KR101921490B1 - A fuel valve and method for injecting a liquid fuel into a combustion chamber of large compression-igniting turbocharged two-stroke internal combustion engine - Google Patents
A fuel valve and method for injecting a liquid fuel into a combustion chamber of large compression-igniting turbocharged two-stroke internal combustion engine Download PDFInfo
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- KR101921490B1 KR101921490B1 KR1020170157009A KR20170157009A KR101921490B1 KR 101921490 B1 KR101921490 B1 KR 101921490B1 KR 1020170157009 A KR1020170157009 A KR 1020170157009A KR 20170157009 A KR20170157009 A KR 20170157009A KR 101921490 B1 KR101921490 B1 KR 101921490B1
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- 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
- F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
- F02M67/14—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type characterised by provisions for injecting different fuels, e.g. main fuel and readily self-igniting starting fuel
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- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
-
- 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
- F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
- F02M53/04—Injectors with heating, cooling, or thermally-insulating means
- F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
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- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
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- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
- F02M57/026—Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
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- 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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
- F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
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- 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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
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- 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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
- F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
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- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
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- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
- F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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- 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
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
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- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/16—Sealing of fuel injection apparatus not otherwise provided for
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- 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
- F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
- F02M2700/07—Nozzles and injectors with controllable fuel supply
- F02M2700/077—Injectors having cooling or heating means
Abstract
A fuel valve 50 for injecting liquid fuel into the combustion chamber of a large low speed two stroke turbocharged compression ignition internal combustion engine comprises a elongated valve housing 52 having a rear end and a front end, A main bore 55 extending from the base 46 to the tip 59 closed and a plurality of nozzle holes 56 connected to the main bore 55. The main bore 55, And a base 51 disposed at the front end of the elongated valve housing 52 and having a nozzle 54 connected to the front end and a fuel inlet 54 in a elongated valve housing 52 for connection to a source of pressurized liquid fuel, A valve needle 61 slidably received in the longitudinal bore 77 in the elongated valve housing 52 and axially displaceable in a gap between the valve needle 61 and the needle bore 64, A valve needle 61 having a closed position and an open position, A valve needle 61 placed on the flange 69 and rising from the seat 69 in an open position and a valve needle 61 deflected toward the closed position, a fuel chamber 58 in the valve housing 52, A seat 69 disposed in the elongated valve housing 52 between the outlet ports 68 at the front end of the housing 52, an outlet port 68 directly connected to the main bore 55 in the nozzle 54, A fuel chamber 58 connected to the port 53, a clearance opening to the fuel chamber 58 at one end of the needle bore 64, a lubricant inlet port 78 for connection to a source 57 of pressurized lubricant, A lubricant supply conduit 76 for connecting the lubricant inlet port 70 to the gap at the first position Pl along the length of the needle bore 64 and an ignition fluid for connecting to the source of pressurized ignition fluid 65 Is closer to the fuel chamber 58 than the fuel chamber 58 or first position Pl from the inlet port 67 and the ignition liquid inlet port 67. [ It includes ignition fluid conduit (66) extending along the length of the needle bore (64) to the gap between the second position (P2).
Description
This disclosure relates to a fuel supply system that operates with a liquid fuel, particularly a fuel valve and a liquid fuel that inject fuel into the combustion chamber of a large two-stroke turbocharged compression ignition internal combustion engine that is difficult or unreliable to ignite liquid fuel, To a method of injecting a liquid fuel which is difficult or unreliable to ignite into the combustion chamber of an ignition internal combustion engine.
A large low speed turbocharged two stroke compression ignition engine of the crosshead type is commonly used as a propulsion system for a large ship or as a prime mover of a power plant. These engines are very common when operating with heavy oil.
Recently, there has been a demand to use alternative types of fuels such as gas, methanol, coal slurry, water-oil mixture, petroleum coke and other fuels for large turbocharged two stroke compression ignition engines.
Some alternative fuels, such as water-oil mixtures, are likely to reduce costs and emissions (emissions).
