EP3613961A1 - Cylindre pour un gros moteur purgé longitudinalement et procédé de surveillance de la combustion dans un cylindre d'un gros moteur purgé longitudinalement - Google Patents

Cylindre pour un gros moteur purgé longitudinalement et procédé de surveillance de la combustion dans un cylindre d'un gros moteur purgé longitudinalement Download PDF

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Publication number
EP3613961A1
EP3613961A1 EP18190028.3A EP18190028A EP3613961A1 EP 3613961 A1 EP3613961 A1 EP 3613961A1 EP 18190028 A EP18190028 A EP 18190028A EP 3613961 A1 EP3613961 A1 EP 3613961A1
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EP
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Prior art keywords
cylinder
combustion chamber
pressure sensors
fuel
combustion
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Application number
EP18190028.3A
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German (de)
English (en)
Inventor
Markus Wenig
Timo Hanz
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Winterthur Gas and Diesel AG
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Winterthur Gas and Diesel AG
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Application filed by Winterthur Gas and Diesel AG filed Critical Winterthur Gas and Diesel AG
Priority to EP18190028.3A priority Critical patent/EP3613961A1/fr
Publication of EP3613961A1 publication Critical patent/EP3613961A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the invention relates to a cylinder for a longitudinally flushed large engine, a method for monitoring the combustion in a cylinder and a longitudinally flushed large motor according to the preamble of the independent claim of the respective category.
  • Large engines which can be configured as two-stroke or four-stroke machines, for example as longitudinally flushed two-stroke large diesel engines, are often used as drive units for ships or in stationary operation, e.g. used to drive large generators for generating electrical energy.
  • the motors usually run for a considerable period of time in continuous operation, which places high demands on operational reliability and availability. Therefore, long maintenance intervals, low wear and economical handling of the operating materials are central criteria for the operator.
  • Large engines typically have cylinders with an inside diameter (bore) of at least 200 mm.
  • large motors with a bore of up to 960 mm or even more are used.
  • liquid fuels as known alternatives to heavy oil are other heavy hydrocarbons, which are left in particular as residues in the oil refinery, alcohols, in particular methanol or ethanol, gasoline, diesel, or else emulsions or suspensions. So it is z. B. known to use the emulsions designated as MSAR (Multiphase Superfine Atomized Residue) as fuel.
  • MSAR Multiphase Superfine Atomized Residue
  • a known suspension is that of coal dust and water, which is also used as fuel for large engines.
  • natural gases such as LNG (liquefied natural gas) are known as gaseous fuels.
  • Another known alternative to pure operation with heavy oil is to design large engines in such a way that they can be operated with two or more different fuels, the engine being operated either with one fuel or with the other fuel depending on the operating situation or environment.
  • Such a large engine which is also referred to as a multi-fuel large engine, can be switched during operation from a first mode in which a first fuel is burned to a second mode in which a second fuel is burned and vice versa.
  • a known embodiment of a large engine that can be operated with two different fuels is the engine type for which the term "dual-fuel engine” is used today.
  • These engines can be operated on the one hand in a gas mode, in which a gaseous fuel, for example natural gas or methane, is introduced into the combustion chamber for combustion, and on the other hand in a liquid mode, in which a liquid fuel such as heavy fuel oil or another liquid fuel can be burned in the same engine.
  • These large engines can be both two-stroke and four-stroke engines, in particular also longitudinally flushed two-stroke large diesel engines.
  • the combustion process is particularly sensitive to changes in the ambient conditions, such as the temperature or humidity of the purge or charge air, especially when the large engine is operated with spark ignition in accordance with regulations, e.g. in the case of a dual-fuel engine that is operated in gas mode , or the boost pressure with which the purge air is made available.
  • Such changes can cause changes in the composition of the fuel-air mixture in the combustion chamber.
  • the air-fuel ratio for example the air-gas ratio
  • Such undesirable changes in the air-fuel ratio can lead to disadvantageous changes in the combustion process, because the correct setting of the air-gas ratio is of crucial importance for the most pollutant-free, efficient and economical operation of the engine.
