation piston 83 can be separate interconnected bodies.
  • the actuation chamber 85 is fluidically connected to an actuation liquid port 78.
  • the electronic control valve 96 controls the flow pressurized actuation liquid to and from the actuation liquid port 78 and thereby to and from to the actuation chamber 85.
  • the electronic control unit commands the electronic control valve 96 to allow actuation liquid into the actuation chamber 85.
  • the pressurized actuation liquid in the actuation chamber 85 acts on the actuation piston 83, thereby creating a force that urges the pump piston 81 into the pump chamber 82.
  • the pressure of the liquid fuel in the pump chamber 82 increases.
  • the diameter of the actuation piston 83 is larger than the diameter of the pump piston 80 and thus the pressure in the pump chamber 82 will be correspondingly higher than the pressure in the actuation chamber 85 and the combination of the actuation piston 83 and pump piston 80 acts as a pressure booster.
  • One or more channels (conduits) 57 fluidically connect the pump chamber 82 to the fuel chamber 58 and thereby to the valve seat 69 that is located at the bottom of the fuel chamber.
  • the valve seat 69 faces the fuel chamber 58 that surrounds the valve needle 61.
  • the valve needle 61 is configured to move away from the nozzle 54 to obtain lift, and towards the nozzle 54 to reduce lift. In its open position the valve needle 61 has lift from the seat 69 thereby allowing flow of liquid fuel from the pump chamber 82 to the fuel chamber 58, past the valve seat 69 and via an outlet port 68 to the main bore 55 in the nozzle 54.
  • the low flashpoint liquid leaves the main bore 55 via the nozzle holes 56.
  • the valve needle 61 gets lift when the pressure of the liquid fuel in the pump chamber 82 exceeds the force of the helical spring 38.
  • the valve needle 61 is configured to open against the bias of the spring 38 when the pressure of the fuel in the pump chamber 82 (and in the fuel chamber 55) in exceeds a predetermined threshold.
  • the pressure in the fuel is caused by the pump piston 80 acting on the low flashpoint liquid fuel in the pump chamber 82.
  • the valve needle 61 is configured to be biased to move towards the nozzle 54 with the conical section moving towards the valve seat 69. This happens when the pressure in the liquid fuel decreases when the pump piston 80 no longer acts on the fuel in the pump chamber 82 and the closing force of the helical spring 38 on the valve needle 61 becomes larger than the opening force of the low flashpoint liquid fuel on the valve needle 61.
  • the electronic control unit When the electronic control unit ends an injection event it commands the electronic control valve 96 to connect the actuation chamber 85 to tank.
  • the pump chamber 82 is connected to the pressurized source of liquid fuel 60 and the supply pressure of the low flashpoint liquid fuel that flows in via the non-return valve 74 will urge actuation piston 83 into the actuation chamber 85 until it has reached the position that is shown in Fig. 7 with the pump chamber 82 completely filled with liquid fuel so that the fuel valve 50 is ready for the next injection event.
  • Fig. 8 shows the position of the pump piston 82 and the actuation position 83 near the end of an injection event with a major part of the pump chamber 80 depleted from liquid fuel.
  • An injection event of the liquid fuel is controlled by the electronic control unit ECU through the length of the activation timing and the length of the stroke of the pump piston 82 (rate shaping).
  • the amount of low fuel injected in one injection event is determined by the length of the stroke of the pump piston 80.
  • the electronic control valve 96 removes the pressure from the actuation chamber 85 and the force of the pressurized liquid fuel in the pump chamber 82 causes the actuation piston 83 to be pushed back in the second bore 85 until it hits the end of the second bore 85 and the pump chamber 82 is completely filled with liquid fuel and the fuel valve 50 is ready for the next injection event.
  • the fuel valve 50 comprises pressure booster form of a plunger with two different diameters, with the large diameter part of the plunger facing a chamber with a port that is connected to the control valve 96 and the larger diameter part of the plunger facing a chamber with a port that is connected to the conduits (channel) 51 and 47 so as to boost the lubricating oil pressure during a fuel injection event thus ensuring that the lubricating pressure is high exactly at the time when it is most needed to provide high lubricating pressure.