However, there are some problems with the use of water mixtures in large, low-speed, uniflow turbocharged two-stroke internal combustion engines.
One of these problems is the readiness and predictability of these fuels for compression ignition on injection into the combustion chamber, and both preparation and predictability are essential for control in a compression ignition engine. Therefore, the existing large-scale low-speed single-flow turbocharged two-stroke internal combustion engine uses pilot injection of oil or other ignition fluid at the same time as injection with difficult or uncertain fuel ignition for reliable and timely ignition of fuel. This problem raised in ignition is also present in some types of fuels, such as fuel oil-water mixtures.
Large, low speed, single-flow turbocharged two-stroke internal combustion engines are generally used for propulsion of large cargo ships operating in the ocean, and therefore reliability is paramount. Operating these engines as alternative fuels has only recently been developed and the reliability of gaseous fuels has not yet reached the level of conventional fuels. Accordingly, the conventional large-sized low-speed two-stroke diesel engine is a dual fuel engine capable of operating only the fuel flow channel at the maximum output, with both a fuel system operating with an alternative fuel such as gas fuel and a fuel system operating with the fuel flow channel.
Because these engine combustion chambers are large in diameter, generally three fuel injection valves per cylinder are provided and are separated at an angle of about 120 ° around the central exhaust valve. Thus, the dual fuel system has three alternative fuel valves and three conventional fuel oil valves per cylinder, and the top cover of the cylinder is a relatively crowded place.
In conventional dual fuel engines, fuel oil valves are being used to provide pilot oil injection while operating as gaseous fuel. This fuel oil valve is dimensioned to deliver the amount of fuel oil necessary to operate the engine at maximum load on the fuel flow path. However, the amount of oil injected into the pilot injection should be as small as possible to achieve the desired emission reduction. The small amount of injection using a full-size fuel injection system capable of delivering large quantities for operation at full load results in considerable technical difficulties and is very difficult to achieve in practice, so the pilot oil capacity is limited in conventional engines, At low loads, more than the desired amount per fuel injection event is being injected. Finding an alternative to an additional small injection system that can handle small pilot volumes is complex and costly. In addition, the additional small pilot oil injection valve makes the top cover of the cylinder much more congested.
EP 3070321 discloses a fuel valve for injecting a low flash point liquid fuel into a combustion chamber of a large two stroke turbocharged self-ignition internal combustion engine. The fuel valve comprises a elongated valve housing having a nozzle with a nozzle hole, a fuel inlet port in the elongated fuel valve housing for connection to a source of pressurized liquid fuel, a working fluid port in the elongated valve housing, An axially displaceable valve needle slidably received in the longitudinal bore of the valve housing, a valve needle having a valve needle in the closed position lying on the valve seat and an open position in which the valve needle is lifted from the valve seat, a valve needle biased toward the closed position, A pump chamber surrounding the needle and opening to the valve seat, a pump piston contained in a first bore having a pump chamber on a first bore on one side of the pump piston, a pump piston having a working chamber on a second bore on one side of the working
It is generally not desirable to operate as a separate ignition pilot injection for several reasons. It has proven difficult to achieve stable injector operation at less than 3% of the MCR load. Second, external ignition outside the cylinder requires at least a minimum amount of fuel, and the long-term function of the pilot injection is not further validated. If the fuel pump wears down, the pilot injection function may deteriorate. It is also expected that rapid pilot injection characteristics can increase wear of the fuel system.
Some of these fuels have safety problems due to their low flash point. In the construction of the known fuel valve, there is always leakage between the shaft of the valve needle and the bore through which the shaft is guided due to the design of the needle. Therefore, the gap between shaft and bore is supplied with pressurized sealing fluid 'sealing oil' for both sealing and lubrication purposes. To minimize leakage, keep clearance as small as possible with very small tolerances and lubrication between shaft and bore.
It is difficult to separate the sealant oil and the fuel if they are mixed, thereby causing a system malfunction. If fuel is detected in the lubricating oil system, it can result in the engine stopping, and often it is difficult to solve the root cause.
