EP4352352A1 - Ventilation arrangement for a crankcase, piston engine and method of operating a piston engine - Google Patents

Ventilation arrangement for a crankcase, piston engine and method of operating a piston engine

Info

Publication number
EP4352352A1
EP4352352A1 EP21734375.5A EP21734375A EP4352352A1 EP 4352352 A1 EP4352352 A1 EP 4352352A1 EP 21734375 A EP21734375 A EP 21734375A EP 4352352 A1 EP4352352 A1 EP 4352352A1
Authority
EP
European Patent Office
Prior art keywords
mode
crankcase
fuel
engine
ventilation
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
EP21734375.5A
Other languages
German (de)
French (fr)
Inventor
Georg ERIKSSON
Kai OLKINUORA
Arto AHO
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.)
Wartsila Finland Oy
Original Assignee
Wartsila Finland Oy
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Wartsila Finland Oy filed Critical Wartsila Finland Oy
Publication of EP4352352A1 publication Critical patent/EP4352352A1/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/028—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of positive pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0613—Switch-over from one fuel to another
    • F02D19/0615—Switch-over from one fuel to another being initiated by automatic means, e.g. based on engine or vehicle operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F01M13/023—Control valves in suction conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M2013/027—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with a turbo charger or compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M2250/00—Measuring
    • F01M2250/60—Operating parameters
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/228—Warning displays
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a ventilation arrangement for a crankcase of a turbocharged dual-fuel or multi-fuel piston engine in accordance with claim 1 .
  • the invention also concerns a method of operating a piston engine as de fined in the other independent claim.
  • the invention further concerns a piston engine.
  • Blow-by in piston engines is a phenomenon, where gases from the combustion chambers flow past the piston rings into the crankcase.
  • the gases comprise both exhaust gas and unburnt gaseous fuel.
  • the amount of the blow- by gases is small, but accumulation of the gases into the crankcase still needs to be prevented. Therefore, the crankcase needs to be provided with a venti lation system.
  • the purpose of the ventilation system is to evacuate gases from the crankcase to keep the pressure in the crankcase within acceptable limits.
  • the ventilation system can be a closed system, where the gases are con ducted back into the cylinders of the engine, or an open system, where a ven tilation pipe connected to the crankcase conducts gases to open air.
  • part of the pressurized air can leak through the seals of the turbocharger shaft. In certain engine configurations, this leaking air ends up into the crankcase.
  • the phenomenon can be beneficial, as the air dilutes the gases leaking from the cylinders of the engine and helps keeping the fuel con centration below the lower explosive limit.
  • the amount of the leaking air cannot be controlled accurately, and the air leaking from a turbocharger is thus not necessarily sufficient to prevent exceeding of the lower explosive limit.
  • the flow rate of the leaking air may be so high that the pressure in the crankcase exceeds the pressure for which the crankcase is designed.
  • An object of the present invention is to provide an improved ventilation ar rangement for a crankcase of a turbocharged dual-fuel or multi-fuel piston en gine, which engine is operable at least in a gas mode, in which mode a gase ous main fuel is used, and in a liquid fuel mode, in which mode a liquid main fuel is used, wherein the engine comprises at least one turbocharger compris ing a compressor and a turbine connected by means of a shaft to the com pressor for driving said compressor.
  • the characterizing features of the ar rangement according to the invention are given in claim 1 .
  • Another object of the invention is to provide an improved method of operating an engine com prising a ventilation arrangement. The characterizing features of the method are given in the other independent claim.
  • a further object of the invention is to provide an improved engine with a ventilation arrangement.
  • the ventilation arrangement comprises a ventilation line for discharging gases from the crankcase, an air feed line for conducting air from an intake duct downstream from the compressor of the turbocharger into the crankcase, a control valve for controlling air flow in the air feed line, and control means for controlling the operation of the control valve.
  • control valve is operated in the gas mode according to a first control mode and in the liquid fuel mode accord ing to a second control mode.
  • a piston engine according to the invention comprises a ventilation arrange ment defined above.
  • the crankcase can be effectively purged in the gas mode and the use of pressurized intake air can be minimized, which reduces energy losses.
  • the control means are configured to keep the control valve closed in the liquid fuel mode. Feeding of oxygen into the crankcase is thus minimized, which improves safety of the engine.
  • the arrangement comprises a pressure sensor for monitoring pressure in the air feed line. Feeding of the air via the air feed line can thus be controlled based on the pressure in the air feed line.
  • the pressure sensor also allows ensuring that the control of the air feed ing works properly.
  • the arrangement comprises a pressure sensor for monitoring the pressure of the crankcase. This allows de tecting abnormal blow-by, e.g. from the combustion chambers past the piston rings or from the turbocharger. It could also allow ensuring that the pressure stays within predetermined limits.
  • the arrangement comprises means for monitoring the concentration of the gaseous fuel in the crankcase. If the concentration of the gaseous fuel is monitored, the control of the air flow in the air feed line can be based on the measured fuel concentration.
  • the means for monitoring the concentration of the gaseous fuel comprises a LEL detector.
  • a LEL detector By monitoring the concentration by means of a LEL detector, exceeding of the lower explosion limit of the used gaseous fuel can be avoided, or an alarm can be triggered if the limit is exceeded.
