GB2520017A - Dual fuel internal combustion engine - Google Patents

Dual fuel internal combustion engine Download PDF

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Publication number
GB2520017A
GB2520017A GB1319554.0A GB201319554A GB2520017A GB 2520017 A GB2520017 A GB 2520017A GB 201319554 A GB201319554 A GB 201319554A GB 2520017 A GB2520017 A GB 2520017A
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United Kingdom
Prior art keywords
combustion chamber
air
gasoline
internal combustion
engine
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Withdrawn
Application number
GB1319554.0A
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GB201319554D0 (en
Inventor
Thomas Tsoi Hei Ma
Hua Zhao
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Brunel University
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Brunel University
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Publication date
Application filed by Brunel University filed Critical Brunel University
Priority to GB1319554.0A priority Critical patent/GB2520017A/en
Publication of GB201319554D0 publication Critical patent/GB201319554D0/en
Priority to PCT/IB2014/065750 priority patent/WO2015068090A1/en
Priority to EP14806730.9A priority patent/EP3092399A1/en
Publication of GB2520017A publication Critical patent/GB2520017A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • 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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • 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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • 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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/02—Engines characterised by means for increasing operating efficiency
    • F02B43/04—Engines characterised by means for increasing operating efficiency for improving efficiency of combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • 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
    • F02D19/0647—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 the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—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
    • 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
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • 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
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • 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
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • 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
    • Y02T10/40—Engine management systems

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

A dual fuel internal combustion engine which burns in a combustion chamber 16 a main charge of a gaseous fuel, for example natural gas, propane or methane, and air mixture, combustion of the main charge initiated by igniting gasoline injected directly into the combustion chamber, the liquid fuel being ignited by a spark plug 18. The gasoline may create a stratified charge. The gaseous fuel is preferably introduced by port injection so that a homogeneously premixed, preferably lean, gaseous fuel-air mixture is provided, wherein the air may be pressurised by a supercharger. Hot exhaust gases may be reintroduced into the combustion chamber, through simultaneous opening of intake and exhaust valves, so as to promote auto ignition of the gaseous fuel-air mixture. The engine may be a four-stroke or two-stroke engine. A method of operation is also claimed. The engine enables reliable ignition of a lean mixture of gaseous fuel and air without the need for a high compression ratio.