Other safety-related problems include that the low-flash point fuel remains in the tubing following the fuel valve and the fuel valve, for example, for a dual fuel engine in which the engine does not operate at low flash point fuel, There is a request from the classification society not to allow. Therefore, preparations must be made to purify the tubing or piping leading to the fuel valve and the fuel valve.
Another problem with these low flash point fuels is that the relatively low lubrication properties prevent the use of very small gaps between moving parts without the use of lubricants.
In view of the above, it is an object of the present invention to provide a fuel valve for a large turbocharged compression ignition two-stroke internal combustion engine that overcomes or at least reduces the above-mentioned problems.
This object is achieved by providing a fuel valve for injecting liquid fuel into a combustion chamber of a large low-speed two-stroke turbocharged compression ignition internal combustion engine according to the first aspect, the fuel valve comprising a elongate valve housing having a rear end and a front end, A plurality of nozzle holes extending from the base to a closed tip and a plurality of nozzle holes connected to the main bore, the base being disposed at a front end of the elongate valve housing, the base having a front end A fuel inlet port in a elongated valve housing for connecting to a source of pressurized liquid fuel, a shaft slidably received in a longitudinal needle bore in a elongated valve housing having a clearance between the valve needle and the needle bore, An axially displaceable valve having a closed position and an open position, A needle disposed in a elongated valve housing between the fuel chamber in the valve housing and the outlet port at the front end of the elongated valve housing; a valve needle positioned on the valve seat in the closed position and rising from the valve seat in the open position and deflected toward the closed position; An outlet port directly connecting to the main bore of the nozzle, a fuel chamber connected to the fuel inlet port, a gap opening to the fuel chamber at one end of the needle bore, a lubricant inlet port for connecting to a source of pressurized sealing oil, A lubricant supply conduit connecting the inlet port to the gap in a first position along the length of the needle bore, an ignition fluid inlet port for connecting to a source of pressurized ignition fluid, and an ignition fluid inlet port to the chamber Ignition fluid conduit extending to the gap in the second position along the length of the closer needle bore It should.
The advantage of supplying the ignition fluid to the nozzles of the fuel injection valve which injects liquid fuel which is difficult to ignite is that the engine can be operated without external pilot injection via a separate pilot valve. Instead, ignition occurs inside the nozzle of the fuel valve which injects fuel which is difficult to ignite. The ignition liquid is ignited from inside the chamber of the nozzle where the initial flame is protected from the combustion chamber and is more likely to ignite the liquid fuel following or at the same time during the injection event. This significantly reduces the consumption of ignition fluid. Test results show that levels far below 1% of the MCR load are possible.
By supplying an independent ignition liquid separated from the lubricating oil system, for example, the injection quantity of the ignition liquid can be controlled more accurately and reliably, and the type of ignition liquid can be easily changed. Complete control of the amount of ignition fluid is obtained by varying the upstream gap and the supply pressure without compromising the function of the sealing fluid system. The ignition liquid is no longer limited to the system oil. For example, diesel oil or a liquid that is more easily ignited, such as DME (dimethyl ether), can be used.
According to a first possible embodiment of the first aspect, the ignition liquid conduit extends from the ignition inlet port to the fuel chamber at a location adjacent the seat.
According to a second possible embodiment of the first aspect, the ignition liquid conduit extends from the ignition inlet port to the seat.
According to a possible third embodiment of the first aspect, the ignition liquid conduit for the seat is closed by a valve needle if the valve needle is placed on the seat.
According to a possible fourth embodiment of the first aspect, the main bore is open to the base.
According to a possible fifth embodiment of the first aspect, the pressure of the ignition source is higher than the pressure of the liquid fuel source.
According to a possible sixth embodiment of the first aspect, the fuel valve comprises a hydraulic fluid port in a elongated valve housing for connecting to a source of pressurized hydraulic fluid, a pump chamber in the valve housing with a pump chamber in a first bore on one side of the pump piston, A pump piston received in the first bore, and a working piston received in a second bore in the valve housing together with the second bore operating chamber on one side of the working piston, wherein the pump piston is moved together with the working piston , The working chamber is fluidly connected to the working fluid port and the pump chamber is connected to the fuel inlet port via an outlet connected to the fuel chamber and a check valve in the elongated valve housing preventing flow from the pump chamber to the fuel inlet port And has an inlet that is open to the outside.