  • the means for monitoring the concentration of the gaseous fuel are arranged to monitor the concentration of the gaseous fuel in the ventilation line.
  • the ventilation line opens into open air.
  • control valve is a normally open valve.
  • a normally open valve ensures sufficient air feed in case of a fail ure of the control of the valve.
  • the control valve is a regulator valve allowing adjusting of the flow rate of air in the air feed line. This allows keeping the flow rate at an optimal level.
  • a flow restrictor is arranged in the air feed line.
  • the flow restrictor allows adjusting the flow rate in the air feed line to a suitable level.
  • the control valve in the second control mode of the method is kept closed. Unnecessary flow from the intake duct into the crankcase is thus prevented. By minimizing oxygen feed into the crankcase in the liquid fuel mode, safety of the engine is improved.
  • the con trol valve in the first control mode is kept open continuously or periodically. This ensures sufficient purging of the crankcase.
  • the engine in the gas mode pressure in the air feed line is monitored, and in case the pressure is below a predetermined limit value, the engine is switched to the liquid fuel mode. Safe operation of the engine is thus ensured even if the air feed pressure is insufficient.
  • pressure in the air feed line is monitored, and in case the pressure is above a predeter mined limit value, an alarm is triggered. This allows detecting of a faulty control valve or control means.
  • the engine in the gas mode pressure of the crankcase is monitored, and in case the pressure is above a predetermined limit value, the engine is switched to the liquid fuel mode. Excessive fuel con centration in the crankcase due to increased blow-by can thus be prevented.
  • oil mist concentration in the ven tilation line is monitored, and in case the concentration is above a predeter mined limit value, the engine is switched to the liquid fuel mode and/or an alarm is triggered.
  • the concentra tion of the gaseous fuel in the crankcase is monitored, and air supply via the air feed line is controlled based on the monitored concentration of the gaseous fuel. Monitoring of the concentration of the gaseous fuel allows keeping the air supply rate at an optimal level.
  • the air supply in the gas mode is controlled to keep the concentration of the gaseous fuel below the lower explosion limit of the gaseous fuel.
  • the engine is switched from the gas mode to the liquid fuel mode and/or an alarm is triggered if the concentra tion of the gaseous fuel exceeds a predetermined limit.
  • Fig. 1 shows schematically a piston engine comprising a crankcase ventilation arrangement according to an embodiment of the invention.
  • Figure 1 shows schematically a turbocharged piston engine 1.
  • the engine is a large internal combustion engine, such as a main or an auxiliary engine of a ship or an engine that is used at a power plant for producing electricity.
  • the engine comprises a plurality of cylinders 2.
  • the cylinder bore of the engine 1 is at least 150 mm.
  • the engine 1 is a four-stroke engine.
  • the engine 1 is a dual-fuel or multi-fuel engine.
  • the engine 1 can be operated at least in a gas mode and in a liquid fuel mode.
  • the liquid fuel mode the engine 1 is operated using solely liquid fuel.
  • the gas mode the engine 1 is operated using a gaseous fuel as a main fuel. Also a mixture of two or more fuels could be used as the main fuel.
  • liquid fuel can be used as a pilot fuel.
  • the engine 1 does thus not need to be operated solely using gaseous fuel. Flowever, major part of the total heat release in the engine 1 results from combustion of the gaseous main fuel.
  • gaseous fuel refers here to a fuel that is in gas phase at a temperature of 20 °C and a pressure of 1 atm (101.325 kPa).
  • liquid fuel refers to a fuel that is mainly in liquid phase in the same conditions. Examples of liquid fuels are light fuel oil, marine diesel oil and heavy fuel oil.
  • the gaseous fuel could be, for instance, natural gas, which is stored either as compressed natural gas (CNG) or as liquefied natural gas (LNG).
  • the gaseous fuel could also be, for instance, hydrogen or ammonia.
  • the engine 1 comprises a turbocharger 3 for pressurizing the intake air of the engine 1 .
  • the turbocharger 3 comprises a compressor 3a and a turbine 3b connected to the compressor 3a by means of a shaft 3c for driving the com pressor 3a.
  • Exhaust gas from the engine 1 is conducted in an exhaust duct 5 to the turbine 3b of the turbocharger 3.
  • the pressurized intake air is cooled down in a charge air cooler 14.
  • the intake air is supplied to the cylinders 2 of the engine 1 via an intake duct 6.
  • the engine 3 could be provided with two or more turbochargers 3 that could be arranged in series or in parallel.
  • the engine 1 comprises a crankcase 4, which houses the crankshaft of the engine 1 .
  • crankcase 4 houses the crankshaft of the engine 1 .
  • some exhaust gas and unburnt fuel flow past the piston rings into the crankcase 4.
  • the crankcase 4 needs to be provided with a ven tilation arrangement for discharging gases from the crankcase 4.
  • the ventilation arrangement comprises a ventilation line 10. Via the ventilation line 10, gases are discharged from the crankcase 4.
  • the ventilation line 10 can open into open air. For instance in a ship, the ventilation line 10 can thus dis charge the gases from the crankcase 4 outside of the engine room.
  • the crankcase 4 typically receives some blow-by air from the turbocharger 3.
