EP3990763A1 - Hpdf-betriebsverfahren für eine brennkraftmaschine, brennkraftmaschine und arbeitsvorrichtung - Google Patents
Hpdf-betriebsverfahren für eine brennkraftmaschine, brennkraftmaschine und arbeitsvorrichtungInfo
- Publication number
- EP3990763A1 EP3990763A1 EP20730242.3A EP20730242A EP3990763A1 EP 3990763 A1 EP3990763 A1 EP 3990763A1 EP 20730242 A EP20730242 A EP 20730242A EP 3990763 A1 EP3990763 A1 EP 3990763A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- ignition
- main fuel
- injection device
- internal combustion
- 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- Withdrawn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 118
- 238000011017 operating method Methods 0.000 title claims abstract description 33
- 239000000446 fuel Substances 0.000 claims abstract description 181
- 230000015572 biosynthetic process Effects 0.000 claims abstract description 13
- 239000000203 mixture Substances 0.000 claims abstract description 11
- 239000002283 diesel fuel Substances 0.000 claims abstract description 6
- 238000002347 injection Methods 0.000 claims description 69
- 239000007924 injection Substances 0.000 claims description 69
- 239000002737 fuel gas Substances 0.000 claims description 19
- 238000005192 partition Methods 0.000 claims description 9
- 239000003502 gasoline Substances 0.000 claims description 8
- 230000002123 temporal effect Effects 0.000 claims description 2
- 238000000034 method Methods 0.000 abstract description 18
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 42
- 239000007789 gas Substances 0.000 description 21
- 239000003570 air Substances 0.000 description 11
- 239000004071 soot Substances 0.000 description 10
- 230000003993 interaction Effects 0.000 description 9
- 239000003345 natural gas Substances 0.000 description 7
- 230000008569 process Effects 0.000 description 7
- 238000011161 development Methods 0.000 description 6
- 230000018109 developmental process Effects 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 239000002245 particle Substances 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000007480 spreading Effects 0.000 description 3
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 2
- 239000012080 ambient air Substances 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 229930195733 hydrocarbon Natural products 0.000 description 2
- 150000002430 hydrocarbons Chemical class 0.000 description 2
- OTMSDBZUPAUEDD-UHFFFAOYSA-N Ethane Chemical compound CC OTMSDBZUPAUEDD-UHFFFAOYSA-N 0.000 description 1
- 206010061218 Inflammation Diseases 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000009792 diffusion process Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 239000005431 greenhouse gas Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000004054 inflammatory process Effects 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
Classifications
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
-
- 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
- F02B3/08—Methods of operating
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
- F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
- F02D19/0694—Injectors operating with a plurality of fuels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
- F02B23/0687—Multiple bowls in the piston, e.g. one bowl per fuel spray jet
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
- F02D19/0689—Injectors for in-cylinder direct injection
-
- 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
-
- 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 invention relates to an HPDF operating method for an internal combustion engine, an internal combustion engine and a working device and in particular a vehicle as such.
- methane slip in which unburned methane (or short-chain hydrocarbons in general) escapes from the combustion chamber as a particularly climate-effective gas and which can be problematic in gas engines in particular, and to the formation of particles, which, for example, in diesel engines in connection with soot formation occurs and can be problematic.
- HPDF high pressure dual fuel
- non-self-igniting i.e. gasoline engine fuels and self-igniting fuels are used simultaneously and injected or introduced into the combustion chamber of a respective cylinder of an internal combustion engine under high pressure, with the gasoline engine fuel acting as the main fuel and the self-igniting fuel as the ignition fuel for the main fuel serves, so that the main fuel is ignited externally via the ignition of the self-igniting fuel.
- previously lean combustion areas which can deliver a particularly high proportion of methane slip, and rich combustion areas, which can deliver a particularly high proportion of soot and thus particle formation, cannot be optimally handled.
- the present invention relates to an HPDF operating method for an internal combustion engine with internal mixture formation and auto-ignition.
- the introduction of a main fuel for a combustion cycle of an operating cycle under high pressure for the introduction of a main fuel, the introduction of a non-self-igniting or gasoline engine fuel at a first point in time and the introduction of a self-igniting or diesel fuel into a combustion chamber of the internal combustion engine at a second point in time at least initiated and / or executed.