According to a possible seventh embodiment of the first aspect, the fuel chamber surrounds the valve needle and the opening for the valve seat, and the valve seat is disposed between the fuel chamber and the outlet port.
According to a possible eighth embodiment of the first aspect, the valve needle is configured to move from the closed position to the open position for deflection when the pressure in the fuel chamber exceeds a predetermined threshold.
According to a ninth possible embodiment of the first aspect, the fuel valve further comprises a fuel injection valve, in particular a coolant inlet port for cooling the portion closest to the front end of the fuel valve, a coolant outlet port and a coolant channel.
According to a possible tenth embodiment of the first aspect, the elongated valve housing includes a front portion connected to the rear portion, the axially displaceable valve needle disposed on the front portion, the first bore, the second bore, and the matching longitudinal direction The bore is formed in the rear portion.
According to a possible eleventh embodiment of the first aspect, the fuel valve further comprises a conduit connecting the sealing fluid inlet port to the first bore for sealing the pump piston in the first bore.
According to a second aspect, there is provided a large low-speed two-stroke turbo-charged compression ignition internal combustion engine comprising a fuel valve according to the first aspect of its possible embodiment.
According to a first possible embodiment of the second aspect, the engine comprises a pressurized fuel supply source having a controlled pressure (Pf), a pressurized lubricant supply source with a controlled pressure (Ps) And an ignition liquid supply source.
According to a second possible embodiment of the second aspect, Ps is higher than Pf and Pif is higher than Pf.
According to a possible third embodiment of the second aspect, the engine is configured to ignite the fuel at the time of fuel entry into the main bore inside the nozzle.
According to a third aspect, there is provided a method of operating a large two stroke low speed turbocharged compression ignition internal combustion engine, the method comprising: supplying a pressurized liquid fuel at a first high pressure to a fuel valve of the engine; A fuel valve having a nozzle having a plurality of nozzle holes for connecting the inside of the nozzle to a combustion chamber in the engine cylinder, a nozzle including a base and a long nozzle body, A nozzle connected to a front end of the valve housing, a nozzle having a nozzle closed with a nozzle hole arranged near the tip, supplying an ignition liquid to the fuel valve at a second high pressure, a second high pressure higher than the first high pressure, Controlling the injection of the liquid fuel into the valve needle cooperating with and displaceable with the seat on the nozzle, placing the fuel chamber on the seat, Transferring the continuous flow of ignition fluid to the fuel chamber, causing the ignition liquid to accumulate on the seat during the period that the axially displaceable valve needle lies on the seat, and transferring the axially displaceable valve needle to the seat So that the accumulated ignition liquid is allowed to flow into the hollow injection nozzle immediately in front of the liquid fuel or precisely the precise injection amount of the ignition liquid is applied to the sheet And displacing the axially displaceable valve needle from the seat to initiate a liquid fuel injection event thereby causing the accumulated ignition fluid to enter the hollow fuel injection nozzle simultaneously with the liquid fuel.
According to a first possible embodiment of the third aspect, the liquid fuel ignites in the nozzle with the aid of an ignition liquid.
According to a second possible embodiment of the third aspect, the nozzle is maintained at a temperature above 300 [deg.] C throughout the engine cycle.
Additional objects, features, advantages and characteristics of the gaseous fuel valve and engine according to the present disclosure will become apparent from the detailed description.
In the following detailed description of the present disclosure, the present invention will be described in more detail with reference to the embodiments shown in the following figures.
1 is a front view of a large two-stroke diesel engine according to an exemplary embodiment,
2 is a side view of the large two-stroke engine of Fig. 1,
Figure 3 is a schematic representation of a large two-stroke engine according to Figure 1,
Figure 4 is a graphical representation of an example embodiment of the engine fuel system of Figure 1,
Figure 5 is a cross-sectional view of a schematic representation of an example embodiment of a cylinder top fuel system of the Figure 1 engine,
FIG. 6 is an elevation view of a fuel valve for using an engine according to an exemplary embodiment of FIGS. 1 to 3. FIG.