  • blow-by air refers here to compressed air that leaks through seals of the shaft 3c of the turbocharger 3.
  • the blow-by air from the turbo charger 3 is fresh air.
  • the amount of the blow-by air depends on various fac tors, such as the intake air pressure and the condition of the seals.
  • line 7 depicts the route of the by-pass air into the crankcase 4.
  • the fresh air leaking from the turbocharger 3 into the crankcase 4 purges the piston blow-by from the crankcase 4.
  • the leaking fresh air thus dilutes the pis ton blow-by and reduces the fuel concentration in the crankcase 4.
  • the blow-by of the turbocharger 3 cannot be accurately controlled, the diluting effect of the blow-by from the turbocharger 3 varies.
  • the blow-by can also change over time.
  • the ventilation arrangement For controlling ventilation of the crankcase 4, the ventilation arrangement com prises an air feed line 8.
  • the air feed line 8 connects the intake duct 6 to the crankcase 4. Via the air feed line 8, pressurized air can be conducted from the intake duct 6 into the crankcase 4.
  • the air feed line 8 is connected to the intake duct 6 downstream from the charge air cooler 14.
  • the ventilation arrangement is further provided with a control valve 9 for con trolling air flow in the air feed line 8.
  • the control valve 9 can be opened and closed for opening and closing fluid communication between the intake duct 6 and the crankcase 4.
  • the air feed line 6 is provided with a non-return valve 13.
  • the non-return valve 13 prevents flow from the crankcase 4 to the control valve 9.
  • the control valve 9 is a normally open valve. In case the control valve 9 is not actuated, flow from the intake duct 6 into the crankcase 4 is thus allowed. This ensures that in case of a failure of the actu ator of the valve 9 or a failure in a connection between the control valve 9 and control means, sufficient air feed into the crankcase 4 is maintained.
  • the control valve 9 is a solenoid valve.
  • the control valve 9 could be a regulator valve allowing adjusting of the flow rate of air in the air feed line 8.
  • the air feed line 8 is provided with a pressure sensor 12.
  • the pressure sensor 12 allows monitoring of pressure in the air feed line 8.
  • the air feed line 8 is further provided with a flow restrictor 15.
  • the flow restrictor 15 limits flow in the air feed line 8. With a suitable dimensioning of the flow restrictor 15, flow rate in the air feed line 8 can be adjusted to a suitable level.
  • the flow restrictor 15 could be adjustable, or the flow restrictor 15 could be replaced with a differently dimensioned flow restrictor when needed. For instance, if the flow rate of the blow-by air from the turbocharger 3 increases over time due to wear of the shaft sealing, the flow restrictor 15 could be replaced with a flow restrictor with a smaller orifice to keep the total air flow into the crankcase 4 constant.
  • the ventilation line 10 is provided with a pressure sensor 11 .
  • the pressure sensor 11 of the ventilation line 10 allows determining and monitoring of the pressure of the crankcase 4.
  • the ventilation arrangement could comprise a pressure sensor for measuring the pressure in the crankcase 4 directly.
  • the pressure in the ventilation line 10 is very close to the pressure in the crankcase 4, and therefore the pressure sen sor 11 of the ventilation line 10 allows determining of the crankcase pressure with a sufficient accuracy.
  • the ventilation line 10 is further provided with an oil mist detector 12.
  • the oil mist detector 12 allows monitoring of oil mist concentration in the ventilation line 10. Because all the flow from the crankcase 4 flows via the ventilation line 10, the oil mist detector 12 can be used for determining oil mist concentration in the crankcase 4.
  • Figure 1 also shows means 17 for monitoring the concentration of the fuel in the ventilation line 10. Because gases are discharged from the crankcase 4 via the ventilation line 10, the means 17 allow monitoring of the concentration of the fuel in the crankcase 4.
  • the means 17 can comprise a LEL detector, i.e. a meter that is configured to indicate the concentration of a combustible gas as percentage of the lower explosion limit of the gas. It is advantageous to locate a LEL detector as far as possible from the crankcase 4, because oil mist present in the crankcase 4 can affect functioning of the LEL detector.
  • the engine 1 is provided with a control unit 16 for controlling the operation of the control valve 9.
  • the control unit 16 can be a dedicated control unit for con trolling the operation of the control valve 9. Alternatively, the control unit 16 can be configured to control also other functions of the engine 1 .
  • the control unit 16 could be, for instance, a programmable logic, a special purpose com puter or a general purpose computer.
  • the control unit 16 can receive data from various sensors and/or other control units of the engine 1. For instance, the control unit 16 can receive measurement data from the pressure sensor 12 of the air feed line 8, the pressure sensor 11 of the ventilation line 10, the LEL detector 17 and/or the oil mist detector 12.
  • the control unit 16 could also re ceive data generated on the basis of the measurements by the above-men tioned sensors.
  • control unit 16 could receive information on whether a certain measured parameter is above or below a certain limit value.
  • the control unit 16 can also receive or have information on whether the engine 1 is operated in the gas mode or in the liquid fuel mode.
  • the control unit 16 is configured to transmit to the control valve 9 a signal for opening or closing the control valve 9 based on the data received by the control unit 16.
  • control valve 9 is operated in the gas mode according to a first control mode and in the liquid fuel mode accord ing to a second control mode.
