EP4206454A1 - Procédé de fonctionnement d'un moteur à combustion interne avec des mélanges gazeux à haute vitesse de flamme et basse énergie d'allumage et moteur à combustion interne correspondant - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne avec des mélanges gazeux à haute vitesse de flamme et basse énergie d'allumage et moteur à combustion interne correspondant Download PDF

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Publication number
EP4206454A1
EP4206454A1 EP22215553.3A EP22215553A EP4206454A1 EP 4206454 A1 EP4206454 A1 EP 4206454A1 EP 22215553 A EP22215553 A EP 22215553A EP 4206454 A1 EP4206454 A1 EP 4206454A1
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EP
European Patent Office
Prior art keywords
gas
internal combustion
combustion engine
metering device
intake tract
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.)
Pending
Application number
EP22215553.3A
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German (de)
English (en)
Inventor
Frank Grewe
Stefan Knepper
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
2g Energy AG
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2g Energy AG
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Filing date
Publication date
Application filed by 2g Energy AG filed Critical 2g Energy AG
Publication of EP4206454A1 publication Critical patent/EP4206454A1/fr
Pending 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • F02D19/02—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 gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed

Definitions

  • the present invention relates to a method for operating an internal combustion engine with gas mixtures with high flame velocities and low ignition energy according to claim 1 and an internal combustion engine for operation with gas mixtures with high flame velocities and low ignition energy according to claim 8.
  • natural gas-air mixtures in internal combustion engines operated with natural gas as fuel gas represent gas mixtures with a low flame speed and high ignition energy.
  • the gas mixture is provided via a gas mixer arranged in the intake tract of the internal combustion engine. This represents a safe mode of operation for internal combustion engines powered by natural gas.
  • gas mixtures with high flame velocities and low ignition energy arise, among other things, when hydrogen is used as a fuel gas.
  • Exhaust gas streams from the chemical industry with a high proportion of ethene, ethyne or ethylene oxide also form gas mixtures with high flame velocities and low ignition energies.
  • a high proportion of the gases mentioned can be present even at low percentages by volume of the substances mentioned, provided these substances dominate the combustion behavior of the gas mixture.
  • the flame velocities of gas mixtures with high flame velocities are in the range >30 cm/s, in particular >50 cm/s, more particularly in the range between 1 and 4 m/s.
  • Low ignition energies are in the range between 0.01 and 0.25 mJ, in particular in the range between 0.02 and 0.1 mJ.
  • Such gas mixtures are very easy to ignite, so that even ignition sources of comparatively low energy output, such as glowing soot particles in a cylinder or hot spots on a cylinder inlet, can be sufficient to ignite such a gas mixture. Due to the high flame speed, the combustion of the gas mixture continues at high speed through an intake tract of the internal combustion engine. This can destroy the internal combustion engine and injure people in the vicinity.
  • the gas mixture is provided close to the combustion chamber when using appropriate fuel gases such as hydrogen.
  • the fuel gas is only fed in front of the inlet valve of the corresponding cylinder immediately before a cylinder is filled with the gas mixture.
  • the combustion gas can be made available close to the combustion chamber by injecting it directly into the combustion chamber of a cylinder. Both variants are referred to here as metering of a fuel gas close to the combustion chamber.
  • the internal combustion engine has a plurality of cylinders and an intake tract through which intake air enters the cylinders of the internal combustion engine.
  • the internal combustion engine also has a first gas metering device for clocked metering of a fuel gas close to the combustion chamber with a plurality of gas injectors assigned to the cylinders.
  • a gas injector is assigned to each cylinder.
  • the intake tract has an intake port for each cylinder. The gas injector meters the fuel gas into the intake port belonging to each cylinder. If the internal combustion engine has pairs of cylinders that are clocked and arranged offset in a particularly favorable manner, a gas injector can meter the fuel gas for the two cylinders of such a pair of cylinders.
  • the dosage of Combustion gas then takes place at the point where the intake ports of the two cylinders separate.
  • the dosing of the fuel gas by the gas injectors is typically time-controlled.
  • the amount of fuel gas is determined by how long a gas injector is open for the passage of fuel gas.