FIG. 7 is a sectional view of the fuel injection valve shown in FIG. 6,
Figure 7a shows a first embodiment of the enlarged detail view of Figure 7,
Figure 7b shows a second embodiment of the enlarged detail view of Figure 7,
Fig. 7C shows a third embodiment of the enlarged detail view of Fig. 7,
FIG. 7D shows a fourth embodiment of the enlarged detail view of FIG. 7,
8 is another cross-sectional view of the low flash point fuel injection valve shown in FIG. 6,
FIG. 9 is another cross-sectional view of the low flash point fuel injection valve shown in FIG. 6,
FIG. 9A shows an enlarged detail view of FIG. 9,
10 is another cross-sectional view of the low flash point fuel injection valve shown in FIG. 6,
11 is another cross-sectional view of the low flash point fuel injection valve shown in FIG.
In the following detailed description, a compression ignition internal combustion engine will be described with reference to a large two stroke, low speed turbocharging internal combustion (diesel) engine of exemplary embodiments. Figures 1, 2 and 3 illustrate a large low speed turbocharged two stroke diesel engine with a
Stroke diesel (compression ignition) engine having a
The scavenge in the
If the compressor 9 of the
Fig. 4 is a schematic view showing a state in which a supply source 60 (for example, a fuel such as oil-water or a low-flash point fuel such as methanol), a
The
5 shows the top of one of the plurality of cylinders 1 according to an exemplary embodiment. The
In the embodiment (not shown), two or three additional fuel oil valves may be provided in the
The front portion of the
Further, the body of the
The main body of the
The engine is provided with an electronic control device (not shown) for controlling the operation of the engine. The signal line connects the electronic control device to the control valve (96, 98) and the window valve (61).
The electronic control device is configured to set the injection event timing of the
In a configuration using low flash point fuel, the electronic control device opens and closes the
Figure 6 shows a fuel delivery system comprising a
Figures 7, 8, 9, 10 and 11 show cross-sectional views of the
The
The
The axially
The
The
The
The
The
At the start of the injection event, the electronic control device commands the
One or more channels (conduits) 57 fluidly connect the
The
The
When the electronic control device ends the injection event, the electronic control device commands the
The injection event of the liquid fuel is controlled by the electronic control unit (ECU) through the length of the operation timing and the stroke length (flow rate formation) of the
The
In the embodiment (not shown), the
The
In an embodiment, the
The
The
The
The ignition liquid portion flowing into the
The ignition liquid transferred to the gap via the
The dimension of the clearance is precisely controlled and selected such that an appropriate amount of ignition fluid is collected at the bottom of the
Depending on the signal of the electronic control unit ECU, the liquid fuel pressure rises in the
At the end of the injection event, the electronic control unit removes the pressure from the operating
According to the second embodiment, which is essentially the same as the first embodiment described above, the ignition liquid is instead passed to the
According to the third embodiment, which is essentially the same as the above-described embodiments, the ignition liquid is transferred to the
According to the fourth embodiment, which is essentially the same as the above-described embodiments, the ignition liquid is transferred to the
The injection of the liquid fuel is controlled by a
7D, when the
The engine is configured to compress ignite the injected liquid fuel without using any other ignition device with the help of the ignition liquid.
The engine is configured to ignite the liquid fuel upon entry of the main bore within the
In an embodiment, the
The
In an embodiment, the pressure of the lubricating oil supply is controlled pressure Ps, the pressure of the source of liquid fuel is controlled pressure Pf, and Ps is higher than Pf. In this embodiment, the controlled pressure Ps may be lower than the maximum pressure of the
The term " comprising "used in the claims does not exclude other elements or steps. The term "one" or "one" as used in the claims does not exclude a plurality. The electronic control device can perform the functions of various means described in the claims.