  • the fuel valve 50 is provided with a lubrication oil inlet port 70 for connection to a source of pressurized lubrication oil and provided with a conduit 30 extending from the lubrication oil inlet port 70 to the first bore 81 for sealing and lubricating the pump piston 80 in the first bore 81.
  • the pressure of the source of lubrication oil 57 is at least almost as high as the maximum pressure in the pump chamber 82 during an injection event.
  • the fuel valve 50 is provided with means to selectively allow flow from the pump chamber 82 towards the fuel inlet port 53 for purging the fuel valve 50.
  • the means to selectively allow flow from the pump chamber 82 towards the fuel inlet port 53 comprise means to selectively deactivate the non-return function of the non-return valve 74 (suction valve).
  • the valve needle 69 is configured to move from the closed position to the open position against the bias of the helical spring 38 when the pressure in the fuel chamber 58 exceeds a predetermined threshold.
  • the elongated valve housing 52 is in an embodiment provided with a cooling liquid inlet port 45 and a cooling liquid outlet port 32 and a cooling liquid flow path 44 for cooling the fuel injection valve 50, in particular the portion of the fuel valve 50 closest to the front end, e.g. closest to the nozzle and the heat from the combustion chamber.
  • the cooling liquid is in an embodiment system lubrication oil from the engine.
  • the cooling liquid flow path includes the spring chamber 88 in which the helical spring 38 is received.
  • the elongated valve housing 52 comprises a front portion 33 that is connected to a rear portion 35.
  • the axially displaceable valve needle 61 being disposed in the front portion 33, the first bore 81, the second bore 84 and the matching longitudinal bore being formed in the rear portion 35.
  • the fuel valve 50 is in an embodiment provided a conduit 47 extending from the sealing and lubrication liquid inlet port 70 to the longitudinal needle bore 64 at a position P1 along the length of the longitudinal needle bore 64 for sealing the valve needle 61 in the longitudinal needle bore 64.
  • the sealing oil flows from position P1 through the clearance both upwards to the chamber surrounding the helical spring and downwards towards the fuel chamber 58.
  • the portion of the ignition liquid that flows to the actuation chamber 74 mixes with the cooling oil. This has no substantial effect on the cooling oil.
  • the portion of the ignition liquid that flows to the fuel chamber 58 meets the pressure of ignition liquid that is supplied to the clearance by an ignition liquid conduit 66 that extends from the ignition liquid inlet port 67 through the valve housing 52 to the clearance at a position P2 that is closer to the fuel chamber 58 than position P1.
  • the ignition liquid inlet port 67 is connected to the source of pressurized ignition liquid 65. Since the pressure of the sealing oil is higher than that of the ignition liquid the sealing oil will prevent ignition liquid from leaking back into the sealing oil system.
  • the ignition fluid that is delivered to the clearance via the ignition liquid conduit 66 migrates along the axial extend of the clearance to the fuel chamber 58 and and accumulates at the bottom of the fuel chamber 58 i.e. just above the seat 69 while the axially movable valve needle 61 rests on the seat 69, as shown in Fig. 7a .
  • the dimensions of the clearance are precisely controlled and selected so that the appropriate amount of ignition liquid is collected at the bottom of the fuel chamber 58 in the time during an engine cycle where the axially movable valve member 61 rests on the seat 69.
  • An appropriate amount of ignition liquid is the amount that is sufficient for creating a reliable and stable ignition, may for example be in the range of 0,1 mg to 200 mg, depending e.g. on the engine size and load.
  • the dimensions of the clearance are chosen such in relation to the properties of the ignition liquid, such as e.g. viscosity, that a constant flow of ignition liquid of an appropriate magnitude is achieved when the source of ignition liquid has a pressure that is a margin above the pressure of the source of the liquid fuel.