  • the fuel-air mixture in the combustion chamber may ignite or ignite undesirably. This means that the fuel that is actually intended for spark ignition ignites too early due to auto-ignition. This can lead to high mechanical loads, engine knocking and a significant increase in emissions in the exhaust gas. Since the combustion process is then no longer correctly matched to the piston movement in the cylinder, this also means that the combustion partly works against the movement of the piston.
  • spark ignition process Even in the event of an intended spark ignition of the fuel-air mixture, it may be desirable to monitor the spark ignition process, for example in order to determine or control where the combustion process begins in the combustion chamber.
  • a cylinder for a longitudinally flushed large engine with a cylinder wall, with a piston which is arranged to move back and forth along a cylinder axis between a lower and an upper reversal point, with a cylinder cover which, together with the piston, delimits a combustion chamber , and with at least one injection nozzle for introducing fuel into the combustion chamber, an outlet valve being arranged in the cylinder cover, through which combustion gases can be removed from the combustion chamber, at least three pressure sensors being provided for determining the pressure in the combustion chamber, and all pressure sensors being arranged in this way are that each pressure sensor is at a crank angle of 300 °, preferably at a crank angle of 330 °, and particularly preferably at a crank angle of 350 °, above the piston.
  • the combustion process in the combustion chamber can be reliably monitored using the three pressure sensors. If combustion begins at any location in the combustion chamber, this initially leads to a local and significant increase in pressure at this location. From this location, the pressure increase spreads in all directions and thus also reaches the at least three pressure sensors, so that they register the pressure increase. The time at which the pressure increase takes to get from its origin, i.e. the place where the combustion started to the various pressure sensors, can then be localized, for example by means of a trigonometric method, where the combustion takes place has begun.
  • the location at which the combustion started can thus be located both for regular ignitions in the combustion chamber and for pre-ignitions or other undesirable ignitions in the combustion chamber.
  • pre-ignition the occurrence of pre-ignition can be detected and the location at which the combustion started can be located. Countermeasures can then be taken, for example a change in the boost pressure, a change in the quantity of fuel introduced or a change in the time at which the fuel is introduced into the combustion chamber, in order to avoid, or at least significantly reduce, early ignition or other undesirable ignition processes in the combustion chamber in the subsequent working cycles ,
  • the cylinder according to the invention with the at least three pressure sensors thus advantageously makes it possible to utilize the full potential of the combustion system, for example by dynamically adapting the operating parameters during the operation of the large engine in order to make the efficiency or the output of the engine dependent on the respective operating conditions to optimize.
  • These operating conditions can e.g. B. be: environmental conditions, such as air temperature or humidity, the quality of the fuel used, for example the gas quality, or the operating state of the charging system with which the purge or charge air is provided for the cylinder.
  • the charging system typically includes at least one exhaust manifold, a turbocharger, a charge air cooler and an intake storage device (intake receiver) from which the charge air flows into the cylinder.
  • all pressure sensors are arranged such that each pressure sensor is at a crank angle of 0 ° or 360 ° above the piston.
  • the crank angle 0 ° is the crank angle at which the piston is at its upper turning point, which is also referred to as top dead center.
  • the volume of the combustion chamber is minimal and the piston begins its downward movement (expansion stroke).
  • one working cycle of the piston corresponds to a crank angle range of 360 °.
  • the piston begins the working cycle at the top turning point at the crank angle 0 ° with its expansion stroke, moves downwards until it reaches the bottom turning point at the crank angle 180 °, which is also referred to as bottom dead center.
  • the piston then moves up again (compression stroke) and reaches the upper turning point again at the crank angle of 360 °.
  • the crank angle 0 ° is equivalent to the crank angle 360 °.
  • a working cycle of the piston corresponds to a crank angle range of 720 °, because the piston has to move twice up and twice down during a working cycle.
  • the piston is at the top reversal point, and at 180 ° and 540 ° crank angles, the piston is at the bottom reversal point.
  • all pressure sensors are arranged in such a way that each pressure sensor is at a crank angle of 0 ° or 360 ° above the piston, all pressure sensors are thus arranged such that they are at all times of the piston movement, that is to say for everyone any crank angle are always arranged above the piston. This means that none of the pressure sensors is covered by the piston for any crank angle.
  • At least one prechamber connected to the combustion chamber is provided for igniting the fuel in the combustion chamber.