  • the operation of the control valve 9 is thus dif ferent in the gas and liquid fuel modes, which allows taking into account differ ences in the needs of crankcase ventilation.
  • control valve 9 is kept closed in the second control mode. In the liquid fuel mode, flow from the intake duct 6 into the crankcase 4 is thus prevented, and supply of oxygen into the crank case 4 is thus minimized.
  • the control valve 9 can be kept open. This ensures that the unburnt gaseous fuel leaking into the crankcase 4 is effectively purged.
  • the control valve 9 could be kept open only part of the time. For instance, pulse width modulation could be used for regulating the flow in the air feed line 8.
  • the control valve 9 is a regulator valve allowing adjustment of the flow rate
  • the flow rate could be adjusted by adjusting the opening degree of the valve 9. The flow rate could be adjusted for example based on the crank case pressure. The flow rate could be adjusted for instance to keep the crank case pressure constant.
  • the control valve 9 could be controlled to keep the air flow via the air feed line 8 constant.
  • the ventilation arrangement comprises means 17 for monitoring the concen tration of the gaseous fuel in the crankcase 4, the flow rate could also be ad justed based on the concentration of the gaseous fuel in the crankcase 4. This would allow maintaining optimal flow rate.
  • control is based on the fuel concentration, the flow rate can be controlled to keep the concentration below the lower explosion limit of the fuel. If the concentration cannot be kept below a predetermined limit, such as the LEL, an alarm can be triggered and/or the engine 1 can be switched to the liquid fuel mode.
  • pressure in the air feed line 8 is monitored by the pressure sensor 12 in the gas mode, and in case the pressure is below a predetermined limit value, the engine 1 is switched to the liquid fuel mode. Safe operation of the engine 1 is thus ensured, if the air feed rate is not sufficient for effective purging of the crankcase 4.
  • an alarm can be trig gered in case the pressure is above a predetermined limit value.
  • liquid fuel mode where the control valve 9 should be closed, excessive pressure can be an indication of a faulty control valve 9 or a failure in the control.
  • the pressure of the crankcase 4 can be monitored by the pressure sensor 11 of the ventilation line 10.
  • the engine 1 In the gas mode, the engine 1 can be switched to the liquid fuel mode if the pressure is above a predetermined limit value.
  • the pres sure of the crankcase 4 could also be compared to the pressure in the air feed line 8 to determine whether an increase in the crankcase pressure is caused by increased piston blow-by or by increased air feed via the air feed line 8.
  • the engine 1 In the liquid fuel mode, the engine 1 can be shut down in case the pressure is above a predetermined limit value.
  • oil mist concentration in the ventilation line 10 can be monitored using the oil mist detector 12.
  • the engine 1 In the gas mode, the engine 1 can be switched to the liquid fuel mode in case the concentration is above a predetermined limit value. In the liquid fuel mode, an alarm can be triggered or the engine 1 can be shut down.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

The ventilation arrangement for a crankcase (4) of a turbocharged dual-fuel or multi-fuel piston engine (1) comprises a ventilation line (10) for discharging gases from the crankcase (4), an air feed line (8) for conducting air from an intake duct (6) down-stream from the compressor (3a) of the turbocharger (3) into the crankcase (4), a control valve (9) for controlling air flow in the air feed line (8), and control means (16) for controlling the operation of the control valve (9).

Description

Ventilation arrangement for a crankcase, piston engine and method of operating a piston engine
Technical field of the invention
The present invention relates to a ventilation arrangement for a crankcase of a turbocharged dual-fuel or multi-fuel piston engine in accordance with claim 1 . The invention also concerns a method of operating a piston engine as de fined in the other independent claim. The invention further concerns a piston engine.
Background of the invention
Blow-by in piston engines is a phenomenon, where gases from the combustion chambers flow past the piston rings into the crankcase. The gases comprise both exhaust gas and unburnt gaseous fuel. Typically the amount of the blow- by gases is small, but accumulation of the gases into the crankcase still needs to be prevented. Therefore, the crankcase needs to be provided with a venti lation system.
The purpose of the ventilation system is to evacuate gases from the crankcase to keep the pressure in the crankcase within acceptable limits. In particular in gas or dual-fuel engines it is also important to prevent situations, where the concentration of gaseous fuel in the crankcase is above the lower explosive limit of the used gaseous fuel.
The ventilation system can be a closed system, where the gases are con ducted back into the cylinders of the engine, or an open system, where a ven tilation pipe connected to the crankcase conducts gases to open air. Large internal combustion engines, such as ship engines, are often provided with an open ventilation system.
In turbochargers, part of the pressurized air can leak through the seals of the turbocharger shaft. In certain engine configurations, this leaking air ends up into the crankcase. The phenomenon can be beneficial, as the air dilutes the gases leaking from the cylinders of the engine and helps keeping the fuel con centration below the lower explosive limit. However, the amount of the leaking air cannot be controlled accurately, and the air leaking from a turbocharger is thus not necessarily sufficient to prevent exceeding of the lower explosive limit. On the other hand, the flow rate of the leaking air may be so high that the pressure in the crankcase exceeds the pressure for which the crankcase is designed.