  • the liquid fuel pressure is raised the fuel chamber 58 and the valve needle 61 is lifted from the seat 69 in a movement from its closed position to its open position.
  • the ignition liquid accumulated at the bottom of the fuel chamber 58 enters the main bore 55 in the nozzle 54 first, followed by the liquid fuel, i.e. the liquid fuel pushes the ignition liquid ahead and into the main bore 55.
  • the ignition liquid that was accumulated in the combustion chamber 58 will enter the main bore 55 in the nozzle 54 just ahead of the liquid fuel.
  • the main bore 55 is filled with a mixture of compressed hot air and residual unburned fuel, due to the compression of the scavenging air in the combustion chamber (the nozzle holes 56 allow flow of air from the combustion chamber into the main bore 55).
  • the nozzle holes 56 allow flow of air from the combustion chamber into the main bore 55.
  • the electronic control unit removes the pressure from the actuation chamber 85 and the force of the helical spring 38 causes the valve needle 61 to return to the seat 69.
  • the delivery of the ignition liquid is not to the clearance but instead to the seat 69.
  • This embodiment is illustrated with reference to Fig. 7b .
  • the ignition liquid conduit 66 opens to the seat 69.
  • the opening angle of the conical tip of the valve needle 61 is slightly sharper than the opening angle of the conical seat 69 and thus there is a narrow gap between the tip of the valve needle and the valve seat 69. This narrow gap allows ignition liquid 49 to accumulate in the fuel chamber 58 at and just above the valve seat 69 whilst the valve needle 61 rests on its seat 69.
  • the delivery of the ignition liquid is to the fuel chamber 58.
  • This embodiment is illustrated with reference to Fig. 7c .
  • the ignition liquid conduit 66 opens to the fuel chamber 58, preferably just above or adjacent seat 69.
  • Ignition liquid 49 accumulates in the fuel chamber 58 above the valve seat 69 whilst the valve needle 61 rests on its seat 69.
  • the delivery of the ignition liquid is to the seat 69.
  • This embodiment is illustrated with reference to Fig. 7d .
  • the ignition liquid conduit 66 opens to the seat 69.
  • the opening angle of the conical tip of the valve needle 61 is substantially identical to the opening angle of the conical seat 69 and thus valve needle 61 closes off the opening of the ignition liquid conduit 66 to the valve seat when the valve needle 61 rests on the valve seat 69.
  • Ignition liquid is delivered to the valve seat 69 through the ignition liquid conduit 66 opening to the valve seat 69 when the valve needle has lift.
  • the delivery of the appropriate amount of ignition liquid has to take place in a short period of time and therefore the supply pressure of the ignition liquid and or the cross-sectional area of the ignition liquid supply conduit 66 are increased relative to the embodiments described above.
  • the injection of the liquid fuel is controlled with the displaceable valve needle 61 that cooperates with the seat 69 above the hollow nozzle 54.
  • the fuel chamber 58 is pressurized with liquid fuel.
  • a small continuous flow of ignition liquid is in accordance with the first-, second- and third embodiment delivered to the fuel chamber 58 and the ignition liquid 49 accumulates above the seat 69 during periods where the valve needle 61 rests on the seat 69 (embodiments according to Figs. 7a, 7b and 7c .
  • a fuel injection event is started by lifting the axially movable valve needle 61 from the seat 69, thereby causing the accumulated ignition liquid 49 to enter the main bore 55 in the hollow injection nozzle 54 just ahead of the liquid fuel.
  • the liquid fuel then ignites inside the nozzle 54 with the help of the ignition liquid.
  • the ignition liquid is delivered to the valve seat 69 when the valve needle 61 has lift and thus liquid fuel and ignition liquid is delivered to the main bore in the injection nozzle 45 simultaneously.
  • the engine is configured to compression-ignite the injected liquid fuel with the help of the ignition liquid and without the use of other ignition equipment.
  • the engine is configured to ignite the liquid fuel upon entry of the main bore inside the nozzle 54.