Description

DUAL FUEL INTERNAL COMBUSTION ENGINE
Field of the invention
The present invention relates of a dual fuel internal combustion engine operative to burn in a combustion chamber a main charge comprising a mixture of a gaseous fuel and air and to initiate oombustion of the main oharge by igniting a liquid fuel injected directly into the combustion chamber.
Background of the invention
It is desirable to be able to run an engine on gaseous fuels, such as natural gas, propane and methane which are readily available in large quantities and have the potential to burn more cleanly than gasoline or diesel with very low BC and CO emissions. However, using normal combustion, engines running on such gases will produce NOx and it is desirable to use leaner mixnures (below stoichiometry) in order to reduce NOx by reducing combustion temperature.
The problem with lean mixtures is that they are difficult to ignite reliably by spark ignition alone. For this reason, dual fuel engines have previously been proposed that use diesel injection to initiate combustion of the lean gaseous fuel and air mixture. Such engines must of necessity employ a high compression ratio for the injected diesel fuel to ignite by compression ignition.
If the compression ignition of the diesel fuel acts in the same way as a powerful spark, the homogeneous lean charge is burnt by flame propagation and this results in localised areas of high temperature that create NOx. Also if the compression temperature of the homogeneous lean charge is high, there is a risk of auto-ignition occurring prematurely and causing engine damage.
Object of the invention The present invention seeks therefore to provide an engine that can reliably ignite a lean mixture of a gaseous fuel and air without having to resort to a high compression ratio.
Summary of the invention
According to a first aspect of the present invention, there is provided a dual fuel internal combustion engine operative to burn in a combustion chamber a main charge comprising a mixture of a gaseous fuel and air and to initiate combustion of the main charge by igniting a liquid fuel injected directly into the combustion chamber, characterised in that the liquid fuel is gasoline, and a spark plug is provided within the combustion chamber to ignite the gasoline.
Conveniently, the gasoline is injected directly into the combustion chamber in such a manner as to create a stratified charge with the gasoline concentrated in the vicinity of the spark plug.
In some embodiments, the engine is operated with a lean homogeneous mixture of gaseous fuel and air pressurised by means of a turbocharger or supercharger, in order to achieve higher power output.
The gaseous fuel may suitably be introduced into the combustion chamber by port injection so that a homogeneously premixed mixture of gaseous fuel and air is admitted into the combustion chamber.
It is desirable to promote auto-ignition of the homogeneous lean charge, which is a known low temperature combustion process resulting in negligible amounts of NOx.
Such combustion can be achieved by a combination of a high concentration of hot EGR and low oompression ratio but the timing of the auto-ignition is unpredictable and may occur prematurely resulting in engine damage.
In some embodiments of the invention, exhaust gases from a first combustion cycle are retained within, or reintroduced into, the combustion chamber during a subsequent cycle to raise the temperature of the charge in the subsequent cycle so as co promote auto-ignition of the homogeneous gaseous fuel and air mixture but only subsequent to spark ignition of the gasoline mixture. In this case, the selected compression ranio and the regulated amount of hot EGR set the temperature and pressure of the charge to a point slightly below the conditions necessary for auto-ignition. The spark ignition of the injected gasoline then raises the temperature and pressure sufficiently to create the necessary conditions for auto-ignition of the lean homogenous mixture, thereby enabling the timing of the auto-ignition to be controlled.
The gaseous fuel may be selected from any one or more of natural gas, propane and methane.
The invention is equally applicable to two stroke and four stroke engines.
According to a second aspect of the invention, there is provided a method of operating an internal combustion engine having a combustion chamber which comprises filling the combustion chamber homogeneously with a mixture of a gaseous fuel and air, compressing the mixture, injecting gasoline directly into the combustion chamber towards the end of the compression step and igniting the gasoline and air charge by means of a spark plug to initiate combustion of the gaseous fuel and air charge.
Brief description of the drawings
The invention will now be described further, by way of example, with reference to The accompanying drawings, in which: Figure 1 is a schematic diagram of one cylinder of an internal combustion engine having a gasoline direct injector and at least one natural gas injector located in the intake port, and Figures 2a to 2d show various valve timing diagrams to achieve high temperature internal EGR (internal exhaust gas recirculation) in a four stroke engine.
Detailed description of the preferred embodiment(s) Figure 1 shows a schematic view of a cylinder 10 of a reciprocating internal combustion engine operating with a 2-stroke cycle or 4-stroke cycle. A piston 12, connected to a crankshaft by a connecting rod 14, reciprocates within the cylinder 10 to define a variable volume working chamber 16.
The working chamber 16 has at least one intake valve 22 operated by a cam 28 and one exhaust valve 24 operated by a cam 30. A direct injection liquid fuel injector 20 in the cylinder head injects liquid fuel directly into the working chamber 16 and a spark plug 18 is provided for the spark ignition of the injected liquid fuel in the working chamber.
A port gaseous fuel injector 26 supplies natural gas into the intake port 32 to form a premixed homogeneous lean mixture of natural gas and air. The engine can also have one or more turbocharger and/or supercharger which are not shown in the drawing. The turbocharger and supercharger are not of importance to the present invention and may be assumed to operate in a conventional manner. The injector 20 is shown as being positioned immediately adjacent the spark plug 18 but it may be alternatively possible to position an injector in the side of the combustion chamber and to rely on air motion to transport uhe injected liquid fuel to the vicinity of the spark plug.
The natural gas injected by the injector 26 mixes with air in the intake port 32 and fills the working chamber 16 with a premixed homogeneous lean mixture of gaseous fuel and air at the commencement of uhe compression process. Direct injection of gasoline from uhe injector 20 is timed to occur in the later part of the compression stroke in order to form a stratified charge with a rich or near stoichiometric gasoline and air region near the spark plug 18, which is optimised both by appropriace positioning and orientation of the injector 20 and the geometry of the piston crown and cylinder head. Combustion starts with spark ignition of the stratified gasoline and air mixture. The resulting combustion kernel formed around the spark plug then spreads to the homogeneous lean gaseous fuel and air mixture.
The homogeneous lean gaseous fuel and air charge is preheated by mixing with hon EGR gases, in the manner to be explained below. Its temperature will rise during the compression stroke to a value near TDC that is just short of the auto-ignition temperature of the gaseous fuel and air mixture. The increased temperature and pressure created by the ignition of the gasoline fuel will then raise the temperature to above the auno-ignition point to cause the entire contents of the combustion chamber to auto-ignite and undergo low temperature combustion.
Figure 2 shows various known valve timing diagrams for obtaining hot internal EGR. In all these valve timing diagrams, exhaust event are shown in solid lines and intake events in dashed lines.
In Figure 2a, hot internal EGR is achieved by a secondary opening of the exhaust valve during the intake stroke.
In Figure 2b, hot internal EGR is achieved by a secondary opening of the inuake valve during the exhaust stroke.
In Figure 2c, early exhaust valve closing results in a high proportion of hot exhaust gases being retained within the combustion chamber. The intake valve does not open until later after TDC to prevent the compressed residual gases from being expelled through the intake valve into the intake port.
In Figure 2d, hot internal EGR is achieved by a large overlap between the opening periods of the intake and exhaust valves.
Internal EGR can also be implemented in a known manner in two-stroke engines.