  • This version is particularly suitable when the large engine is operated in gasoline mode, in which the fuel-gas mixture is spark-ignited in the combustion chamber, for example for a dual-fuel engine that is operated in gas mode.
  • the prechamber is connected to the combustion chamber in a manner known per se via an outlet opening.
  • a small amount of a liquid, self-igniting fuel for example heavy oil or diesel, is then introduced into the prechamber, where this fuel ignites automatically.
  • the resulting flame reaches the combustion chamber through the outlet opening of the pre-chamber and ignites the fuel-gas mixture there.
  • each pressure sensor is arranged in the cylinder cover or in the cylinder wall.
  • holes can be provided in the cylinder cover or in the cylinder wall, each of which extends into the combustion chamber. The pressure sensors can then be arranged in these holes so that they are as close as possible to the combustion chamber.
  • the pressure sensors are at other locations, for example in the exhaust valve, in particular in the valve plate of the exhaust valve facing the combustion chamber, or in the piston, in particular in the region of the surface of the piston facing the combustion chamber.
  • the pressure sensors In order to achieve the best possible spatial resolution, i.e. In order to localize the location at which the combustion begins as precisely as possible, it is advantageous to arrange the pressure sensors in such a way that they are as far apart as possible, although it must of course be taken into account that other components must also be arranged in the cylinder.
  • the exhaust valve or at least one but typically several injection nozzle (s) for introducing the fuel into the combustion chamber, or start air valves or the prechamber.
  • the pressure sensors are arranged at least two different heights with respect to an axial direction defined by the cylinder axis.
  • All pressure sensors are preferably arranged at different heights.
  • the pressure sensors are arranged with respect to the circumferential direction such that the angular distance between two adjacent pressure sensors is at least 45 ° in the circumferential direction.
  • each pressure sensor has a measuring frequency of at least 20 kHz.
  • the measurement frequency of the pressure sensor means the number of individual pressure measurements which the pressure sensor can carry out in a time interval, for example in a second. The measurement frequency thus determines the rate at which a pressure change is sensed by the pressure sensor.
  • the time interval between two individual pressure measurements of a pressure sensor is 50 microseconds. It has been shown that, taking into account the typical dimensions of the combustion chamber of a large engine and the speed of sound in the combustion chamber at a typical combustion temperature, a measurement frequency of 20 kHz is sufficient for many applications in order to achieve a good localization of the location at which a combustion process begins.
  • each pressure sensor can also be advantageous for each pressure sensor to have a measuring frequency of at least 50 kHz.
  • the time interval between two individual pressure measurements of the pressure sensor is only 20 microseconds, which further increases the accuracy of the location determination. If one assumes a typical mean mass temperature in the cylinder of about 700 K, then using the speed of sound in air at about 700 K results in a rate of propagation of the pressure change that is a path length of corresponds to approximately one centimeter in 20 microseconds, ie the pressure change can spread by approximately one centimeter in the period between two individual pressure measurements of the pressure sensor. With this high measurement frequency of 50 kHz, for example, a particularly precise localization of the location at which a combustion process begins can be achieved.
  • the invention also proposes a method for monitoring the combustion in a cylinder of a large engine that has been flushed lengthways.
  • the method is characterized in that the cylinder is configured in accordance with the invention and that measurement signals are detected by means of the pressure sensors, a location in the combustion chamber at which a combustion process begins being determined on the basis of the measurement signals.
  • the measurement signals from the pressure sensors are fed to an evaluation unit.
  • the location in the combustion chamber at which a combustion process has started can then be determined in this, for example by means of a trigonometric method, on the basis of the measurement signals obtained from the various pressure sensors.
  • a further possibility of assigning a crank angle to the measurement signals of the pressure sensors consists in comparing the measurement signals for each pressure sensor in the evaluation unit with a compression curve of the cylinder.
  • the compression curve of a cylinder describes the Pressure curve in the combustion chamber of the cylinder depending on the crank angle.
  • Such compression curves can be stored, for example, in electronic form in the evaluation unit, or they can be determined using other parameters, which are recorded when the large engine is in operation.