  • the nozzle 54 is kept above 300°C throughout the engine cycle. In an embodiment the temperature inside the hollow nozzle 54 is approximately 600 degrees C at the end of the compression stroke.
  • the fuel valve 50 is provided with a dedicated control valve in a fluidic connection between the pump chamber 82 and the fuel inlet port 53 for selectively allowing flow from the pump chamber 82 to the fuel inlet port 53 for purging of the fuel valve 50.
  • This control valve is preferably opened and closed in response to a control signal. In this embodiment is not necessary to provide means to selectively deactivate the non-return function of the non-return valve 74.
  • the source of lubrication oil has a controlled pressure Ps and a source of liquid fuel has a controlled pressure Pf, with Ps being higher than Pf.
  • the controlled pressure Ps can be lower than the maximum pressure in the pump chamber 82 during a pump stroke.
  • the size of the clearance and the maximum pressure in the pump chamber 82 during a pump stoke are interdependently selected such that if low flashpoint liquid fuel enters the clearance and replaces the lubrication liquid along a portion but not all of the length of the pump piston 80 and wherein the sealing liquid replaces substantially all low flashpoint fuel in the clearance before another pump stroke takes place, any remaining of low flashpoint fuel so that there will not be ingress of low flashpoint fuel the lubrication oil system itself.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (16)

  1. Kraftstoffventil (50) zum Einspritzen von flüssigem Kraftstoff in die Brennkammer eines großen langsam laufenden turbo-geladenen Zweitakt-Verbrennungsmotors mit Kompressionszündung, wobei das Kraftstoffventil (50) Folgendes umfasst:
    ein längliches Ventilgehäuse (52) mit einem hinteren Ende und einem vorderen Ende,
    eine Düse (54), die ein längliches Düsengehäuse umfasst, das sich von einer Basis (46) zu einer geschlossenen Spitze (59) erstreckt, eine Hauptbohrung (55), die sich von der Basis (46) zu der geschlossenen Spitze (59) erstreckt, und eine Vielzahl von Düsenlöchern (56), die mit der Hauptbohrung (55) verbunden sind,
    wobei die Düse (54) am vorderen Ende des länglichen Ventilgehäuses (52) angeordnet ist, wobei die Basis (46) mit dem vorderen Ende verbunden ist,
    eine Kraftstoffeinlassöffnung (53) in dem länglichen Kraftstoffventilgehäuse (52) zum Anschluss an eine Quelle (60) an unter Druck stehendem, flüssigem Kraftstoff,
    eine axial verschiebbare Ventilnadel (61), die verschiebbar in einer Längsnadelbohrung (64) in dem länglichen Ventilgehäuse (52) mit einem Durchgang zwischen der Ventilnadel (61) und der Nadelbohrung (64) aufgenommen wird, wobei die Ventilnadel (61) eine Schließstellung und eine Öffnungsstellung aufweist, die Ventilnadel (61) in der Schließstellung auf einem Ventilsitz (69) aufliegt und die Ventilnadel (61) in der Öffnungsstellung einen Hub von dem Ventilsitz (69) aufweist und die Ventilnadel (61) in Richtung der Schließstellung vorgespannt ist,
    wobei der Sitz (69) in dem länglichen Ventilgehäuse (52) zwischen einer Kraftstoffkammer (58) in dem Ventilgehäuse (52) und einer Auslassöffnung (68) in dem vorderen Ende des länglichen Ventilgehäuses (52) angeordnet ist,
    wobei die Auslassöffnung (68) direkt mit der Hauptbohrung (55) in der Düse (54) verbunden ist,
    wobei die Kraftstoffkammer (58) mit der Kraftstoffeinlassöffnung (53) verbunden ist,
    wobei sich der Durchgang an einem Ende der Nadelbohrung (64) zur Kraftstoffkammer (58) öffnet,
    eine Schmieröleinlassöffnung (70) zum Anschluss an eine Quelle an einem unter Druck stehendem Schmieröl (57),
    eine Schmierölzufuhrleitung (47), die die Schmieröleinlassöffnung (70) mit dem Durchgang an einer ersten Position (P1) entlang der Länge der Nadelbohrung (64) verbindet,
    gekennzeichnet durch
    eine Zündflüssigkeitseinlassöffnung (67) zum Anschluss an eine Quelle an unter Druck stehender Zündflüssigkeit (65), und
    eine Zündflüssigkeitsleitung (66), die sich von der Zündflüssigkeitseinlassöffnung (67) zu der Kammer (58) oder zu dem Durchgang an einer zweiten Position (P2) entlang der Länge der Nadelbohrung (64) erstreckt, die näher an der Kraftstoffkammer (58) liegt als die erste Position (P1).