  • the internal combustion engine has a second gas metering device for continuous, central metering of a combustion gas remote from the combustion chamber into the intake tract.
  • the second gas metering provides a gas mixture in the intake tract, with which all cylinders of the internal combustion engine are supplied. In a supercharged internal combustion engine, this can be done by a single injection into an intake section after a compressor, in particular an exhaust gas turbocharger. Alternatively, metering can take place in particular via a gas mixer in the intake tract upstream of a compressor of an exhaust gas turbocharger.
  • the quantity of fuel gas fed in is preferably controlled via a proportional valve. The amount of fuel gas entering the intake tract per unit of time is regulated by the variable cross section of the proportional valve.
  • the fuel gas is metered in a first load range of low load exclusively by the first gas metering device and in a second load range of high load at least mainly by the second gas metering device.
  • the flow speed in the intake tract in particular at a blow-out cross section of the intake tract, is higher than the flame speed of the gas mixture, in particular at least 1.5 times as large, more preferably at least twice as large.
  • the exhaust cross-section is a specific, defined cross-section of the intake tract, which is behind the components of the intake tract to be protected in the direction of flow.
  • a high load area is in particular an area from 50% of the rated power at rated speed.
  • a light load is present in particular at a power of 10% of the rated power at the rated speed or less.
  • the amount of gas mixture present in the system is thereby reduced to the amount currently required.
  • the risk of damage to the internal combustion engine due to premature ignition of the gas mixture is reduced, even if the flame speed of the gas mixture is higher than the flow speed in the intake tract, especially in the exhaust cross section.
  • the internal combustion engine can thus be operated safely at low loads.
  • the first gas metering device can be designed for metering comparatively small amounts of fuel gas.
  • the gas injectors of the first gas metering device can thus be dimensioned significantly smaller in comparison to internal combustion engines, in which metering takes place close to the combustion chamber over the entire power range.
  • Gas injectors, especially for hydrogen have to be particularly large because of the comparatively low energy density of hydrogen.
  • Large gas injectors for clocked operation are special components and expensive. Due to the regular opening and closing, these gas injectors are also subject to increased wear. The gas injectors are typically replaced several times during the service life of corresponding internal combustion engines.
  • gas injectors only have to take over the exclusive dosing of fuel gas up to a load range of approx. 10% of the nominal load, they can be dimensioned at least 50%, preferably around 75% and in particular between 75% and 90% smaller than gas injectors that do the gas dosing have to accomplish over the entire load range. Smaller gas injectors are less expensive and also more durable due to the lower moving masses.
  • fuel gas is metered mainly by the second gas metering device.
  • the flow velocity in the intake tract is in particular in a blow-out cross-section higher than the flame speed of the gas mixture. If the gas mixture ignites prematurely, the flame front cannot spread across the outlet cross-section. This ensures safe operation even when the fuel gas is metered by the second gas metering device.
  • the second gas metering device has, in particular, a proportional valve, the passage of the combustion gas through the proportional valve being dependent on the opening cross section of the proportional valve.
  • the fuel gas is metered continuously via the second gas metering device.
  • the second gas metering device is therefore subject to only a small amount of wear.
  • the fuel gas is preferably metered during a start-up phase of the internal combustion engine exclusively by the first gas metering device.
  • the load is low.
  • the flow velocity in the intake tract is initially low.
  • the risk of possible premature ignition of the gas mixture can be managed because only the required amounts of fuel gas are present in the internal combustion engine.
  • the time up to switching can be, in particular, one minute.
  • the switchover preferably takes place load-dependent, so that after reaching a minimum output of in particular 10% of the maximum output of the internal combustion engine is switched from the first gas metering device to the second gas metering device.
  • the fuel gas metering can be switched off completely.
  • the internal combustion engine stops. This sucks in fresh air from outside the internal combustion engine through the intake tract.
  • the intake tract is flushed.
  • the internal combustion engine is automatically brought into a safe state for starting again.
  • the fuel gas is preferably metered by the second gas metering device in such a way that the flame speed of the gas mixture in the intake tract is always lower than the flow speed in the intake tract, in particular in an exhaust cross section of the intake tract.