- Self-ignition of the ignition fuel and, with the self-ignition of the ignition fuel, external ignition of the main fuel is effected.
- the self-ignition of the ignition fuel is carried out temporally and / or spatially in such a way that the main fuel is ignited at one location and / or in an area of a jet tip and / or a propagation front of a quantity of introduced main fuel - in particular first in time.
- the tip - in absolute terms - is ignited first in time.
- the fat areas located shortly behind the tip initially remain unburned and can continue to mix - especially with the ambient air. Since the flame also has to run against the flow, for example, this propagation will in particular take place relatively slowly.
- the required spatial-temporal distribution of main fuel and ignition fuel in the combustion chamber before and during ignition can be set in a particularly suitable manner if, according to a preferred embodiment of the operating method according to the invention, the second point in time is not earlier than the first point in time and preferably after the first point in time.
- the spatial-temporal distribution of the main fuel and the ignition fuel in the combustion chamber and, in relation to one another, the spatial-temporal distribution of the ignition processes can be determined on the basis of and taking into account the geometry of the combustion chamber, the piston with the piston crown and the spatial and temporal configuration of the Introducing the main fuel and the ignition fuel can be set so that the effect according to the invention, namely that the main fuel occurs first in the area of the propagation front and / or the jet tip, can be achieved in a particularly suitable manner.
- the main fuel is introduced via a first injection device of an injection device and, when or after the main fuel is introduced, it is spatially deflected in the combustion chamber, in particular by pulse deflection.
- This can be done in particular by returning the main fuel or the injected amount of the main fuel to a location and / or a spatial area of the first injection device and / or with an orientation towards a location and / or a spatial area of the first injection device, for example with a focus on an outlet opening, an injection nozzle or the like.
- the introduction of the main fuel or the amount of main fuel can take place at least approximately with spatial alignment to one or more recesses and / or contours in the piston crown and / or to an apex or several apexes of one or more recesses and / or contours in the piston crown.
- a quantity of the main fuel in the form of a fuel gas flow is introduced into the combustion chamber via one or the first injection device in such a way that the fuel gas flow is directed to one or the other the plurality of depressions and / or contours is or will be aligned so that the fuel gas flow, starting from the outlet from the first injection device as a base, flows or flows in essentially along a wall of the recess and / or along the contour, through the wall of the recess and / or is deflected, deflected and / or returned by the contour in its flow direction and flows on or out along the wall of the recess and / or along the contour essentially in the direction of the base point or an end point corresponding to the base point.
- the modalities of introducing, distributing and / or igniting the ignition fuel can also be adapted accordingly.
- a quantity of the ignition fuel via a second injection device of the injection device with an alignment to the one or more recesses and / or contours and / or with alignment to the End point and / or the location and / or the area of the jet tip and / or the propagation front of the amount of main fuel introduced - in particular at a desired and / or predetermined ignition time - to be introduced into the combustion chamber.
- lean zones of the fuel gas jet of the injected main fuel can be taken into account, which only develop after the end of the injection, for example in the edge areas of the fuel gas jet, in particular at the jet foot and / or in the wake of the gas jet.
- one or the quantity of the ignition fuel is introduced into the combustion chamber with its orientation via the second injection device of the injection device in such a way that at the time of self-ignition the Ignition fuel also tangential ignition and / or ignition of the main fuel at or in one of the jet tip and / or the propagation front of the main fuel - in particular with regard to the propagation of the main fuel - takes place remote point or area, in particular at or in the area of a jet foot of the Fuel gas jet of the main fuel and / or in a lateral area of the fuel gas jet between and / or laterally to a connection between the jet foot and jet tip.
- a quantity of the main fuel in the form of a fuel gas flow is introduced into the combustion chamber via the first injection device in such a way that the fuel gas flow is oriented towards a partition of directly adjacent depressions and / or contours that the fuel gas flow starting from the outlet from the first injection device on the partition wall is divided into partial flows and divided and divided between the directly adjacent depressions and / or contours and a respective partial flow essentially along a respective wall of a respective recess and / or along a respective contour flows or flows in, deflected or deflected in its flow direction by the wall of the respective recess and / or by the respective contour and essentially in the direction along the wall of the respective recess and / or along the respective contour 52k flows further or flows out at the base point or an end point corresponding to the base point.