Summary of the invention
An object of the present invention is to provide an improved ventilation ar rangement for a crankcase of a turbocharged dual-fuel or multi-fuel piston en gine, which engine is operable at least in a gas mode, in which mode a gase ous main fuel is used, and in a liquid fuel mode, in which mode a liquid main fuel is used, wherein the engine comprises at least one turbocharger compris ing a compressor and a turbine connected by means of a shaft to the com pressor for driving said compressor. The characterizing features of the ar rangement according to the invention are given in claim 1 . Another object of the invention is to provide an improved method of operating an engine com prising a ventilation arrangement. The characterizing features of the method are given in the other independent claim. A further object of the invention is to provide an improved engine with a ventilation arrangement.
The ventilation arrangement according to the invention comprises a ventilation line for discharging gases from the crankcase, an air feed line for conducting air from an intake duct downstream from the compressor of the turbocharger into the crankcase, a control valve for controlling air flow in the air feed line, and control means for controlling the operation of the control valve.
In the method according to the invention, the control valve is operated in the gas mode according to a first control mode and in the liquid fuel mode accord ing to a second control mode.
A piston engine according to the invention comprises a ventilation arrange ment defined above.
With the arrangement and method according to the invention, the crankcase can be effectively purged in the gas mode and the use of pressurized intake air can be minimized, which reduces energy losses. According to an embodiment of the invention, the control means are configured to keep the control valve closed in the liquid fuel mode. Feeding of oxygen into the crankcase is thus minimized, which improves safety of the engine.
According to an embodiment of the invention, the arrangement comprises a pressure sensor for monitoring pressure in the air feed line. Feeding of the air via the air feed line can thus be controlled based on the pressure in the air feed line. The pressure sensor also allows ensuring that the control of the air feed ing works properly.
According to an embodiment of the invention, the arrangement comprises a pressure sensor for monitoring the pressure of the crankcase. This allows de tecting abnormal blow-by, e.g. from the combustion chambers past the piston rings or from the turbocharger. It could also allow ensuring that the pressure stays within predetermined limits.
According to an embodiment of the invention, the arrangement comprises means for monitoring the concentration of the gaseous fuel in the crankcase. If the concentration of the gaseous fuel is monitored, the control of the air flow in the air feed line can be based on the measured fuel concentration.
According to an embodiment of the invention, the means for monitoring the concentration of the gaseous fuel comprises a LEL detector. By monitoring the concentration by means of a LEL detector, exceeding of the lower explosion limit of the used gaseous fuel can be avoided, or an alarm can be triggered if the limit is exceeded.
According to an embodiment of the invention, the means for monitoring the concentration of the gaseous fuel are arranged to monitor the concentration of the gaseous fuel in the ventilation line. By placing the means for monitoring the fuel concentration in the ventilation line, problems caused by oil mist pre sent in the crankcase can be avoided.
According to an embodiment of the invention, the ventilation line opens into open air.
According to an embodiment of the invention, the control valve is a normally open valve. A normally open valve ensures sufficient air feed in case of a fail ure of the control of the valve. According to an embodiment of the invention, the control valve is a regulator valve allowing adjusting of the flow rate of air in the air feed line. This allows keeping the flow rate at an optimal level.
According to an embodiment of the invention, a flow restrictor is arranged in the air feed line. The flow restrictor allows adjusting the flow rate in the air feed line to a suitable level.
According to an embodiment of the invention, in the second control mode of the method the control valve is kept closed. Unnecessary flow from the intake duct into the crankcase is thus prevented. By minimizing oxygen feed into the crankcase in the liquid fuel mode, safety of the engine is improved.
According to an embodiment of the invention, in the first control mode the con trol valve is kept open continuously or periodically. This ensures sufficient purging of the crankcase.
According to an embodiment of the invention, in the gas mode pressure in the air feed line is monitored, and in case the pressure is below a predetermined limit value, the engine is switched to the liquid fuel mode. Safe operation of the engine is thus ensured even if the air feed pressure is insufficient.
According to an embodiment of the invention, in the liquid fuel mode pressure in the air feed line is monitored, and in case the pressure is above a predeter mined limit value, an alarm is triggered. This allows detecting of a faulty control valve or control means.
According to an embodiment of the invention, in the gas mode pressure of the crankcase is monitored, and in case the pressure is above a predetermined limit value, the engine is switched to the liquid fuel mode. Excessive fuel con centration in the crankcase due to increased blow-by can thus be prevented.
According to an embodiment of the invention, oil mist concentration in the ven tilation line is monitored, and in case the concentration is above a predeter mined limit value, the engine is switched to the liquid fuel mode and/or an alarm is triggered.
According to an embodiment of the invention, in the gas mode the concentra tion of the gaseous fuel in the crankcase is monitored, and air supply via the air feed line is controlled based on the monitored concentration of the gaseous fuel. Monitoring of the concentration of the gaseous fuel allows keeping the air supply rate at an optimal level.
According to an embodiment of the invention, in the gas mode the air supply is controlled to keep the concentration of the gaseous fuel below the lower explosion limit of the gaseous fuel.
According to an embodiment of the invention, the engine is switched from the gas mode to the liquid fuel mode and/or an alarm is triggered if the concentra tion of the gaseous fuel exceeds a predetermined limit.