Reference signs used in the claims shall not be construed as limiting the scope.
Although the present invention has been described in detail for the purpose of illustration, it is to be understood that such detail is solely for that purpose and may be modified by those skilled in the art without departing from the scope of the present invention.
Claims (18)
A elongated valve housing (52) having a rear end and a front end;
A elongated nozzle body extending from the base 46 to the tip 59 closed and a main bore 55 extending from the base 46 to the closed tip 59, A nozzle 54 including a plurality of nozzle holes 56;
The nozzle (54) disposed at the front end of the elongated valve housing (52) with the base (46) connected to the front end;
A fuel inlet port (53) in said elongated valve housing (52) for connection to a source of pressurized liquid fuel (60);
A valve needle (61) slidably received and axially displaceable in said longitudinal needle bore (64) in said elongated valve housing (52) with a clearance between a valve needle (61) and a needle bore (64) The valve needle 61 having a closed position and an open position and resting on the seat 69 in the closed position and rising from the seat 69 in the open position and biased toward the closed position, (61);
The seat (69) disposed within the elongated valve housing (52) between the fuel chamber (58) in the elongated valve housing (52) and the outlet port (68) in the front end of the elongated valve housing );
The outlet port (68) directly connected to the main bore (55) in the nozzle (54);
The fuel chamber (58) connected to the fuel inlet port (53);
The gap opening to one end of the needle bore (64) with respect to the fuel chamber (58);
A lubricant inlet port 70 for connection to a pressurized lubricant supply 57;
A lubricant supply conduit (47) connecting said lubricant inlet port (70) to said clearance in a first position (P1) along the length of the needle bore (64);
An ignition fluid inlet port 67 for connecting to a source of pressurized ignition fluid 65; And
Extends from said ignition liquid inlet port (67) to said chamber or said gap in a second position (P2) along the length of said needle bore (64) closer to said fuel chamber (58) The ignition fluid conduit (66) being connected to the ignition plug.
Wherein the igniter liquid conduit extends from the ignition liquid inlet port to the fuel chamber at a location adjacent the seat.
Characterized in that the igniter liquid conduit (66) extends from the ignition liquid inlet port (67) to the seat (69).
Characterized in that the opening of the ignition liquid conduit (66) with respect to the seat (69) is closed by the valve needle (61) when the valve needle (61) .
And the main bore (55) opens to the base (46).
Characterized in that the source (65) of the ignition liquid has a pressure which is higher than the pressure of the source (60) of the liquid fuel.
A working fluid port (78) of said elongated valve housing (52) for connecting to a source of pressurized hydraulic fluid (60);
The pump piston (80) received in the first bore (81) in the elongated valve housing (52) with a pump chamber (82) in a first bore (81) on one side of the pump piston (80);
The working piston 83 received in the second bore 84 in the elongated valve housing 52 together with the working chamber 85 in the second bore 84 on one side of the working piston 83;
The pump piston (80) connected to the operating piston (83) and moving together;
Said operating chamber (85) fluidly connected to said working fluid port (78); And
An outlet connected to the fuel chamber (58) through a check valve (74) in the elongated valve housing (52) preventing flow from the pump chamber (82) to the fuel inlet port (53) And a pump chamber (82) having an inlet connected to a port (53).
The fuel chamber 58 surrounds the valve needle 61 and the opening for the seat 69 so that the seat 69 is disposed between the fuel chamber 58 and the outlet port 68 Features a fuel valve.
Wherein the valve needle (61) is configured to move from the closed position to the open position against a bias when the pressure in the fuel chamber (58) exceeds a predetermined threshold.
Further comprising a coolant inlet port, a coolant outlet port, and a coolant flow passage (44) for cooling a portion of the fuel injection valve (50) closest to the front end portion.
The elongated valve housing 52 includes a front portion 33 connected to the rear portion 35, valve needle 61 disposed in the front portion 33 and displaceable in the axial direction, , The second bore (84) and the matching longitudinal bore formed in the rear portion.