- one or the quantity of the ignition fuel 64 is introduced into the combustion chamber divided into partial flows via one or the second injection device of the injection device, in each case with an orientation towards a respective one Recess and / or contour and / or with a respective orientation towards a respective end point, a respective location and / or a respective area of a jet tip and / or a propagation front of a divided amount of main fuel introduced, in particular at a desired and / or predetermined ignition time.
- the invention also relates to an internal combustion engine as such.
- the proposed internal combustion engine is set up according to the invention to be operated according to, with or in an HPDF operating method configured according to the invention.
- the internal combustion engine has a cylinder which, in its interior and cylinder space, forms a combustion chamber of the internal combustion engine in which a piston is guided to move up and down.
- an injection device is designed for introducing a main fuel and an ignition fuel, with a piston head of the piston having one or more recesses and / or contours which are designed to deflect and / or redirect a quantity of the main fuel introduced, in particular in coordination with space and time the injector.
- the present invention also provides a working device which, for example, but not exclusively, can be designed as a vehicle.
- the working device has a drivable unit and an internal combustion engine as a drive for the unit, the internal combustion engine being designed in the manner according to the invention.
- Figure 1 shows in the form of a vertical cross-sectional view part of a
- Figure 2A shows in the form of a lateral cross-sectional view part of another
- FIG. 2B also shows, in the form of a lateral cross-sectional view, part of an alternative embodiment of an internal combustion engine designed according to the invention, which in the case of an HPDF according to the invention
- FIGS. 3 and 4 show, in the form of lateral cross-sectional views, situations during the operation of conventional internal combustion engines with an HPDF operating method.
- FIG. 1 shows, in the form of a vertical cross-sectional view, part of an embodiment of an internal combustion engine 100 designed according to the invention, which can be used in an HPDF operating method according to the invention.
- Figure 1 illustrates this a variant of the method according to the invention with vertical beam deflection, for example in a plane which contains the cylinder axis 50z.
- the internal combustion engine 100 shown in FIG. 1 is represented here schematically by part of a cylinder 50 with a cylinder head 51, a piston 52 and a cylinder jacket 53, the combustion chamber wall 50w being defined by the latter.
- the cylinder 50 is oriented approximately rotationally symmetrically to the cylinder axis 50z - here parallel to the z direction.
- the piston 52 is arranged displaceably in the cylinder 50 along the cylinder axis 50z, i.e. in the z-direction, and is moved to a direction by means of appropriate timing and the combustion of the fuel in the combustion chamber 20 formed by the cylinder chamber 55 and a corresponding downstream transmission -and- movement and, in the case of FIG. 1, an up-and-down movement 52z.
- combustion chamber 20 and thus the interior 55 of the cylinder 50 is in Figure 1 above by the cylinder head 51, below by the piston 52 and in particular by the piston head 52b and on the side of the cylinder jacket 53 and the corresponding cylinder wall 50w, which can also be referred to as combustion chamber wall 50w , and is variable over time due to the up and down movement of the piston 52 in the manner customary for internal combustion engines.
- the base 52b of the piston 52 has one or more recesses 52a and / or contours 52k.
- any recesses 52a and / or contours 52k are designed so that they can be used in cooperation with an injection device 60 and its first and second injection nozzles 61 and 62 for the pressurized introduction of a non-self-igniting or gasoline engine fuel Main fuel 63 or a self-igniting or diesel fuel as ignition fuel 64 to deflect or deflect and in particular to return a quantity of introduced main fuel 63 in the direction of the point of injection, for example in the direction of an outlet hole of a nozzle or the like, however in an advantageous manner, boundary conditions with regard to no or a minimal overlap of the beam with itself can be met.
- the amount of main fuel 63 introduced is diverted in a vertical direction, e.g. in a plane which contains the cylinder axis 50z. This means that after being introduced via the first injection nozzle 61, the main fuel flows along the contour 52k of the recess 52a in the bottom 52b of the piston 52 and leaves the recess 52a of the piston 52 in the direction of the first injection nozzle 61 and its outlet hole.
- an amount of the ignition fuel 64 has been injected through the second injection nozzle 62 of the injection device 60 toward the propagation front 63f of the main fuel 63 initiated in such a way that at the point in time of the self-ignition of the introduced ignition fuel 64, the ignition of the main fuel 63 begins in the area of the propagation front 63f and / or in the area of the so-called jet tip.