  • the invention proposes a longitudinally flushed large engine, which is characterized in that the large engine has a cylinder which is designed according to the invention, or that the combustion is monitored using a method according to the invention.
  • the large engine is designed, for example, as a longitudinally flushed two-stroke large diesel engine and in particular as a dual-fuel large diesel engine that can be operated in a liquid mode, in which a liquid fuel is introduced into the combustion chamber for combustion, and which can also be operated in a gas mode, in which a Gas is introduced into the combustion chamber as fuel.
  • Fig. 1 shows a schematic sectional view of an embodiment of a cylinder according to the invention for a longitudinally rinsed large engine, not shown.
  • the cylinder is complete with the Reference number 1 denotes.
  • the cylinder 1 comprises a cylinder wall 2, which is preferably designed as a cylinder liner, a cylinder cover 3, which forms the upper end of the cylinder 1 as shown, and a piston 4, which is located along a cylinder axis Z between an upper reversal point OT and a lower reversal point (not shown) is arranged movable back and forth.
  • Fig. 1 shows the piston 4 in the upper turning point OT.
  • FIG. 2 another schematic sectional view of the cylinder 1 in a section perpendicular to the cylinder axis Z, wherein in Fig. 2 the viewing direction is in the direction of the cylinder cover 3.
  • the section line II is shown, along which the section for the Fig. 1 he follows.
  • An axial direction A is defined by the cylinder axis Z.
  • large engine means such engines as are usually used as main propulsion units for ships or in stationary operation, e.g. are used to drive large generators for generating electrical energy.
  • the cylinders of a large engine each have an inside diameter (bore) that is at least about 200 mm.
  • longitudinally flushed means that the flushing or charge air is introduced into the cylinder 1 in the region of the end facing away from the cylinder cover 3.
  • the large engine can be designed as a four-stroke or two-stroke engine.
  • the large engine can be designed as a large diesel engine, especially as a longitudinally flushed two-stroke large diesel engine.
  • the term "large diesel engine” means large engines which can be operated in a diesel mode in which the fuel is usually burned on the principle of auto-ignition.
  • the term “large diesel engine” also refers to those large engines which, in addition to diesel operation, can alternatively also be operated in gasoline operation. In gasoline operation, combustion typically takes place on the principle of spark ignition of the fuel. Also it is possible that the large diesel engine can be operated in mixed forms from diesel operation and gasoline operation.
  • a “liquid fuel” is a fuel that is introduced into the cylinder in the liquid state.
  • a “gaseous fuel” is a fuel which is introduced into the cylinder in the gaseous state.
  • spark-ignited fuel also refers to a fuel which, as intended, burns in the cylinder 1 by spark ignition, in which case it is intended to avoid self-ignition
  • a “self-igniting fuel” is used to denote such a fuel that, as intended, burns by self-ignition in cylinder 1, for example heavy oil or diesel fuel.
  • This large diesel engine is preferably designed as a dual-fuel large diesel engine, so that it can be operated with two different fuels, namely with a liquid fuel such as heavy oil or marine diesel, and with a gaseous fuel, e.g. B. natural gas.
  • the dual-fuel large diesel engine can be switched from burning the first fuel to burning the second fuel and vice versa during operation.
  • the dual-fuel engine is preferably operated using a low-pressure process.
  • the spark ignition of the air-gas mixture in cylinder 1 is preferably carried out in gas mode by the injection of a small amount of self-igniting Fuel, e.g. B. heavy oil or diesel, which then spark ignites the air-gas mixture.
  • the invention is not restricted to this type of large motor and to this use, but rather relates to large motors in general.
  • the large engine can be designed only for the combustion of a single fuel, for example heavy oil, marine diesel or diesel, or for a gas such as natural gas.
  • the large engine can also be designed as a gas engine.
  • the large engine can be designed as a multi-fuel large engine that can be operated with a first fuel and that can be operated with at least one second fuel that is different from the first fuel.
  • the large engine can also be designed for the combustion of more than two fuels.
  • a piston 4 is provided in each of the usually several cylinders 1 of the large diesel engine, the upper side of which, together with the cylinder cover 3, delimits a combustion chamber 9.