Further comprising a conduit (30) connecting the lubricant inlet port (70) to the first bore (81) to seal the pump piston (80) in the first bore (81) (50).
A pressurized fuel supply source 60 having a controlled pressure Pf, a pressurized lubricant supply source 57 having a controlled pressure Ps and a pressurized ignition fluid supply source 65 having a controlled pressure Pif Speed, two-stroke turbocharged compression ignition internal combustion engine.
Wherein Ps is higher than Pf and Pif is higher than Pf.
And ignites the fuel when fuel is injected into the main bore (55) inside the nozzle (54).
Supplying a first high-pressure, pressurized liquid fuel to the fuel valve (50) of the engine;
The fuel valve (50) having a elongated valve housing (52) having a rear end and a front end; And
The fuel valve 50 having the nozzle 54 with a plurality of nozzle holes 56 connecting the interior 55 of the nozzle 54 to the combustion chamber in the cylinder 1 of the engine, The nozzle 54 connected to the elongated valve housing 52 together with the base 46 and the nozzle hole 56 are connected to the tip 59 Said nozzle (54) having said tip (59) closed closely disposed,
Supplying a second high-pressure ignition liquid to the fuel valve (50), wherein the second high pressure is higher than the first high pressure;
Controlling the injection of the liquid fuel to the valve needle (61) cooperating with and displaceable with the seat (69) on the nozzle (54);
And a fuel chamber (58) disposed above the seat (69)
Pressurizing the fuel chamber (58) with the liquid fuel; And
Transferring a continuous flow of ignition fluid to the fuel chamber (58) and ignition liquid accumulating on the seat (69) during the period during which the axially displaceable valve needle (61) , And raising the axially displaceable valve needle (61) from the seat (69) to initiate a liquid fuel injection event, wherein the ignition liquid stored in the nozzle (54) immediately before the liquid fuel Entering;
When the valve needle (61) displaceable in the axial direction is lifted, the injection amount of the ignition liquid is accurately transmitted to the seat (69), and the valve needle (61) displaceable in the axial direction from the seat And causing the ignition liquid to be injected into the nozzle 54 at the same time as the liquid fuel. How it works.
Characterized in that the liquid fuel ignites the interior of the nozzle (54) with the aid of the firing liquid.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DKPA201670955 | 2016-12-01 | ||
DKPA201670955A DK179213B9 (en) | 2016-12-01 | 2016-12-01 | A fuel valve for injecting a liquid fuel into a combustion chamber of a large compression-igniting turbocharged two-stroke internal combustion engine |
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KR20180062943A KR20180062943A (en) | 2018-06-11 |
KR101921490B1 true KR101921490B1 (en) | 2019-02-13 |
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KR1020170157009A KR101921490B1 (en) | 2016-12-01 | 2017-11-23 | A fuel valve and method for injecting a liquid fuel into a combustion chamber of large compression-igniting turbocharged two-stroke internal combustion engine |
Country Status (6)
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EP (1) | EP3330526B1 (en) |
JP (1) | JP6472503B2 (en) |
KR (1) | KR101921490B1 (en) |
CN (1) | CN108131229B (en) |
DK (1) | DK179213B9 (en) |
RU (1) | RU2674868C1 (en) |
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CN109372658B (en) * | 2018-12-10 | 2020-10-13 | 大连理工大学 | Gas injector of gas engine and working method thereof |
DK180001B1 (en) * | 2018-12-11 | 2020-01-15 | MAN Energy Solutions | A large two-stroke compression-ignited internal combustion engine with fuel injection system for a low flashpoint fuel and a fuel valve therefore |
DK180633B1 (en) * | 2020-01-24 | 2021-11-04 | Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland | Internal combustion engine system |