- this last aspect can generally be used as the basis for the procedure according to the invention.
- the mixing field is shown at a point in time shortly after the end of the gas injection. This can be seen in the lean zones close to the nozzle outlet, where pure fuel can of course be found beforehand.
- the mixing field shown corresponds to the one at which combustion begins. Whether location 1 is shortly before location 2 or vice versa may be less relevant in certain embodiments.
- FIG. 2A shows, in the form of a lateral cross-sectional view, part of another embodiment of an internal combustion engine 100 designed according to the invention, which can be used in an HPDF operating method according to the invention.
- FIG. 2A illustrates a variant of the method according to the invention with horizontal beam deflection, e.g. in a plane perpendicular to a cylinder axis 50z, which in the arrangement according to FIG. 2 is in turn aligned parallel to the z-direction.
- the gas jet of the main fuel 63 is divided into two partial jets 63-1, 63-2 by a separating web 52s of directly adjacent recesses 52a in the piston head 52, each of which is approximately in the direction of the exit of the main fuel 63 from the first nozzle 61 be returned by deflecting along the contours 52k.
- corresponding partial beams 64-1, 64-2 are introduced corresponding to the two partial beams 63-1, 63-2 of the main fuel 63 for ignition and the corresponding locations 1, i.e. the fronts 63f virtually touch during the ignition.
- FIG. 2A describes a situation in which, for or when introducing the main fuel 63, a quantity of the main fuel 63 in the form of a fuel gas flow is introduced into the combustion chamber 20 via the first injection device 61 in such a way that the fuel gas flow is directed onto a partition 52s directly adjacent to it Depressions 52a and / or contours 52k aligned so that the fuel gas flow, starting from the outlet from the first injection device 61, is divided into partial flows 63-1 and 63-2 on the partition wall 52s and divided between the directly adjacent recesses 52a and / or contours 52k and a respective partial flow 63-1, 63-2 essentially flows or flows in along a respective wall of a respective recess 52a and / or along a respective contour 52k, through the wall of the respective recess 52a and / or through the respective contour 52k in its flow direction deflected or deflected and flows on or out along the wall of the respective recess 52a and / or along the respective contour 52k essentially
- one or the quantity of the ignition fuel 64 is introduced into the combustion chamber 20 via one or the second injection device 62 of the injection device 60, divided into partial flows 64-1, 64-2 is, in each case with an alignment to a respective recess 52a and / or contour 52k and / or with a respective orientation to a respective end point, a respective location 1 and / or a respective area of a beam tip 63f and / or a propagation front 63f a divided amount of introduced main fuel 63, in particular at a desired and / or predetermined ignition point.
- FIG. 2B also shows, in the form of a lateral cross-sectional view, part of an alternative embodiment of an internal combustion engine designed according to the invention, which can be used in an HPDF operating method according to the invention.
- the structure shown in FIG. 2B and its use are identical to those as described in connection with the structure according to FIG. 2A.
- the jet pattern in FIG. 2B is in particular designed essentially symmetrically, the two simultaneous partial jets 64-1 and 64-2 of the ignition fuel 64 as pilot jets igniting respectively adjacent partial jets 63-1 and 63-2 of the main fuel 63.
- the number of jets for both fuels 63 and 64 is the same in this embodiment, but in principle it can also be selected differently.
- the webs or partition walls 52s between two directly adjacent recesses 52a of a pair of recesses 52a are not designed to taper as sharply in the direction of the cylinder axis 50z as in the embodiment shown in FIG. 2A. In other words, this means that there are no tapering edges in the combustion chamber 20.
- the height of the outlet 52t between directly adjacent pairs of recesses 52a can be designed as short as possible and / or with a step in order to promote the mixing and in particular the mixing 70 of ambient air or ambient atmosphere into the main fuel 63.
- the jets 63-1, 63-2 of the main fuel 63 are deflected or deflected by aligning the jets 63-1, 63-2 with the contour 52k of the recesses 52a and flow along this contour 52k.
- a specific goal of recess 52a which can also be referred to as a trough, is to receive as much of the jet pulse as possible so that it actually runs back, specifically in relation to the original location, in particular the location of the recess of the first injection nozzle or injection device 61 for the main fuel 63.