Brief description of the drawings
Embodiments of the invention are described below in more detail with refer ence to the accompanying drawings, in which
Fig. 1 shows schematically a piston engine comprising a crankcase ventilation arrangement according to an embodiment of the invention.
Detailed description of embodiments of the invention
Figure 1 shows schematically a turbocharged piston engine 1. The engine is a large internal combustion engine, such as a main or an auxiliary engine of a ship or an engine that is used at a power plant for producing electricity. The engine comprises a plurality of cylinders 2. The cylinder bore of the engine 1 is at least 150 mm. The engine 1 is a four-stroke engine.
The engine 1 is a dual-fuel or multi-fuel engine. The engine 1 can be operated at least in a gas mode and in a liquid fuel mode. In the liquid fuel mode, the engine 1 is operated using solely liquid fuel. In the gas mode, the engine 1 is operated using a gaseous fuel as a main fuel. Also a mixture of two or more fuels could be used as the main fuel. In the gas mode, liquid fuel can be used as a pilot fuel. In the gas mode, the engine 1 does thus not need to be operated solely using gaseous fuel. Flowever, major part of the total heat release in the engine 1 results from combustion of the gaseous main fuel. The expression “gaseous fuel” refers here to a fuel that is in gas phase at a temperature of 20 °C and a pressure of 1 atm (101.325 kPa). Similarly, the expression “liquid fuel” refers to a fuel that is mainly in liquid phase in the same conditions. Examples of liquid fuels are light fuel oil, marine diesel oil and heavy fuel oil. The gaseous fuel could be, for instance, natural gas, which is stored either as compressed natural gas (CNG) or as liquefied natural gas (LNG). The gaseous fuel could also be, for instance, hydrogen or ammonia.
The engine 1 comprises a turbocharger 3 for pressurizing the intake air of the engine 1 . The turbocharger 3 comprises a compressor 3a and a turbine 3b connected to the compressor 3a by means of a shaft 3c for driving the com pressor 3a. Exhaust gas from the engine 1 is conducted in an exhaust duct 5 to the turbine 3b of the turbocharger 3. The pressurized intake air is cooled down in a charge air cooler 14. The intake air is supplied to the cylinders 2 of the engine 1 via an intake duct 6. The engine 3 could be provided with two or more turbochargers 3 that could be arranged in series or in parallel.
The engine 1 comprises a crankcase 4, which houses the crankshaft of the engine 1 . During operation of the engine 1 , some exhaust gas and unburnt fuel flow past the piston rings into the crankcase 4. To prevent excessive pressure build up in the crankcase 4, the crankcase 4 needs to be provided with a ven tilation arrangement for discharging gases from the crankcase 4.
The ventilation arrangement comprises a ventilation line 10. Via the ventilation line 10, gases are discharged from the crankcase 4. The ventilation line 10 can open into open air. For instance in a ship, the ventilation line 10 can thus dis charge the gases from the crankcase 4 outside of the engine room.
The crankcase 4 typically receives some blow-by air from the turbocharger 3. The expression “blow-by air” refers here to compressed air that leaks through seals of the shaft 3c of the turbocharger 3. The blow-by air from the turbo charger 3 is fresh air. The amount of the blow-by air depends on various fac tors, such as the intake air pressure and the condition of the seals. In figure 1 , line 7 depicts the route of the by-pass air into the crankcase 4.
The fresh air leaking from the turbocharger 3 into the crankcase 4 purges the piston blow-by from the crankcase 4. The leaking fresh air thus dilutes the pis ton blow-by and reduces the fuel concentration in the crankcase 4. However, because the blow-by of the turbocharger 3 cannot be accurately controlled, the diluting effect of the blow-by from the turbocharger 3 varies. The blow-by can also change over time.
For controlling ventilation of the crankcase 4, the ventilation arrangement com prises an air feed line 8. The air feed line 8 connects the intake duct 6 to the crankcase 4. Via the air feed line 8, pressurized air can be conducted from the intake duct 6 into the crankcase 4. In the embodiment of figure 1 , the air feed line 8 is connected to the intake duct 6 downstream from the charge air cooler 14.
The ventilation arrangement is further provided with a control valve 9 for con trolling air flow in the air feed line 8. The control valve 9 can be opened and closed for opening and closing fluid communication between the intake duct 6 and the crankcase 4. The air feed line 6 is provided with a non-return valve 13. The non-return valve 13 prevents flow from the crankcase 4 to the control valve 9. In the embodiment of figure 1 , the control valve 9 is a normally open valve. In case the control valve 9 is not actuated, flow from the intake duct 6 into the crankcase 4 is thus allowed. This ensures that in case of a failure of the actu ator of the valve 9 or a failure in a connection between the control valve 9 and control means, sufficient air feed into the crankcase 4 is maintained. In the embodiment of figure 1 , the control valve 9 is a solenoid valve.
The control valve 9 could be a regulator valve allowing adjusting of the flow rate of air in the air feed line 8.