  • the ratio of the flow velocity in the intake tract and the flame velocity of the gas mixture is at least 1.5, particularly preferably at least 2.0.
  • the flame speed of the gas mixture depends in particular on the air ratio. It can thus be influenced by the amount of fuel gas metered.
  • the fuel gas can be metered partially or completely into the intake tract by the second gas metering device. If the required amount of fuel gas is partially metered by the second gas metering device, the remaining amount of fuel gas is metered by the first gas metering device. In this way, safe operation of the internal combustion engine can be ensured, preferably over the entire power range of the internal combustion engine.
  • the quantity of gas flowing through the intake tract is preferably measured.
  • the gas quantity flowing through the intake tract can be measured in particular by an air mass meter.
  • the volume flow can be determined from the quantity of gas and from this, with a known cross-section of the intake tract, in particular a blow-out cross-section in the intake tract, the flow velocity in the intake tract or in the blow-out cross-section can be determined. If the course of the flame speed of a gas mixture as a function of the air ratio is stored in an engine control unit, the metering of the fuel gas can then be controlled by the second gas metering device in such a way that the flame speed of the gas mixture is sufficiently lower than the flow rate in the intake tract, in particular in the exhaust cross section of the intake tract .
  • the flow rate can be determined via the speed of the internal combustion engine.
  • the volume flow of the gas mixture flowing through the intake tract can be determined from the rotational speed together with the cubic capacity of the internal combustion engine and the number of filling strokes per revolution.
  • the flow velocity is obtained by dividing the volume flow by the relevant cross-section of the intake tract.
  • the pressure and the temperature of the gas mixture in the intake tract are preferably measured. With the volume flow in the intake tract and temperature and Pressure in the intake tract can be used to determine the quantity of gas flowing through the intake tract. This data can be used to determine the amount of fuel gas to be metered in order to set a desired air ratio of the gas mixture.
  • the metering of the fuel gas is switched over from the first gas metering device to the second gas metering device.
  • a threshold value in particular when a specific percentage of the nominal power at nominal speed, for example 10%, the metering of the fuel gas is switched over from the first gas metering device to the second gas metering device.
  • metering of the fuel gas is completely switched from the first gas metering device to the second gas metering device.
  • the first gas metering device is no longer used in the further operation of the internal combustion engine in the operating range above the threshold value.
  • the gas injectors of the first gas metering device are not subject to any further wear. The service life of the gas injectors relative to the overall service life of the internal combustion engine is thus improved.
  • fuel gas is metered by the first gas metering device in addition to metering by the second gas metering device.
  • the main part of the fuel gas is provided by the second gas metering device.
  • the first gas metering device with the gas injectors can be used to individual cylinders to provide additional fuel gas for each individual cylinder.
  • Such a cylinder-specific control of the gas metering allows the combustion-relevant parameters of all cylinders to be made equal. In this case, only a small amount of fuel gas, in particular less than 10% of the total amount of fuel gas, is metered via the gas injectors.
  • the gas injectors can thus be dimensioned correspondingly small and are therefore more economical.
  • the invention also relates to an internal combustion engine for operation with gas mixtures with high flame speeds and low ignition energy.
  • the internal combustion engine has a first gas metering device for clocked metering of a fuel gas close to the combustion chamber, with a plurality of gas injectors each assigned to individual cylinders.
  • the internal combustion engine also has a second gas metering device for the continuous central metering of a combustion gas for all cylinders in the intake tract remote from the combustion chamber.
  • dosing of a combustion gas close to the combustion chamber also includes direct injection of the combustion gas into a combustion chamber of a cylinder.
  • a gas injector is preferably assigned to each cylinder. In special cases, however, a gas injector can also be used for two cylinders if the spatial arrangement of the cylinders and their timing allow this.
  • the intake tract of the internal combustion engine preferably has an exhaust cross section in which the flow velocity of the gas mixture reaching the cylinder is higher than the flame velocity of the gas mixture when the internal combustion engine is under high load.
  • the exhaust cross section is arranged in the direction of flow behind the elements of the intake tract to be protected by the exhaust cross section from ignition of a gas mixture.
