EP3423695A1 - Dual-fuel-brennkraftmaschine - Google Patents
Dual-fuel-brennkraftmaschineInfo
- Publication number
- EP3423695A1 EP3423695A1 EP16822104.2A EP16822104A EP3423695A1 EP 3423695 A1 EP3423695 A1 EP 3423695A1 EP 16822104 A EP16822104 A EP 16822104A EP 3423695 A1 EP3423695 A1 EP 3423695A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- combustion chambers
- liquid fuel
- change
- gas
- dual
- 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- Withdrawn
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 156
- 239000000446 fuel Substances 0.000 title claims abstract description 87
- 239000007788 liquid Substances 0.000 claims abstract description 54
- 230000008859 change Effects 0.000 claims abstract description 35
- 239000000203 mixture Substances 0.000 claims abstract description 35
- 238000002347 injection Methods 0.000 claims description 20
- 239000007924 injection Substances 0.000 claims description 20
- 238000010304 firing Methods 0.000 claims description 10
- 238000000034 method Methods 0.000 claims description 7
- 238000006467 substitution reaction Methods 0.000 claims description 7
- 230000004044 response Effects 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 claims 1
- 239000007789 gas Substances 0.000 description 43
- 238000012937 correction Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 3
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 239000000654 additive Substances 0.000 description 1
- 230000000996 additive effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 239000010763 heavy fuel oil Substances 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 238000011017 operating method Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 108090000623 proteins and genes Proteins 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
-
- 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
- F02D19/0615—Switch-over from one fuel to another being initiated by automatic means, e.g. based on engine or vehicle operating conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0626—Measuring or estimating parameters related to the fuel supply system
- F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
- F02D19/105—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0082—Controlling each cylinder individually per groups or banks
-
- 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 internal combustion engine having the features of the preamble of claim 1 and a method for operating a dual-fuel internal combustion engine having the features of the preamble of claim 9.
- Dual-fuel internal combustion engines are typically operated in multiple modes of operation. A distinction is made between a mode of operation with primarily liquid fuel supply ("liquid operation” for short, “diesel operation” in the case of using diesel as a liquid fuel) and a mode of operation with primary gaseous fuel supply in which the liquid fuel serves as a pilot fuel for initiating combustion ( “Gas operation”, also referred to as “pilot operation” or “pilot jet operation”.)
- liquid fuel for short, “diesel operation” in the case of using diesel as a liquid fuel
- pilot operation also referred to as "pilot operation” or “pilot jet operation”.
- the liquid fuel is called diesel.It could also be heavy fuel oil or another auto-ignitable fuel.
- the gaseous fuel is called natural gas there are other gaseous fuels like biogas etc.
- a small amount of liquid fuel is introduced as a so-called pilot injection in a piston-cylinder unit.
- the introduced liquid fuel ignites and ignites a mixture of gaseous fuel and air present in a combustion space of the piston-cylinder unit.
- the amount of liquid fuel of a pilot injection is typically 0.5-5% of the total amount of energy supplied to the piston-cylinder unit in one operating cycle of the internal combustion engine.
- the substitution rate indicates what proportion of the energy supplied to the internal combustion engine is supplied in the form of the gaseous fuel.
- the aim is substitution rates between 95 and 99.5%.
- Generic internal combustion engines may have a central gas mixer for the at least two combustion chambers.
- the distance between the at least two combustion chambers from the at least one gas mixer results in a transport delay of the gas-air mixture.
- the disadvantage here is that the internal combustion engine can therefore behave unpredictably in the switching phase.
- the object of the invention is to provide a generic dual-fuel internal combustion engine and a corresponding method in which a smoother and more predictable behavior than in the prior art in the switching phase, can be achieved.
- the distance between the gas mixer and the at least one combustion chamber is understood as a distance which the gas-air mixture has to cover from a fluidic point of view in order to reach a combustion chamber or a group of combustion chambers.
- the at least one gas mixer can be designed as a central gas mixer for all combustion chambers of the internal combustion engine. Alternatively, two or more gas mixers may be provided, which each supply a group of combustion chambers with gas-air mixture.