  2. Kraftstoffventil nach Anspruch 1, wobei sich die Zündflüssigkeitsleitung (66) von der Zündflüssigkeitseinlassöffnung (67) zur Kraftstoffkammer (58) in einer Position angrenzend an den Sitz (69) erstreckt.
  3. Kraftstoffventil nach Anspruch 1, wobei sich die Zündflüssigkeitsleitung (66) von der Zündflüssigkeitseinlassöffnung (67) zu dem Sitz (69) erstreckt.
  4. Kraftstoffventil nach Anspruch 3, wobei eine Öffnung der Zündflüssigkeitsleitung (66) zu dem Sitz (69) durch die Ventilnadel (61) verschlossen wird, wenn die Ventilnadel (61) auf dem Sitz (69) aufliegt.
  5. Kraftstoffventil nach einem der Ansprüche 1 bis 4, wobei sich die Hauptbohrung (55) zur Basis (46) öffnet.
  6. Kraftstoffventil nach einem der Ansprüche 1 bis 5, wobei die Zündflüssigkeitsquelle (65) einen Druck aufweist, der höher ist als der Druck der Flüssigkraftstoffquelle (60).
  7. Kraftstoffventil nach einem der vorhergehenden Ansprüche, ferner umfassend einen Betätigungsflüssigkeitsanschluss (78) in dem verlängerten Kraftstoffventilgehäuse (52) zum Anschluss an eine Quelle (60) an unter Druck stehender Betätigungsflüssigkeit, einen Pumpenkolben (80), der in einer ersten Bohrung (81) in dem Ventilgehäuse (52) mit einer Pumpenkammer (82) in der ersten Bohrung (81) auf einer Seite des Pumpenkolbens (80) aufgenommen wird,
    einen Betätigungskolben (83), der in einer zweiten Bohrung (84) in dem Ventilgehäuse (52) mit einer Betätigungskammer (85) in der zweiten Bohrung (84) auf einer Seite des Betätigungskolbens (83) aufgenommen wird,
    wobei der Pumpenkolben (80) mit dem Betätigungskolben (83) verbunden ist, um sich im Gleichklang damit zu bewegen,
    wobei die Betätigungskammer (85) mit dem Betätigungsflüssigkeitsanschluss (78) fluidisch verbunden ist, und
    wobei die Pumpenkammer (82) einen mit der Kraftstoffkammer (58) verbundenen Auslass und einen mit der Kraftstoffeinlassöffnung (53) über ein Rückschlagventil (74) in dem länglichen Kraftstoffventilgehäuse (52) verbundenen Einlass aufweist, der eine Strömung aus der Pumpenkammer (82) zu der Kraftstoffeinlassöffnung (53) verhindert.
  8. Kraftstoffventil nach einem der vorhergehenden Ansprüche, wobei die Kraftstoffkammer (58) die Ventilnadel (61) umgibt und sich zum Ventilsitz (69) öffnet, wobei der Ventilsitz (69) zwischen der Kraftstoffkammer (58) und der Ausgangsöffnung (68) angeordnet ist.