US11384721B1 (en) * | 2021-02-04 | 2022-07-12 | Caterpillar Inc. | Dual fuel system having dual fuel injector and engine operating method |
Citations (1)
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WO2013086427A1 (en) | 2011-12-07 | 2013-06-13 | Quantlogic Corporation | A fuel injector for multi-fuel injection with pressure intensification and a variable orifice |
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DE3012418A1 (en) * | 1980-03-29 | 1981-10-08 | Klöckner-Humboldt-Deutz AG, 5000 Köln | Fuel injection nozzle for IC engine - has second fuel passage for pilot fuel injection |
JPS6184166U (en) * | 1984-11-07 | 1986-06-03 | ||
JPS6365855U (en) * | 1986-10-20 | 1988-04-30 | ||
JPH01162072U (en) * | 1988-05-02 | 1989-11-10 | ||
SU1650933A1 (en) * | 1989-03-20 | 1991-05-23 | Всесоюзный научно-исследовательский институт природных газов | Gas diesel liquid and gas fuel feed system |
JPH06159182A (en) * | 1992-11-25 | 1994-06-07 | Mitsubishi Heavy Ind Ltd | Dual fuel type injection system |
US5899229A (en) * | 1996-07-25 | 1999-05-04 | Cooper Industries, Inc. | Torch valve assembly |
US6364282B1 (en) * | 1998-12-04 | 2002-04-02 | Caterpillar Inc. | Hydraulically actuated fuel injector with seated pin actuator |
DE10330511A1 (en) * | 2003-07-05 | 2005-02-10 | Man B & W Diesel Ag | Internal combustion engine |
JP5693189B2 (en) * | 2010-12-08 | 2015-04-01 | 三菱重工業株式会社 | Fuel injection apparatus for internal combustion engine and fuel injection method for internal combustion engine |
DK178149B1 (en) * | 2013-10-30 | 2015-06-29 | Man Diesel & Turbo Deutschland | A Fuel Valve for Pilot Oil Injection and for Injecting Gaseous Fuel into the Combustion Chamber of a Self-Igniting Internal Combustion Engine |
DK178521B1 (en) * | 2014-10-17 | 2016-05-09 | Man Diesel & Turbo Deutschland | A fuel valve for injecting gaseous fuel into a combustion chamber of a self-igniting internal combustion engine, engine, method and use |
DK178519B1 (en) * | 2014-10-17 | 2016-05-09 | Man Diesel & Turbo Deutschland | A fuel valve for injecting gaseous fuel into a combustion chamber of a self-igniting internal combustion engine and method |
DK178656B1 (en) * | 2015-03-20 | 2016-10-17 | Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland | Fuel valve for injecting a low flashpoint fuel into a combustion chamber of a large self-igniting turbocharged two-stroke internal combustion engine |
DK178674B1 (en) * | 2015-03-20 | 2016-10-24 | Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland | Fuel valve for injecting a low flashpoint fuel into a combustion chamber of a large self-igniting turbocharged two-stroke internal combustion engine |
-
2016
- 2016-12-01 DK DKPA201670955A patent/DK179213B9/en active
-
2017
- 2017-11-23 KR KR1020170157009A patent/KR101921490B1/en active IP Right Grant
- 2017-11-27 EP EP17203729.3A patent/EP3330526B1/en active Active
- 2017-11-29 CN CN201711221989.9A patent/CN108131229B/en active Active
- 2017-11-30 RU RU2017141730A patent/RU2674868C1/en active
- 2017-12-01 JP JP2017231809A patent/JP6472503B2/en active Active
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013086427A1 (en) | 2011-12-07 | 2013-06-13 | Quantlogic Corporation | A fuel injector for multi-fuel injection with pressure intensification and a variable orifice |
Also Published As
Publication number | Publication date |
---|---|
EP3330526B1 (en) | 2019-07-31 |
DK201670955A1 (en) | 2018-02-05 |
CN108131229B (en) | 2019-09-06 |
RU2674868C1 (en) | 2018-12-13 |
JP2018091334A (en) | 2018-06-14 |
CN108131229A (en) | 2018-06-08 |
DK179213B1 (en) | 2018-02-05 |
DK201670955A9 (en) | 2018-04-16 |
DK179213B9 (en) | 2018-04-16 |
KR20180062943A (en) | 2018-06-11 |
JP6472503B2 (en) | 2019-02-20 |
EP3330526A1 (en) | 2018-06-06 |
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