  • the piston 4 is connected in a manner known per se via a piston rod to a crosshead, which is connected to a crankshaft via a push rod, so that the movement of the piston 4 is transmitted to the crankshaft via the piston rod, the crosshead and the push rod to turn.
  • a fuel can be injected into the combustion chamber 9 by means of at least one injection nozzle 7.
  • a plurality of injection nozzles 7 can also be provided on each cylinder. If the large engine can be operated with different fuels, different injection nozzles 7 or injection devices can also be provided for the different fuels.
  • two injection nozzles 7 are provided in the cylinder cover 3. These injectors 7 are used in Liquid mode to inject the self-igniting liquid fuel, for example heavy oil, marine diesel or diesel into the combustion chamber 9.
  • the self-igniting liquid fuel for example heavy oil, marine diesel or diesel
  • the injection nozzles 7 are typically not used for the gas mode. At least one injection device for the gaseous fuel that is different from the injection nozzles 7 is provided. This injection device comprises at least one gas inlet nozzle, not shown, through which the gaseous fuel can be introduced into the combustion chamber 9. The gas inlet nozzle is preferably arranged in the cylinder wall 2, so that the gaseous fuel can be introduced into the combustion chamber 9 at a low pressure.
  • a starting air valve 8 is also arranged in the cylinder cover 3 and is used in a manner known per se to start the large engine. In order to start the large engine, compressed air is blown into the combustion chamber 9 through the start air valve 8 in order to move the piston 4.
  • a mostly centrally arranged exhaust valve 5 is provided in the cylinder cover 3, through which the combustion gases can be discharged from the cylinder 1 into an exhaust system (not shown) after the combustion process.
  • At least one prechamber 6 ( Fig. 2 ) is provided, which is connected to the combustion chamber 9.
  • the antechambers 6 are used for spark ignition of the gaseous fuel, more precisely the fuel-gas mixture, when the large engine is operated in gas mode or in gasoline mode.
  • Each antechamber 6 is connected to the combustion chamber 9 in a manner known per se via an outlet opening.
  • a small amount of a liquid, self-igniting fuel for example heavy oil or diesel, is then introduced into the respective pre-chamber 6, where this fuel ignites automatically.
  • the flame that emerges passes through the outlet opening of the respective pre-chamber 6 into the combustion chamber 9 and ignites the fuel-gas mixture there.
  • the further structure and the individual components of the large diesel engine such as details of the injection system, the gas exchange system, the exhaust system or the turbocharger system for the provision of the purge or charge air, as well as the control and control system for a large diesel engine, are known to the person skilled in the art both for the design and Two-stroke engine as well as for the design as a four-stroke engine are well known and therefore do not require further explanation here.
  • 1 purge air openings (not shown), for example designed as purge air slots, are usually provided in the lower region of each cylinder for supplying purge air into the cylinder 1, the purge air openings being periodically closed and by the movement of the piston 4 in the cylinder be opened so that the purge air provided by the turbocharger under a boost pressure can flow through the purge air slots into the cylinder 1 as long as they are open.
  • the gas inlet nozzle (s) (not shown) for introducing the gaseous fuel into the combustion chamber 9 are arranged, for example, with respect to the axial direction A between the scavenging air slots and the cylinder cover 3 in the cylinder wall 2.
  • the control system in modern large engines is an electronic system with which all engine or cylinder functions, in particular the injection (beginning and end of injection) and the actuation of the exhaust valve, can usually be set or controlled.
  • the cylinder 1 comprises at least three pressure sensors 10 for detecting the pressure in the combustion chamber 9. All pressure sensors known per se are suitable as pressure sensors 10, in particular resistive pressure sensors 10 or piezoelectric pressure sensors 10.
  • the pressure sensors 10 serve to locate the location in the combustion chamber 9 at which a combustion process begins. If combustion begins somewhere in the combustion chamber 9, this leads to a local, significant increase in pressure at this location. This pressure change propagates at the speed of sound in the combustion chamber 9 and thus also reaches the at least three pressure sensors 10, so that each of these pressure sensors 10 registers the pressure increase. Depending on how far the respective pressure sensor 10 is from the place of origin at which the combustion process started, the pressure change takes more or less time to reach this pressure sensor 10.