- the end point of the contour 52k is used to align the flow of the partial jets 63-1, 63-2 of the main fuel 63 towards the pilot jets 64-1, 64-2 of the ignition fuel 64. (9) This can specifically mean that a jet or partial jet 63-1, 63-2 of the main fuel 63 should not meet itself or should at least meet itself as late as possible.
- the outlet 52t should be designed as short as possible (in the vicinity of 52b in FIG. 1, the shoulder between the piston gap and the recess).
- FIGS. 3 and 4 show, in the form of lateral cross-sectional views, situations during the operation of conventional internal combustion engines 100 with an HPDF operating method.
- Figures 3 and 4 thus illustrate the two possible previous operating strategies of an HPDF combustion process, with the combustion chamber wall 50w, the fuel! injector 60, the diesel jet as ignition fuel 64 and the gas jet as main fuel 63 are shown.
- FIG. 3 shows a situation in which the ignition fuel 64 is injected and ignited into the combustion chamber 20 formed by the conventional piston 50 'with its cylinder chamber 55 at a comparatively early point in time compared to the expansion of the main fuel 63.
- the jet tip or propagation front 63f of the main fuel 63 has not yet reached the cylinder wall 50w after the injection.
- FIG. 4 shows a situation in which the ignition fuel 64 is injected and ignited into the combustion chamber 20 at a comparatively late point in time compared to the expansion of the main fuel 63.
- the jet tip or spreading fund 63f of the main fuel 63 has already reached the cylinder wall 50w after the injection and has been deflected or deflected, in particular in the sense that in such a process the front hit the wall and widens to the side .
- the conventional tangential ignition as shown for example in Figure 3, in particular for example due to an early ignition point in the vicinity of the outlet openings of the injection device 60, experience has shown that the emission characteristics are comparatively poor, both in terms of soot formation and in the With regard to methane slip.
- An additional or alternative core aspect of the present invention consists in a targeted deflection and / or redirection of the jet of the main fuel 63, in particular by interaction of the jet of the main fuel 63 with corresponding recesses 52a and / or contours 52k on the piston crown 52b of the respective piston 52, to optimize the ignition and / or the combustion of the main fuel 63, so that soot formation and / or methane slip are reduced or prevented, the jet of the main fuel 63 and in particular the jet tip or propagation front 63f towards the jet of the ignition fuel 64, i.e. towards which these pilots are heading or become.
- HPDF combustion process HPDF: High Pressure Dual-Fuel
- diesel pilot ignition This combustion process provides for natural gas to be injected into the combustion chamber at high pressure, with ignition being carried out by a small amount of diesel fuel, which is referred to as a diesel pilot. This is also explained in detail in connection with the source [3] given below.
- This procedure is concerned with a targeted mixture formation by injection, specifically so that no lean zones arise on a combustion chamber wall and / or in a piston gap which, for example, do not burn off due to a flame being extinguished.
- the combustion process can also be used with other gasoline engine fuels, i.e. non-compression self-igniting fuels, e.g. with methanol, ethanol or the like, can be converted.
- non-compression self-igniting fuels e.g. with methanol, ethanol or the like
- the present invention is not limited to the use of natural gas as the main fuel either.
- the interaction of the two jets 63 and 64 can only be controlled via the respective start of injection and the respective injection duration.
- premixing and ignition timing can be varied independently of one another by the two jets 63 and 64.
- the HPDF combustion process always has rich and lean zones, regardless of the operating strategy.
- the gas jet of the main fuel 63 is ignited shortly after the injector has been opened by interaction or interaction with the diesel jet as ignition fuel 64.
- the combustion and the mixture take place simultaneously - as is usual with classic diffusion flames.
- a very sooty combustion is the inevitable consequence of the continuous injection of fresh fuel into the already burning jet area.
- gentle combustion processes are possible, which, however, lead to disadvantages in terms of efficiency due to the slow, mixture-limited combustion.
- the gas jet of the main fuel 63 is ignited comparatively late and in the extreme case, for example, shortly after the end of the injection of the gas through interaction or interaction with the diesel jet as ignition fuel 64.
- the gas jet 63 hits the combustion chamber wall 50w while the injection is still in progress and is distributed along it.