  • the exhaust cross-section is arranged upstream of the cylinders, which represent the main source of ignition, in the direction of flow. More preferably, the exhaust cross section is arranged between the cylinders and a mixture formation point of the second gas metering device.
  • the elements of the intake tract to be protected against ignition of the gas mixture can be a throttle valve, a compressor, an intercooler and/or sensors that are arranged in the intake tract.
  • the fact that the exhaust cross section of the intake tract is designed in such a way that at a high load of the internal combustion engine, in particular at a load >50% at nominal speed, there is a flow velocity that is greater than the flame velocity of the gas mixture, an internal combustion engine that can be operated safely is provided.
  • flow velocities in the intake channels of the intake tract leading to the individual cylinders are present that are sufficiently high above the flame speed of the gas mixture.
  • a compressor for generating a charge pressure is preferably arranged in the intake tract.
  • the compressor is part of an exhaust gas turbocharger.
  • Internal combustion engines that are operated with an increased charge pressure have a higher performance and/or efficiency.
  • the second gas metering device for metering a combustion gas into the intake tract has a gas inlet arranged downstream of the compressor in the flow direction.
  • a high pressure refers to a pressure of at least one tenth of a bar above the boost pressure.
  • the fuel gas which is under high pressure, can be introduced directly into the intake tract with the high boost pressure. Loss of efficiency due to expansion of the fuel gas and subsequent recompression are avoided. If the fuel gas is available at high pressure, the first gas metering device can also be supplied directly with the fuel gas at high pressure.
  • the second gas metering device for metering a fuel gas into the intake tract has a gas inlet arranged upstream of the compressor in the direction of flow.
  • the internal combustion engine also has a fuel gas compressor for compressing fuel gas for metering via the first gas metering.
  • This configuration is advantageous when the fuel gas is available at low pressure. A little pressure is a pressure less than a tenth of a bar above the boost pressure, and in particular a lower pressure than the boost pressure.
  • the fuel gas is fed into the intake tract before the compressor and is compressed in the compressor together with the intake air.
  • a fuel gas compressor for compressing fuel gas is necessary for the operation of the first gas metering device, via which the fuel gas is metered close to the combustion chamber.
  • the combustible gas compressor only has to compress part of the combustible gas, namely the part that is provided for dosing via the first gas dosing device. It can therefore have small dimensions and does not have to be operated continuously.
  • the internal combustion engine is preferably designed as a stationary engine.
  • Stationary engines typically run at a load near their design point.
  • they are often operated with lower combustion gas pressures than internal combustion engines for mobile applications, since the energy density is not as crucial for stationary use as it is for mobile applications.
  • large tanks can be provided for stationary engines, which are operated with comparatively low fuel gas pressures of up to 30 bar in particular.
  • the gas injectors of the first gas metering device In order to be able to operate with a low fuel gas pressure, the gas injectors of the first gas metering device must be dimensioned accordingly and have a large cross section.
  • the gas injectors for the first gas metering device via which only part of the fuel gas to be supplied to the internal combustion engine has to be metered, can be correspondingly significantly smaller and therefore more cost-effective than if they had to ensure the fuel gas metering over the entire power range.
  • FIG. 1 shows an internal combustion engine 2 with four cylinders 4.
  • the internal combustion engine 2 has an intake tract 6.
  • FIG. A compressor 8 is arranged in the intake tract 6 .
  • Other elements, not shown, in an intake tract 6 can be a throttle valve and an intercooler.
  • the compressor 8 can be designed as part of an exhaust gas turbocharger.
  • the intake tract 6 has an intake section 10 behind the compressor 8 in the direction of flow, which is divided into cylinder-specific intake channels 12 in front of the cylinders.
  • Temperature sensors 14 , pressure transducers 16 and flow meters 18 are arranged in intake section 10 .
  • the internal combustion engine 2 has a first gas metering device 20 .
  • the first gas metering device 20 includes four gas injectors 22. Each gas injector 22 is assigned to a cylinder 4.
  • the first gas metering device 20 is set up to meter fuel gas into the respective intake ports 12 of the respective cylinders individually via the gas injectors 22 .