Claims (12)

  1. CLAIMS1. A dual fuel internal combustion engine operative tc burn in a combustion chamber a main charge ccmprising a mixture of a gaseous fuel and air and to initiate combustion of the main charge by igniting a liquid fuel injected directly into the combustion chamber, characterised in that the liguid fuel is gasoline, and a spark plug is provided within the combustion chamber to ignite the gasoline.
  2. 2. A dual fuel internal combustion engine as claimed in claim, wherein the gasoline is injected directly into the combustion chamber in such a manner as to create a stratified charge with the gasoline concentrated in the vicinity of the spark plug.
  3. 3. A dual fuel internal combustion engine as claimed in claim or 2, wherein the gaseous fuel and air mixture is a lean mixture.
  4. 4. A dual fuel internal combustion engine as claimed in claim 4, wherein the air is pressurised by means of a turbocharger or supercharger.
  5. 5. A dual fuel internal combustion engine as claimed in any preceding claim, wherein the gaseous fuel is introduced into the combustion chamber by port injection so that a homogeneously premixed mixture of gaseous fuel and air is admitted into the combustion chamber.
  6. 6. A dual fuel internal combustion engine as claimed in claim 5, wherein hot exhaust gases from a first combustion cycle are retained within, or reintroduced into, the combustion chamber during a subsequent cycle to raise the temperature of the charge in the subsequent cycle so as to promote auto-ignition of the homogeneous gaseous fuel and air mixture but only subsequent to spark ignition of the gasoline mixture.
  7. 7. A dual fuel internal combustion engine as claimed in claim 6, wherein the reintroduction of hot exhaust gases is achieved by simultaneous opening of intake and exhaust valves of the oombustion chamber.
  8. 8. A dual fuel internal combustion engine as claimed in any preceding claim, wherein the gaseous fuel is selected from any one or more of natural gas, propane and methane.
  9. 9. A dual fuel internal combustion engine as claimed in any preceding claim, wherein the engine is a four-stroke engine.
  10. 10. A dual fuel internal combustion engine as claimed in any one of claims 1 to 8, wherein the engine a two-stroke engine.
  11. 11. A method of operaring an internal combustion engine having a combustion chamber which comprises filling the combustion chamber homogeneously with a mixture of a gaseous fuel and air, compressing the mixture, injecting gasoline directly into the combustion chamber towards the end of the compression step and igniting the gasoline and air charge by means of a spark plug to initiate combustion of the gaseous fuel and air charge.
  12. 12. A method as claimed in claim 11, wherein the direct injection of gasoline serves to create a stratified gasoline and air charge within the combustion chamber, a richer region of the latter charge being located in the vicinity of the spark plug.
GB1319554.0A 2013-11-05 2013-11-05 Dual fuel internal combustion engine Withdrawn GB2520017A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
GB1319554.0A GB2520017A (en) 2013-11-05 2013-11-05 Dual fuel internal combustion engine
PCT/IB2014/065750 WO2015068090A1 (en) 2013-11-05 2014-10-31 Dual fuel internal combustion engine
EP14806730.9A EP3092399A1 (en) 2013-11-05 2014-10-31 Dual fuel internal combustion engine

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GB1319554.0A GB2520017A (en) 2013-11-05 2013-11-05 Dual fuel internal combustion engine

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GB201319554D0 GB201319554D0 (en) 2013-12-18
GB2520017A true GB2520017A (en) 2015-05-13

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104963778A (en) * 2015-07-13 2015-10-07 吉林大学 Waste gas dilution dual fuel engine equivalent ratio burning system and method
DE102017200739A1 (en) 2017-01-18 2018-07-19 Ford Global Technologies, Llc Charged internal combustion engine with exhaust aftertreatment and method for operating such an internal combustion engine
CN109184929A (en) * 2018-09-21 2019-01-11 陕西柴油机重工有限公司 A kind of dual fuel engine ignition integrated system and its control method
EP3409932A4 (en) * 2016-01-29 2019-10-30 Hitachi Automotive Systems, Ltd. Fuel injection valve control device

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109488452A (en) * 2018-09-28 2019-03-19 唐心昱 There is no the spark ignition type two-stroke internal combustion engine of compression stroke

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US4181100A (en) * 1974-12-18 1980-01-01 Nissan Motor Company, Limited Internal combustion engine operated on injected fuel supplemented with hydrogen
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