- the areas far from the wall can continue to mix with air, those close to the wall remain bold and cannot mix any further, even if they stay longer.
- the flame is first carried into the rich areas, which means that even with this strategy, sooty combustion cannot be ruled out.
- the associated rapid flame spread also leads to a high peak in the release of heat, which must be avoided due to the associated sharp rise in pressure. This limits this operating strategy for use in partial load areas.
- the lean zones in the edge area can meanwhile continue to mix in, which increases methane emissions.
- the gas jet of the main fuel 63 can now be ignited first in those areas in the vicinity of the injector 60 which have already had enough time to mix with the combustion chamber air.
- the inflammation at the jet tip or spreading base 63f i.e. at location 1 of the gas jet of the main fuel 63, limits the pressure peaks, since the spread now takes place against the flow velocity, and at the same time allows the fat areas to be further leaned over the remaining jet surface in the rear area. It is also advantageous to continue to allow tangential ignition at the jet foot geometrically at point 2. In this way, the lean zones that form here after the end of the injection are ignited comparatively early in time and methane slip is avoided or at least reduced. In the course of combustion, this type of ignition shows a reduction in the peaks, with the course remaining compact at the same time when it is broadened. This is advantageous for a high degree of efficiency.
- Tangential ignition can furthermore be absolutely necessary or at least advantageous for a partial load range because a sufficient deflection is not possible here due to the shorter injection duration.
- the precise timing of the ignition of the main fuel 63 at locations 1 and 2 is not in the foreground in every case, but rather the way in which a flame is in the foreground Main fuel 63 reaches location 1, for example.
- This can mean, for example, that the partial jets 63-1, 63-2 of the main fuel 63 at location 1 is ignited directly by the pilot jet 64-1, 64-2, ie by the auxiliary fuel 64 and its flame, and not by the propagation the flame in main fuel 63, for example from location 2 to location 1.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Dispersion Chemistry (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019209232.2A DE102019209232A1 (de) | 2019-06-26 | 2019-06-26 | HPDF-Betriebsverfahren für eine Brennkraftmaschine, Brennkraftmaschine und Arbeitsvorrichtung |
PCT/EP2020/065177 WO2020259962A1 (de) | 2019-06-26 | 2020-06-02 | Hpdf-betriebsverfahren für eine brennkraftmaschine, brennkraftmaschine und arbeitsvorrichtung |
Publications (1)
Publication Number | Publication Date |
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EP3990763A1 true EP3990763A1 (de) | 2022-05-04 |
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ID=70975879
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP20730242.3A Withdrawn EP3990763A1 (de) | 2019-06-26 | 2020-06-02 | Hpdf-betriebsverfahren für eine brennkraftmaschine, brennkraftmaschine und arbeitsvorrichtung |
Country Status (4)
Country | Link |
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US (1) | US20220243643A1 (de) |
EP (1) | EP3990763A1 (de) |
DE (1) | DE102019209232A1 (de) |
WO (1) | WO2020259962A1 (de) |
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WO2023110131A1 (en) * | 2021-12-17 | 2023-06-22 | Volvo Truck Corporation | An internal combustion engine system |
Family Cites Families (24)
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DE3011376A1 (de) * | 1980-03-25 | 1981-10-01 | Motoren-Werke Mannheim AG, vorm. Benz Abt. stat. Motorenbau, 6800 Mannheim | Einrichtung zur einspritzung von zuendkraftstoff einerseits und zuendunwilligem hauptkraftstoff andererseits fuer dieselmotoren |