- One aspect of the invention is therefore that for each of the combustion chambers or groups of combustion chambers, the amount of liquid fuel is changed only for those working cycle in which a changed by the at least one gas mixer composition of the gas-air mixture, the combustion chamber or the Group of combustion chambers reached.
- a working cycle (also called working cycle) of a combustion chamber is the process of loading the combustion chamber with a combustible content, igniting it and then discharging the resulting substance content of the combustion chamber. In a four-stroke internal combustion engine, this therefore comprises two full revolutions of the crankshaft.
- the main field of application of the invention is therefore a switching between different modes in a dual-fuel internal combustion engine, while the power and the rotational speed of the internal combustion engine remains essentially the same.
- control device may be configured to set a time of change of the amount of liquid fuel for the combustion chambers as a function of an individual distance of the respective combustion chamber from at least one gas mixer. This may result in the amount of liquid fuel being changed sequentially depending on the distance to the at least one gas mixer in the second direction. In this way, a very accurate adjustment of the amount of liquid fuel to the propagation of the changed concentration in the gas-air mixture in a gas-air mixture supply for the combustion chambers can be achieved.
- control device In the case of a multiplicity of combustion chambers, these can also be organized by the control device into at least two groups, which groups have a different distance from the at least one gas mixer, the control device being designed to provide a time of change of the quantities of liquid fuel for the at least two Set groups depending on a distance of at least two groups from the gas mixer. This is a good compromise between good coordination of the amount of liquid fuel and easy control of the switching operation.
- the division of the combustion chambers into two groups represents a first, simple embodiment of the invention.
- a division into more than two groups take place up to - already mentioned - combustion chamber individual changes introduced by the gas-air mixture and the liquid fuel amounts of energy.
- the desired value of a start of an injection of liquid fuel in one of the at least two combustion chambers is selected as a function of a membership in one of the at least two groups.
- a combustion chamber-specific desired value of the beginning of the injection of the liquid fuel can be selected.
- the later change according to the invention of the amount of energy supplied by the liquid fuel need not be performed every time the amount of energy supplied by the gas-air mixture is changed. For example, if in a mixed operation of the dual-fuel internal combustion engine, only relatively small changes are performed by the gas-air mixture, can be dispensed with the subsequent change in the amount of energy supplied by the liquid fuel.
- control device is designed to select a time interval between the change in the second direction and the change in the first direction in dependence on a firing order.
- a calculated distance between the respective combustion chamber and the at least one gas mixer can be corrected by a correction factor determined from the firing order.
- the transport time is determined primarily by the fluidic distance between the at least one gas mixer and the respective group of combustion chambers. Corrections to the transport time may be indicated due to variable air mass flows (load or speed). Of course, the time interval can also be calculated for individual combustion chamber.
- the beginning of the injection of the liquid fuel into a combustion chamber is corrected as a function of the mixture temperature present at this combustion chamber and / or the tendency to knock expected at this combustion chamber.
- knocking can be prevented, for example by delaying the timing of commencement of liquid fuel injection late (near top dead center) if too high mixture temperatures indicate too high a tendency to knock.
- at least one cylinder pressure sensor for measuring a pressure profile in the at least one combustion chamber can be provided, wherein signals of the at least one cylinder pressure sensor can be fed to the control device, and the control device can be designed to
- the at least one cylinder pressure sensor indicates that, for example, the peak pressure in a specific combustion chamber is too high, a reduction of an amount of energy supplied via the liquid fuel or a shift in the injection of the liquid fuel can be carried out late (closer to top dead center) in a later work cycle become.
- other parameters of combustion eg combustion focus
- the signals of the at least one cylinder pressure sensor indicate too low pressures (peak pressures, parameters for the combustion), the amount of energy introduced can be increased and / or the injection can be carried out earlier. It can be provided for a combustion chamber of the internal combustion engine, a cylinder pressure sensor per combustion chamber or a single cylinder pressure sensor. It is also possible to use cylinder pressure sensors for more than one but not all combustion chambers.
- control device may be designed to select the time interval between the change in the second direction and the change in the first direction as a function of a change in a substitution rate and / or a start of an injection of the liquid fuel.
- a greater change in the substitution rate a greater time interval tends to be chosen, since otherwise the risk of knocking off one or more Combustion chambers gets higher.