  • the gas injectors 22 open and close cyclically during operation. The timing is synchronized with the engine cycle. The quantity of fuel gas is determined in a time-controlled manner by the opening duration of the respective gas injectors 22 .
  • the internal combustion engine 2 also has a second gas metering device 24 .
  • the amount of fuel gas introduced by the second gas metering device 24 via the proportional valve 26 into the intake section 10 of the intake tract 6 is determined by the opening cross section of the proportional valve 26.
  • the opening cross section of the proportional valve 26 required for the passage of a certain amount of fuel gas per unit of time is dependent on the charge pressure prevailing in the intake section 10 and the pressure at which the fuel gas is available.
  • the first gas metering device 20 and the second gas metering device 24 are supplied with fuel gas via a common fuel gas supply 28 .
  • the internal combustion engine 2 according to 1 is suitable for fuel gas supplies that can provide the fuel gas at high pressure.
  • the pressure should be at least one tenth of a bar above the charge pressure prevailing in the intake section 10 . If the internal combustion engine is operated at rated power with a boost pressure of 3 bar, the fuel gas supply must therefore be able to provide the fuel gas at a pressure of at least 3.1 bar.
  • This embodiment is suitable, for example, for using hydrogen generated via high-pressure electrolyzers.
  • Typical high-pressure electrolyzers provide hydrogen at a pressure of up to 30 bar.
  • FIG. 2 shows an alternative embodiment of an internal combustion engine 2 for fuel gas that is provided at a low pressure.
  • low pressures are pressures less than a tenth of a bar above the boost pressure.
  • these Internal combustion engine 2 in turn comprises four cylinders 4.
  • Cylinders 4 are supplied with air or gas mixture by an intake tract 6.
  • Combustion gas is introduced into the intake tract 6 via a first gas metering device 20 and a second gas metering device 24 .
  • the first gas metering device 20 comprises four gas injectors 22. Each of the gas injectors 22 is assigned to a cylinder 4 of the internal combustion engine 2.
  • the gas injectors 22 provide the fuel gas for each individual cylinder in the respective intake ports 12 of the respective cylinders 4 .
  • the second gas metering device 24 with the proportional valve 26 provides the fuel gas, which is available at low pressure, in the direction of flow before the compressor 8 .
  • the compressor 8 thus already compresses the gas mixture and not just the intake air.
  • a fuel gas compressor 30 is provided in the fuel gas supply 28 for the operation of the first gas metering device 20 .
  • the fuel gas compressor 30 brings part of the fuel gas flow to a pressure which is sufficient to meter the fuel gas via the gas injectors 22 into the pressurized part of the intake tract 6, namely the intake ports 12.
  • the temperature sensor 14, pressure gauge 16 and flow meter 18 are also arranged.
  • the quantity of the gas mixture entering the cylinder 4 can be determined via the temperature sensor 14 , pressure gauge 16 and flow meter 18 . This data is used to determine the amount of fuel gas that must be provided via the first gas metering device 20 or the second gas metering device 24 .
  • the number of cylinders of the in 1 and 2 illustrated embodiments may also vary. Internal combustion engines with more than four cylinders 4, in particular with 6, 8, 10, 12, 16, 20 or 24 cylinders are also included.
  • FIG. 3 shows the performance 32 of an internal combustion engine 2 as a function of time and a depiction of the fuel gas flow 34 that is provided via the gas metering device 20 and of the fuel gas flow 36 that is provided via the second gas metering device 24 .
  • the amount of fuel gas provided by the second gas metering device 24 approximately corresponds to the amount of fuel gas provided by the first gas metering device 20, approximately at an output of 40 percent of the internal combustion engine 2, the fuel gas flow through the first gas metering device 20 is reduced and the fuel gas flow through the second gas metering device 24 increases with a steeper incline. In this example, at about 80 percent of the output, gas is no longer metered via the first gas metering device 20 . When the power of the internal combustion engine 2 is reduced again, the amount of fuel gas provided by the second gas metering device 24 is initially reduced. At an output of around 80 percent, a certain amount of fuel gas is released through the first gas metering device 20 provided.
  • the amount of fuel gas provided by the first gas metering device 20 no longer increases at a capacity of approximately 40 percent.