US4612905A (en) * | 1980-01-26 | 1986-09-23 | Motoren-Werke Mannheim Ag, Vorm. Benz Stat. Motorenba | Fuel injection apparatus |
US5119780A (en) * | 1991-06-11 | 1992-06-09 | Southwest Research Institute | Staged direct injection diesel engine |
US5365902A (en) * | 1993-09-10 | 1994-11-22 | General Electric Company | Method and apparatus for introducing fuel into a duel fuel system using the H-combustion process |
DK174242B1 (da) * | 1996-01-15 | 2002-10-14 | Man B & W Diesel As | Fremgangsmåde til styring af brændselstilførslen til en dieselmotor, der ved højtryksindsprøjtningbåde kan tilføres brændselsolie og brændselsgas, og en højtryks gasindsprøjtningsmotor af dieseltypen |
US5875743A (en) * | 1997-07-28 | 1999-03-02 | Southwest Research Institute | Apparatus and method for reducing emissions in a dual combustion mode diesel engine |
US6640773B2 (en) * | 2000-12-26 | 2003-11-04 | Westport Research Inc. | Method and apparatus for gaseous fuel introduction and controlling combustion in an internal combustion engine |
CN1236205C (zh) * | 2000-02-11 | 2006-01-11 | 韦斯特波特研究公司 | 用于将双燃料喷射到内燃机中的方法和装置 |
US6202601B1 (en) * | 2000-02-11 | 2001-03-20 | Westport Research Inc. | Method and apparatus for dual fuel injection into an internal combustion engine |
US6675748B2 (en) * | 2000-02-11 | 2004-01-13 | Westport Research Inc. | Method and apparatus for fuel injection into an internal combustion engine |
JP5523998B2 (ja) * | 2010-09-10 | 2014-06-18 | 日野自動車株式会社 | 直噴式ディーゼルエンジンの燃焼室構造 |
US8733326B2 (en) * | 2011-06-24 | 2014-05-27 | Caterpillar Inc. | Dual fuel injector for a common rail system |
US20130073183A1 (en) * | 2011-09-16 | 2013-03-21 | Ethanol Boosting Systems Llc | Open-valve Port Fuel Injection Of Alcohol In Multiple Injector Engines |
DE102011119215B4 (de) * | 2011-11-23 | 2021-07-22 | Daimler Ag | Verbrennungsverfahren und Brennkraftmaschine |
KR101338719B1 (ko) * | 2011-12-15 | 2013-12-06 | 현대자동차주식회사 | 디젤-가솔린 복합연료 엔진 및 이의 예혼합 압축 착화 혼합 연소 제어방법 |
JP5984469B2 (ja) * | 2012-04-11 | 2016-09-06 | 三菱重工業株式会社 | 二元燃料ディーゼルエンジン |
JP5925104B2 (ja) * | 2012-10-19 | 2016-05-25 | 三菱重工業株式会社 | 燃料ガス噴射弁、デュアルフューエルガスエンジン及び燃料ガス噴射弁の噴射方法 |
DE102013014329B4 (de) * | 2013-08-07 | 2017-03-23 | L'orange Gmbh | Brennverfahren für eine Brennkraftmaschine |
DE102015002131B4 (de) * | 2015-02-19 | 2019-03-14 | Woodward L'orange Gmbh | Anordnung mit einer Injektorvorrichtung für das Ausdüsen von Brenngas und Flüssigkraftstoff |
US9915235B2 (en) * | 2015-10-02 | 2018-03-13 | Wisconsin Alumni Research Foundation | Engine combustion control at high loads via fuel reactivity stratification |
US10105650B2 (en) * | 2015-10-29 | 2018-10-23 | Cummins Inc. | Multi-pulse injection events for a dual-fuel engine |
DE102016107454B4 (de) * | 2016-04-22 | 2022-02-17 | Woodward L'orange Gmbh | Dual-Fuel-Kraftstoffeinspritzsystem für eine Brennkraftmaschine |
DE102017201275B8 (de) * | 2017-01-26 | 2018-11-22 | Erwin Junker Grinding Technology A.S. | Verbrennungskraftmaschine mit kraftstoff-einspritzdüse mit zusätzlicher zuführung eines verbrennungsfördernden mediums in den brennraum |
SE542212C2 (en) * | 2017-03-17 | 2020-03-10 | Scania Cv Ab | A piston with a piston bowl comprising protrusions for an internal combustion engine |
-
2019
- 2019-06-26 DE DE102019209232.2A patent/DE102019209232A1/de not_active Ceased
-
2020
- 2020-06-02 EP EP20730242.3A patent/EP3990763A1/de not_active Withdrawn
- 2020-06-02 US US17/622,104 patent/US20220243643A1/en not_active Abandoned
- 2020-06-02 WO PCT/EP2020/065177 patent/WO2020259962A1/de unknown
Also Published As
Publication number | Publication date |
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DE102019209232A1 (de) | 2020-12-31 |
WO2020259962A1 (de) | 2020-12-30 |
US20220243643A1 (en) | 2022-08-04 |
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