  • the original location at which the combustion process began can then be determined from the runtime differences or from the respective times at which the three pressure sensors 10 have detected the pressure change , This can be done, for example, using a trigonometric method.
  • the three pressure sensors 10 for each combustion process can determine the location in the combustion chamber 9 at which the combustion process started, regardless of whether it is a desired combustion or an undesired combustion.
  • Desired burns include the auto-ignition of a fuel that is intended to be a self-igniting fuel, such as heavy oil or diesel, and the spark ignition of a fuel that is intended to be a spark-ignited fuel, such as an air-gas mixture.
  • Unwanted burns include, in particular, pre-ignition in the combustion chamber 9, in which a Fuel that is intended to be a spark-ignited fuel starts to burn too early due to self-ignition.
  • the invention is therefore particularly suitable for the detection and localization of pre-ignition in the combustion chamber 9. Since such pre-ignition usually occurs before the piston 4 reaches the upper reversal point OT, one or more of the pressure sensors 10 can also be arranged at those locations where they are covered by the piston 4 during part of the piston movement.
  • the position of the piston 4 in the cylinder 1 is usually described by the crank angle, that is, the angular position of the crankshaft.
  • the crank angle 0 ° the piston is in the upper turning point OT ( Fig. 1 ).
  • the combustion chamber 9 has its minimum volume.
  • the piston 4 initially moves downward (expansion stroke) from the upper reversal point and reaches the lower reversal point at the crank angle 180 °.
  • the piston then moves up again (compression stroke) and reaches the upper turning point TDC again at the crank angle of 360 °, which means that a work cycle is complete for the two-stroke engine.
  • the crank angles 0 ° and 360 ° are therefore identical.
  • one or more of the pressure sensors 10 can also be arranged at those locations at which they are covered by the piston 4 during part of the piston movement.
  • all pressure sensors 10 are arranged such that each pressure sensor 10 is still above the piston 4 at a crank angle of 300 °, so that none of the pressure sensors 10 is covered by the piston 4 at a crank angle of 300 °.
  • All pressure sensors 10 are preferably arranged such that each pressure sensor 10 is still above the piston 4 at a crank angle of 330 °, so that none of the pressure sensors 10 is covered by the piston 4 at a crank angle of 330 °.
  • each pressure sensor 10 is still above the piston 4 at a crank angle of 350 °, so that none of the pressure sensors 10 is covered by the piston 4 at a crank angle of 350 ° ,
  • All pressure sensors 10 are particularly preferably arranged such that each pressure sensor 10 is still above the piston 4 even at a crank angle of 360 ° or 0 °. All pressure sensors 10 are consequently arranged such that they are still above the piston 4 when the piston 4 is in the upper turning point TDC. Such a particularly preferred arrangement is in Fig. 1 shown. For any position of the piston 4, that is to say for every crank angle, none of the pressure sensors 10 is covered by the piston 4.
  • Each pressure sensor 10 is preferably provided in the cylinder cover 3 or in the cylinder wall 2 designed as a cylinder liner.
  • the pressure sensors 10 are arranged at other locations, for example in the exhaust valve 5, in particular in the valve plate of the exhaust valve 5 facing the combustion chamber 9, or in the piston 4, in particular in the region of the surface of the piston 4 facing the combustion chamber 9 is that all pressure sensors are arranged so that they can detect a pressure change in the combustion chamber 9.
  • all pressure sensors 10 are arranged in the cylinder cover 3.
  • a continuous bore is provided in the cylinder cover 3 for each pressure sensor 10, which extends from the outside of the cylinder cover 3 through the cylinder cover 3 and opens into the combustion chamber 9.
  • the respective pressure sensor 10 is then arranged and fixed in this bore, for example by screwing into the bore or by a press fit, the respective pressure sensor 10 being placed in such a way that it is as close as possible to the combustion chamber 9.
  • the determination of the location in the combustion chamber 9 at which a combustion process begins is preferably based on a trigonometric method, in which from the running times which the pressure change requires from the location of the start of the combustion until the respective pressure sensor 10 is reached It is determined where the combustion, for example the early ignition, has started or has occurred.