The air feed line 8 is provided with a pressure sensor 12. The pressure sensor 12 allows monitoring of pressure in the air feed line 8. The air feed line 8 is further provided with a flow restrictor 15. The flow restrictor 15 limits flow in the air feed line 8. With a suitable dimensioning of the flow restrictor 15, flow rate in the air feed line 8 can be adjusted to a suitable level. The flow restrictor 15 could be adjustable, or the flow restrictor 15 could be replaced with a differently dimensioned flow restrictor when needed. For instance, if the flow rate of the blow-by air from the turbocharger 3 increases over time due to wear of the shaft sealing, the flow restrictor 15 could be replaced with a flow restrictor with a smaller orifice to keep the total air flow into the crankcase 4 constant. In the embodiment of figure 1 , the ventilation line 10 is provided with a pressure sensor 11 . The pressure sensor 11 of the ventilation line 10 allows determining and monitoring of the pressure of the crankcase 4. Instead of the pressure sensor 11 arranged in the ventilation line 10 or in addition to that, the ventilation arrangement could comprise a pressure sensor for measuring the pressure in the crankcase 4 directly. However, the pressure in the ventilation line 10 is very close to the pressure in the crankcase 4, and therefore the pressure sen sor 11 of the ventilation line 10 allows determining of the crankcase pressure with a sufficient accuracy.
The ventilation line 10 is further provided with an oil mist detector 12. The oil mist detector 12 allows monitoring of oil mist concentration in the ventilation line 10. Because all the flow from the crankcase 4 flows via the ventilation line 10, the oil mist detector 12 can be used for determining oil mist concentration in the crankcase 4.
Figure 1 also shows means 17 for monitoring the concentration of the fuel in the ventilation line 10. Because gases are discharged from the crankcase 4 via the ventilation line 10, the means 17 allow monitoring of the concentration of the fuel in the crankcase 4. The means 17 can comprise a LEL detector, i.e. a meter that is configured to indicate the concentration of a combustible gas as percentage of the lower explosion limit of the gas. It is advantageous to locate a LEL detector as far as possible from the crankcase 4, because oil mist present in the crankcase 4 can affect functioning of the LEL detector.
The engine 1 is provided with a control unit 16 for controlling the operation of the control valve 9. The control unit 16 can be a dedicated control unit for con trolling the operation of the control valve 9. Alternatively, the control unit 16 can be configured to control also other functions of the engine 1 . The control unit 16 could be, for instance, a programmable logic, a special purpose com puter or a general purpose computer. The control unit 16 can receive data from various sensors and/or other control units of the engine 1. For instance, the control unit 16 can receive measurement data from the pressure sensor 12 of the air feed line 8, the pressure sensor 11 of the ventilation line 10, the LEL detector 17 and/or the oil mist detector 12. The control unit 16 could also re ceive data generated on the basis of the measurements by the above-men tioned sensors. For instance, the control unit 16 could receive information on whether a certain measured parameter is above or below a certain limit value. The control unit 16 can also receive or have information on whether the engine 1 is operated in the gas mode or in the liquid fuel mode. The control unit 16 is configured to transmit to the control valve 9 a signal for opening or closing the control valve 9 based on the data received by the control unit 16.
In the method according to the invention, the control valve 9 is operated in the gas mode according to a first control mode and in the liquid fuel mode accord ing to a second control mode. The operation of the control valve 9 is thus dif ferent in the gas and liquid fuel modes, which allows taking into account differ ences in the needs of crankcase ventilation.
According to an embodiment of the invention, the control valve 9 is kept closed in the second control mode. In the liquid fuel mode, flow from the intake duct 6 into the crankcase 4 is thus prevented, and supply of oxygen into the crank case 4 is thus minimized.
In the first control mode, the control valve 9 can be kept open. This ensures that the unburnt gaseous fuel leaking into the crankcase 4 is effectively purged. Alternatively, the control valve 9 could be kept open only part of the time. For instance, pulse width modulation could be used for regulating the flow in the air feed line 8. If the control valve 9 is a regulator valve allowing adjustment of the flow rate, the flow rate could be adjusted by adjusting the opening degree of the valve 9. The flow rate could be adjusted for example based on the crank case pressure. The flow rate could be adjusted for instance to keep the crank case pressure constant. Alternatively, the control valve 9 could be controlled to keep the air flow via the air feed line 8 constant.
If the ventilation arrangement comprises means 17 for monitoring the concen tration of the gaseous fuel in the crankcase 4, the flow rate could also be ad justed based on the concentration of the gaseous fuel in the crankcase 4. This would allow maintaining optimal flow rate. However, because LEL detectors are expensive, control based on some other variable can be a more cost-effi cient solution. If the control is based on the fuel concentration, the flow rate can be controlled to keep the concentration below the lower explosion limit of the fuel. If the concentration cannot be kept below a predetermined limit, such as the LEL, an alarm can be triggered and/or the engine 1 can be switched to the liquid fuel mode. According to an embodiment of the invention, pressure in the air feed line 8 is monitored by the pressure sensor 12 in the gas mode, and in case the pressure is below a predetermined limit value, the engine 1 is switched to the liquid fuel mode. Safe operation of the engine 1 is thus ensured, if the air feed rate is not sufficient for effective purging of the crankcase 4.