  • the amount of fuel gas provided via the second gas metering device 24 is further reduced.
  • fuel gas is no longer metered via the second gas metering device 24.
  • the quantity of fuel gas metered via the first gas metering device 20 is then further reduced until the internal combustion engine 2 is switched off.
  • the amount of gas mixture that passes through the intake tract 6, in particular the intake section 10 and the intake channels 12, increases.
  • Combustible gas can be made available via the second gas metering device 24 if the flame speed of the resulting gas mixture is below the flow speed of the gas mixture in the intake tract 6 or a blow-out cross section of the intake tract 6 .
  • the flow velocity in the intake tract is preferably at least 1.5 times the flame velocity, particularly preferably at least 2.0 times the flame velocity of the gas mixture.
  • the flame speed of a gas mixture is in 4 shown as an example depending on the combustion air ratio or the air ratio ⁇ .
  • the flame speed reaches a maximum in the area of a combustion air ratio of 1. Starting from the maximum, the flame speeds decrease as the combustion air ratio increases.
  • the second gas metering device 24 can thus begin to meter small amounts of fuel gas even at comparatively low flow speeds in the intake tract, provided that the flame speed of the resulting gas mixture is below the flow speed in the intake tract.
  • the remaining quantity of fuel gas is metered in close to the combustion chamber via the first gas metering device 20 . If the flow rate in the intake tract 6 is sufficiently high, the fuel gas can be fully metered via the second gas metering device 24 .
  • the flow speed in the intake tract 6, in particular at a blow-out cross section of the intake tract, is higher than the flame speed of the gas mixture prevents the flames from spreading counter to the direction of flow in the intake tract in the event of premature ignition of the gas mixture.
  • Typical ignition sources for a prematurely igniting gas mixture can be found in the area of the cylinder. Typical ignition sources are in particular hotspots in the area of the cylinder inlet or glowing particles inside the cylinder 4. Since the ignition sources are typically assigned to the cylinders 4, the smallest cross section of the intake port 10 is used as the exhaust cross section for a simple calculation.
  • the changeover from dosing by the first gas dosing device 20 when a threshold value is reached to dosing by the second gas dosing device 24 can be switched over, via which further dosing then takes place exclusively. This simplifies the control of the internal combustion engine 2 .
  • the internal combustion engine 2 can be switched off by completely adjusting the metering of combustion gas. The internal combustion engine then runs down, being flushed at the same time by fresh air sucked in. Switching over to dosing by the first gas dosing device 20 can then be omitted. The control of the internal combustion engine 2 is simplified.
  • Partial metering of the fuel gas can also be carried out by the first gas metering unit 20 under high load, in order to be able to meter small amounts of fuel gas individually for each cylinder. As a result, equalization of the individual cylinders 4 can be achieved even at high loads. Since only small amounts of additional fuel gas have to be metered via the first gas metering unit 20 for this purpose, the gas injectors 22 can nevertheless be designed to be small.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP22215553.3A 2021-12-28 2022-12-21 Procédé de fonctionnement d'un moteur à combustion interne avec des mélanges gazeux à haute vitesse de flamme et basse énergie d'allumage et moteur à combustion interne correspondant Pending EP4206454A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102021006374.0A DE102021006374A1 (de) 2021-12-28 2021-12-28 Verfahren zum Betrieb einer Brennkraftmaschine mit Gasgemischen hoher Flammengeschwindigkeit und niedriger Zündenergie sowie entsprechende Brennkraftmaschine

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EP4206454A1 true EP4206454A1 (fr) 2023-07-05

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EP22215553.3A Pending EP4206454A1 (fr) 2021-12-28 2022-12-21 Procédé de fonctionnement d'un moteur à combustion interne avec des mélanges gazeux à haute vitesse de flamme et basse énergie d'allumage et moteur à combustion interne correspondant

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DE (1) DE102021006374A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4336037A3 (fr) * 2022-08-19 2024-05-22 Yanmar Holdings Co., Ltd. Moteur, dispositif de commande et programme de commande

Citations (5)

* Cited by examiner, † Cited by third party
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