  9. Kraftstoffventil (50) nach einem der vorhergehenden Ansprüche, wobei die Ventilnadel (69) konfiguriert ist, um sich von der Schließstellung in die Öffnungsstellung gegen die Vorspannung zu bewegen, wenn der Druck in der Kraftstoffkammer (58) einen vorbestimmten Schwellenwert überschreitet.
  10. Kraftstoffventil (50) nach einem der vorhergehenden Ansprüche, ferner umfassend eine Kühlflüssigkeitseinlassöffnung und eine Kühlflüssigkeitsauslassöffnung und einen Kühlflüssigkeitsströmungsweg (44) zum Kühlen des Kraftstoffeinspritzventils (50), insbesondere des Abschnitts des Kraftstoffventils (50), der dem vorderen Ende am nächsten liegt.
  11. Kraftstoffventil (50) nach einem der vorhergehenden Ansprüche, wobei das längliche Ventilgehäuse (52) einen vorderen Abschnitt (33) umfasst, der mit einem hinteren Abschnitt (35) verbunden ist, wobei die axial verschiebbare Ventilnadel (61) in dem vorderen Abschnitt (33) angeordnet ist, wobei die erste Bohrung (81), die zweite Bohrung (84) und die passende Längsbohrung in dem hinteren Abschnitt (35) ausgebildet sind.
  12. Kraftstoffventil (50) nach einem der Ansprüche 7 bis 11, ferner umfassend eine Leitung (30), die die Dichtungsflüssigkeitseinlassöffnung (70) mit der ersten Bohrung (81) verbindet, um den Pumpenkolben (80) in der ersten Bohrung abzudichten.
  13. Großer langsam laufender turbo-geladener Zweitakt-Verbrennungsmotor mit Kompressionszündung (1) umfassend ein Kraftstoffventil (50) gemäß einem der vorhergehenden Ansprüche.
  14. Motor nach Anspruch 13, ferner umfassend eine Quelle an unter Druck stehendem Kraftstoff (60) mit einem kontrollierten Druck Pf, eine Quelle an unter Druck stehendem Schmieröl (57) mit einem kontrollierten Druck Ps und eine Quelle an unter Druck stehender Zündflüssigkeit (65) mit einem kontrollierten Druck Pif.
  15. Motor nach Anspruch 14, wobei Ps höher als Pf ist und wobei Pif höher als Pf ist.
  16. Motor nach einem der Ansprüche 13 bis 15, der konfiguriert ist, um den Kraftstoff beim Eintritt des Kraftstoffs in die Hauptbohrung (55) innerhalb der Düse (54) zu entzünden.
EP17203729.3A 2016-12-01 2017-11-27 Kraftstoffventil zum einspritzen eines flüssigen kraftstoffs in eine brennkammer eines grossen kompressionszündenden turboaufgeladenen zweitaktverbrennungsmotorfeldes Active EP3330526B1 (de)

Applications Claiming Priority (1)

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DKPA201670955A DK179213B9 (en) 2016-12-01 2016-12-01 A fuel valve for injecting a liquid fuel into a combustion chamber of a large compression-igniting turbocharged two-stroke internal combustion engine

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EP3330526B1 true EP3330526B1 (de) 2019-07-31

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JP (1) JP6472503B2 (de)
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RU (1) RU2674868C1 (de)

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US11815054B2 (en) 2021-02-04 2023-11-14 Caterpillar Inc. Dual fuel system having dual fuel injector and engine operating method

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KR20180062943A (ko) 2018-06-11
JP6472503B2 (ja) 2019-02-20
CN108131229A (zh) 2018-06-08
DK179213B9 (en) 2018-04-16
RU2674868C1 (ru) 2018-12-13
DK201670955A1 (en) 2018-02-05
KR101921490B1 (ko) 2019-02-13
DK179213B1 (en) 2018-02-05
CN108131229B (zh) 2019-09-06
JP2018091334A (ja) 2018-06-14
EP3330526A1 (de) 2018-06-06
DK201670955A9 (en) 2018-04-16

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