- a calculated distance between the respective combustion chamber and the at least one gas mixer by one the firing order certain correction factor can be corrected.
- the amount of energy supplied by the gas-air mixture or by the liquid fuel to the combustion chambers by the respective amounts of liquid fuel which is injected through the injector in the at least two combustion chambers, or by the amount of gas passing through the gas mixer is admixed with a stream of air determined.
- this is not the case in all situations.
- the amount of mixed gas can be reduced while the boost pressure can be increased.
- the setting of the mixture supercharging pressure is meant and that in supercharged internal combustion engines, the setting of the supercharging pressure is meant.
- the amount of energy supplied to the at least two combustion chambers by the gas-air mixture can then be substantially the same. These relationships are known to those skilled in the art and the amount of energy supplied to the at least two combustion chambers can usually be calculated relatively easily (for example, from the lambda air excess number or from a mass of the supplied fuels).
- FIG. 1 a to 1 c show some figures to illustrate a first
- FIG. 3a and 3b another simplified embodiment for the better Understanding of the invention as well
- FIG. 1a shows schematically a dual-fuel internal combustion engine with 16 combustion chambers. These combustion chambers are numbered according to the firing order of 1 to 16. Schematically indicated that the gas-air mixture arrives from a seated on the right side of the engine gas mixer at the individual combustion chambers. The combustion chambers are organized in two groups (Group 1 and Group 2).
- Figures 1 b and 1 c show the course of the amounts of gas and liquid fuel, which are present in the combustion chambers of the two groups. Furthermore, the time course of the air excess lambda is shown. In all embodiments, diesel is used as a liquid fuel.
- FIG. 1 b shows the different quantity curves for group 2
- FIG. 1 c is analogous to group 1.
- the combustion chambers are numbered by their positions in the firing order.
- the firing order can be used to determine the time of the change in the second direction (retraction of the diesel amount).
- a calculated distance of group 2 from the gas mixer can be corrected by means of a correction factor.
- the correction factor may be, for example, additive or multiplicative in nature.
- Fig. 2 shows an alternative embodiment.
- the combustion chambers of the dual-fuel internal combustion engine are divided into four groups. Otherwise, this embodiment is analogous to that of Figures 1 a to 1 c.
- FIG. 3a For better understanding of the invention, another embodiment is shown in Figures 3a and 3b, which includes only four combustion chambers for the sake of simplicity. This is shown in Fig. 3a. Again, a gas mixer is provided, which is arranged in the figure on the right side of the combustion chambers (again indicated by an arrow with "gas” indicated).
- Fig. 3b shows several diagrams, wherein for different working cycles, the injected amount of diesel is shown.
- the changes in the amount of diesel can change continuously or stepwise between the illustrated working cycles.
- the amount of gas which is mixed in the gas mixer increased.
- this increased amount of gas has not yet reached the combustion chambers.
- the amount of diesel is therefore not changed for any of the four combustion chambers.
- the changed amount of gas has reached the combustion chambers 3 and 4 in the cycle 2, but not the combustion chambers 1 and 2.
- cycle 2 begins to reduce the amount of diesel for the combustion chambers 3 and 4. This can be done gradually, which is illustrated by the difference of the illustrated cycles 2 and 3.
- cycle 2 the amount of diesel Q_Diesel of the combustion chambers 3 and 4 is reduced by a certain amount. This behavior is continued in the working cycle 3 and the amount of diesel Q_Diesel intended for the combustion chambers after switching over is already used in working cycle 3 for the combustion chambers 3 and 4.
- FIGS. 3a and 3b are purely schematic.
- the ratios of the diesel quantities Q_Diesel can in practice deviate greatly from the ratios shown here.
- the firing order ZR shown to the right is also to be understood as a time axis.
- the shifted indicators for the amount of diesel Q_Diesel indicate that the injection of the diesel starts earlier than is normally provided. This may be done, for example, in response to excessive cylinder pressure or combustion.
- 4 shows a dual-fuel internal combustion engine according to the invention is shown schematically.
- combustion chambers B1 to B4 which injectors 11 to 14 liquid fuel - in this case diesel - can be fed.