  • the pressure sensors 10 can be arranged at different heights H1, H2, H3 with respect to the axial direction A, as shown in FIG Fig. 1 is shown. It is preferred that all pressure sensors 10 are arranged at different heights H1, H2, H3 with respect to the axial direction A. That is, in Fig. 1 H1 and H2 and H3 each denote different height levels, so that the height H1 is different from the height H2 and the height H3, the height H2 also being different from the height H3.
  • the pressure sensors 10 are also an advantageous measure to arrange the pressure sensors 10 at different positions with respect to the circumferential direction of the cylinder 1 or the cylinder cover 3, so that two adjacent pressure sensors 10 each have an angular distance with respect to the circumferential direction , This angular distance between adjacent pressure sensors is preferably at least 45 ° in each case.
  • pressure sensors In order to achieve the highest possible spatial resolution, i.e. In order to determine the location at which a combustion process begins in cylinder 1 as precisely as possible, pressure sensors with a high measuring frequency are preferably used.
  • the measurement frequency of the pressure sensor 10 indicates how many individual measurements the pressure sensor 10 can carry out in a time interval, for example in one second.
  • Pressure sensors 10 which have a measurement frequency of at least 20 kHz or very fast pressure sensors 10 which have a measurement frequency of 50 kHz or even greater are preferably used. At a measuring frequency of 50 kHz, the time interval between two individual measurements is twenty microseconds.
  • the measurement signal of the fourth pressure sensor 1 can be used for validation or for checking the position determination in a trigonometric evaluation of the measurement signals from three of the pressure sensors 10.
  • the measurement signals of all pressure sensors 10 are fed to an evaluation unit (not shown).
  • the location in the combustion chamber 9 at which a combustion process has started can then be determined in this, for example by means of a trigonometric method, on the basis of the measurement signals obtained from the various pressure sensors 10.
  • the measurement signals of the pressure sensors 10 are compared with a compression curve for the cylinder 1.
  • the compression curve of the cylinder 1 indicates the course of the pressure in the combustion chamber 9 of the cylinder 1 as a function of the crank angle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP18190028.3A 2018-08-21 2018-08-21 Cylindre pour un gros moteur purgé longitudinalement et procédé de surveillance de la combustion dans un cylindre d'un gros moteur purgé longitudinalement Withdrawn EP3613961A1 (fr)

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EP18190028.3A EP3613961A1 (fr) 2018-08-21 2018-08-21 Cylindre pour un gros moteur purgé longitudinalement et procédé de surveillance de la combustion dans un cylindre d'un gros moteur purgé longitudinalement

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EP18190028.3A EP3613961A1 (fr) 2018-08-21 2018-08-21 Cylindre pour un gros moteur purgé longitudinalement et procédé de surveillance de la combustion dans un cylindre d'un gros moteur purgé longitudinalement

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EP (1) EP3613961A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006008802A1 (de) * 2006-02-22 2007-08-30 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Ermittlung des Entstehungsortes klopfender Verbrennung
EP1956211A2 (fr) * 2007-02-08 2008-08-13 Wärtsilä Schweiz AG Procédé de chargement d'un cylindre d'un grand moteur diesel deux temps lavé en longueur doté d'air de suralimentation, tout comme grand moteur diesel deux temps lavé en longueur
DE102012021053A1 (de) * 2012-10-25 2014-04-30 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Klopfortbestimmungsverfahren und Klopfortbestimmungsvorrichtung für Brennkraftmaschinen
US20150075485A1 (en) * 2012-06-06 2015-03-19 Ihi Corporation Two-stroke uniflow engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006008802A1 (de) * 2006-02-22 2007-08-30 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Ermittlung des Entstehungsortes klopfender Verbrennung
EP1956211A2 (fr) * 2007-02-08 2008-08-13 Wärtsilä Schweiz AG Procédé de chargement d'un cylindre d'un grand moteur diesel deux temps lavé en longueur doté d'air de suralimentation, tout comme grand moteur diesel deux temps lavé en longueur
US20150075485A1 (en) * 2012-06-06 2015-03-19 Ihi Corporation Two-stroke uniflow engine
DE102012021053A1 (de) * 2012-10-25 2014-04-30 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Klopfortbestimmungsverfahren und Klopfortbestimmungsvorrichtung für Brennkraftmaschinen

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