Based on the pressure monitoring of the air feed line 8, an alarm can be trig gered in case the pressure is above a predetermined limit value. In liquid fuel mode, where the control valve 9 should be closed, excessive pressure can be an indication of a faulty control valve 9 or a failure in the control. The pressure of the crankcase 4 can be monitored by the pressure sensor 11 of the ventilation line 10. In the gas mode, the engine 1 can be switched to the liquid fuel mode if the pressure is above a predetermined limit value. The pres sure of the crankcase 4 could also be compared to the pressure in the air feed line 8 to determine whether an increase in the crankcase pressure is caused by increased piston blow-by or by increased air feed via the air feed line 8. In the liquid fuel mode, the engine 1 can be shut down in case the pressure is above a predetermined limit value.
Also oil mist concentration in the ventilation line 10 can be monitored using the oil mist detector 12. In the gas mode, the engine 1 can be switched to the liquid fuel mode in case the concentration is above a predetermined limit value. In the liquid fuel mode, an alarm can be triggered or the engine 1 can be shut down.
It will be appreciated by a person skilled in the art that the invention is not limited to the embodiments described above, but may vary within the scope of the appended claims.

Claims

Claims:
1. A ventilation arrangement for a crankcase (4) of a turbocharged dual-fuel or multi-fuel piston engine (1), which engine (1) is operable at least in a gas mode, in which mode a gaseous main fuel is used, and in a liquid fuel mode, in which mode a liquid main fuel is used, wherein the engine (1 ) comprises at least one turbocharger (3) comprising a compressor (3a) and a turbine (3b) connected by means of a shaft (3c) to the compressor (3a) for driving said compressor (3a), the arrangement comprising
- a ventilation line (10) for discharging gases from the crankcase (4),
- an air feed line (8) for conducting air from an intake duct (6) downstream from the compressor (3a) of the turbocharger (3) into the crankcase (4),
- a control valve (9) for controlling air flow in the air feed line (8), and
- control means (16) for controlling the operation of the control valve (9).
2. A ventilation arrangement according to claim 1, wherein the control means (16) are configured to keep the control valve (9) closed in the liq uid fuel mode.
3. A ventilation arrangement according to claim 1 or 2, wherein the arrange ment comprises a pressure sensor (12) for monitoring pressure in the air feed line (8).
4. A ventilation arrangement according to any of claims 1-3, wherein the arrangement comprises a pressure sensor (11) for monitoring the pres sure of the crankcase (4).
5. A ventilation arrangement according to any of the preceding claims, wherein the arrangement comprises means (17) for monitoring the con centration of the gaseous fuel in the crankcase (4).
6. A ventilation arrangement according to claim 5, wherein the means (17) for monitoring the concentration of the gaseous fuel comprises a LEL de tector.
7. A ventilation arrangement according to claim 5 or 6, wherein the means (17) for monitoring the concentration of the gaseous fuel are arranged to monitor the concentration of the gaseous fuel in the ventilation line (10).
8. A ventilation arrangement according to any of the preceding claims, wherein the ventilation line (10) opens into open air.
9. A ventilation arrangement according to any of the preceding claims, wherein the control valve (9) is a normally open valve.
10. A ventilation arrangement according to any of the preceding claims, wherein the control valve (9) is a regulator valve allowing adjusting of the flow rate of air in the air feed line (8).
11. A ventilation arrangement according to any of the preceding claims, wherein a flow restrictor (15) is arranged in the air feed line (8).
12. A piston engine (1) comprising a ventilation arrangement according to any of the preceding claims.
13. A method of operating a piston engine (1 ) according to claim 12, wherein the control valve (9) is operated in the gas mode according to a first con trol mode and in the liquid fuel mode according to a second control mode.
14. A method according to claim 13, wherein in the second control mode the control valve (9) is kept closed.
15. A method according to claim 13 or 14, wherein in the first control mode the control valve (9) is kept open continuously or periodically.
16. A method according to any of claims 13-15, wherein in the gas mode pressure in the air feed line (8) is monitored, and in case the pressure is below a predetermined limit value, the engine (1) is switched to the liquid fuel mode.
17. A method according to any of claims 13-16, wherein in the liquid fuel mode pressure in the air feed line (8) is monitored, and in case the pres sure is above a predetermined limit value, an alarm is triggered.
18. A method according to any of claims 13-17, wherein in the gas mode pressure of the crankcase (4) is monitored, and in case the pressure is above a predetermined limit value, the engine (1 ) is switched to the liquid fuel mode.
19. A method according to any of claims 13-18, wherein oil mist concentra tion in the ventilation line (10) is monitored, and in case the concentration is above a predetermined limit value, the engine (1) is switched to the liquid fuel mode and/or an alarm is triggered.
20. A method according to any of claims 13-19, wherein in the gas mode the concentration of the gaseous fuel in the crankcase (4) is monitored, and air supply via the air feed line (8) is controlled based on the monitored concentration of the gaseous fuel.
21. A method according to claim 20, wherein in the gas mode the air supply is controlled to keep the concentration of the gaseous fuel below the lower explosion limit of the gaseous fuel.
22. A method according to claim 20 or 21 , wherein the engine (1 ) is switched from the gas mode to the liquid fuel mode and/or an alarm is triggered if the concentration of the gaseous fuel exceeds a predetermined limit.
EP21734375.5A 2021-06-10 2021-06-10 Ventilation arrangement for a crankcase, piston engine and method of operating a piston engine Pending EP4352352A1 (en)

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