- a central gas mixer GM is provided, which is connected to an air supply L and a gas reservoir G, such as a tank. Via a gas-air mixture supply R, the gas-air mixture produced in the central gas mixer GM is supplied to the combustion chambers B1 to B4. Downstream of the gas mixer GM is still a compressor V of a turbocharger provided (mixture-loaded internal combustion engine). The gas mixer GM could also be arranged after the compressor V in the air supply (air-charged internal combustion engine).
- the number of combustion chambers B1 to B4 is purely exemplary.
- the invention can be used in dual-fuel internal combustion engines with 2, 4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24 combustion chambers, it can reciprocating engines are used, d. H. the combustion chambers are arranged in piston-cylinder units.
- the invention can preferably be used in a stationary internal combustion engine, for marine applications or mobile applications, such as so-called “non-road mobile machinery” (NRMM), preferably in each case as a reciprocating piston engine Operate compressor systems or be coupled to a generator to a gene sets for generating electrical energy.
- NRMM non-road mobile machinery
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA51110/2015A AT518122B1 (de) | 2015-12-29 | 2015-12-29 | Dual-Fuel-Brennkraftmaschine |
PCT/AT2016/060124 WO2017112966A1 (de) | 2015-12-29 | 2016-12-14 | Dual-fuel-brennkraftmaschine |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3423695A1 true EP3423695A1 (de) | 2019-01-09 |
Family
ID=57714300
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP16822104.2A Withdrawn EP3423695A1 (de) | 2015-12-29 | 2016-12-14 | Dual-fuel-brennkraftmaschine |
Country Status (4)
Country | Link |
---|---|
US (1) | US10704470B2 (de) |
EP (1) | EP3423695A1 (de) |
AT (1) | AT518122B1 (de) |
WO (1) | WO2017112966A1 (de) |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2635764B2 (ja) * | 1989-05-18 | 1997-07-30 | 株式会社ディーゼルユナイテッド | マルチフューエル機関の燃料切換え方法 |
US5370097A (en) * | 1993-03-22 | 1994-12-06 | Davis Family Trust | Combined diesel and natural gas engine fuel control system and method of using such |
US6101986A (en) | 1998-03-06 | 2000-08-15 | Caterpillar Inc. | Method for a controlled transition between operating modes of a dual fuel engine |
DE102008007325A1 (de) * | 2008-02-02 | 2009-08-13 | Man Diesel Se | Prüfverfahren für Zündfluid-Injektoren |
US7913673B2 (en) * | 2009-06-30 | 2011-03-29 | Clean Air Power, Inc. | Method and apparatus for controlling liquid fuel delivery during transition between modes in a multimode engine |
US20120266846A1 (en) * | 2011-04-25 | 2012-10-25 | Michael Kilbourne | Dual fuel diesel engine system |
DE102013213349B4 (de) * | 2013-03-28 | 2017-10-05 | Mtu Friedrichshafen Gmbh | Verfahren zum Betrieb einer Dual-Fuel-Brennkraftmaschine, Regelung für eine Dual-Fuel-Brennkraftmaschine und Dual-Fuel-Brennkraftmaschine |
DE102013215924B4 (de) * | 2013-08-12 | 2019-06-13 | Mtu Onsite Energy Gmbh | Verfahren zur Lastgleichstellung von Zylindern einer Brennkraftmaschine und Brennkraftmaschine |
EP2915987B1 (de) * | 2014-03-07 | 2016-12-21 | Caterpillar Motoren GmbH & Co. KG | Beurteilung der Funktionstüchtigkeit eines Einlassventils für gasförmigen Brennstoff |
-
2015
- 2015-12-29 AT ATA51110/2015A patent/AT518122B1/de not_active IP Right Cessation
-
2016
- 2016-12-14 US US16/063,438 patent/US10704470B2/en active Active
- 2016-12-14 EP EP16822104.2A patent/EP3423695A1/de not_active Withdrawn
- 2016-12-14 WO PCT/AT2016/060124 patent/WO2017112966A1/de unknown
Also Published As
Publication number | Publication date |
---|---|
AT518122B1 (de) | 2017-11-15 |
US10704470B2 (en) | 2020-07-07 |
AT518122A1 (de) | 2017-07-15 |
US20190063339A1 (en) | 2019-02-28 |
WO2017112966A1 (de) | 2017-07-06 |
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