KR102058380B1 - A large two-stroke compression-ignited internal combustion engine with dual fuel systems - Google Patents

Abstract

The large two-stroke turbocharging compression ignition manifold internal combustion engine 9 of the crosshead type comprises a first fuel supply injection system 52 for delivering a first type fuel to a cylinder of an engine, and a first fuel supply injection system 52. ) Includes a hydraulic power pump 43 and / or a pressure booster for pressurizing the first type of fuel, a second fuel supply injection system 52 for delivering the second type of fuel to a cylinder of the engine, The fuel supply injection system 52 includes a hydraulic power pump 43 and / or a pressure booster 39 for pressurizing the second type of fuel, the hydraulic pump station 22 comprising a plurality of mechanically driven hydraulic pumps 24, 25. Mechanical drive pumps 24, 25 are driven by a power take-off of the engine. The engine is configured to selectively operate with a first fuel or a second fuel. The hydraulic pumping station 22 is configured to supply hydraulic power to the first fuel supply injection system when the engine operates with the first fuel, and the hydraulic pumping station 22 has a second fuel when the engine operates with the second fuel. And to supply hydraulic power to the supply injection system.

Description

LARGE TWO-STROKE COMPRESSION-IGNITED INTERNAL COMBUSTION ENGINE WITH DUAL FUEL SYSTEMS}

The present disclosure relates to a large two-stroke compression ignition internal combustion engine with a dual fuel system.

Large two-stroke uniflow turbocharging compression ignition internal combustion crosshead engines are commonly used as propulsion systems for large ships or as prime movers for power plants. With its immense size, weight and power output, the engine is very different from a normal combustion engine, and the large two-stroke turbocharged compression internal combustion engine is itself a class.

Large two-stroke compression ignition internal combustion engines traditionally operate on liquid fuels such as fuel oil or heavy oil. However, with increasing environmental concerns, the development of alternative types of fuels such as natural gas, petroleum gas, methanol, ethanol, coal slurry, petroleum coke, etc. has developed. The gas is usually stored in liquid form but injected in gaseous form.

These alternative type fuels are difficult or impossible to handle with conventional fuel pumps. Some are abrasive, such as coal slurries, some are very poorly lubricated, such as gasoline or ethanol, and some require cryogenic temperatures, such as liquefied gases (cryogenic fuels).

In most applications, the engine must be able to operate on existing fuels such as marine diesel or heavy oil and on alternative environmentally friendly fuels such as liquefied gas or ethanol.

Therefore, a dedicated fuel supply injection system is required for each type of fuel used. These two separate fuel injection injection system requirements greatly increase the initial cost for engine configuration, increase engine complexity and maintenance costs.

Therefore, there is a need for an engine that can handle both types of fuel, eliminating or at least reducing the additional cost and complexity.

It is an object of the present invention to provide an engine which overcomes or at least reduces the above mentioned problems.

The above and other objects are achieved by the features of the independent claims. Further implementations are apparent from the dependent claims, the description and the drawings.

According to a first aspect, there is provided a large two-stroke turbocharging compression ignition multi-cylinder internal combustion engine of the crosshead type, the engine comprising:

A first fuel supply injection system for delivering a first type fuel to a cylinder of an engine, the first fuel supply injection system including a hydraulic power pump and / or a pressure booster for pressurizing the first type fuel;

A second fuel supply injection system for delivering a second type of fuel to a cylinder of an engine, the second fuel supply injection system including a hydraulic power pump and / or a pressure booster for pressurizing the second type of fuel; And

A hydraulic pumping station comprising a plurality of mechanically driven hydraulic pumps, wherein the mechanically driven pump comprises a hydraulic pumping station driven by a power take-off of the engine,

The engine is configured to selectively operate with a first fuel or a second fuel,

The hydraulic pumping station is configured to supply hydraulic power to the first fuel supply injection system when the engine operates on the first fuel, and to supply hydraulic power to the second fuel supply injection system when the engine operates on the second fuel. It is composed.

By providing a single hydraulic pumping station that can flexibly power one of the two fuel supply systems, the hydraulic pumping station dedicated to each fuel supply system can be avoided, reducing cost and complexity.

According to a possible embodiment of the first aspect, the engine comprises a hydraulic power exhaust valve actuation system that operates when the engine is operated with both a first type fuel and a second type fuel, wherein the pumping station is configured such that the engine is of a first type. And to supply hydraulic power to the exhaust valve actuation system when operating with fuel and a second type of fuel.

According to a possible embodiment of the first aspect, a selected group of the plurality of mechanical drive pumps exclusively supplies hydraulic power to the exhaust valve actuation system and the first fuel supply injection system, wherein at least one of the plurality of mechanical drive pumps is non-dedicated. The pump selectively provides hydraulic power to the second fuel supply injection system when the engine is operating on the second type of fuel.

According to a possible embodiment of the first aspect, the outlet side first electronic control valve of the non-dedicated pump can be selectively connected to the first conduit or the second conduit, the first conduit connecting the first electronic control valve to the first fuel supply. A second conduit connects the first electronic control valve to the second fuel supply injection system.

According to a possible embodiment of the first aspect, the first hydraulic pressure P1 required for the first fuel supply injection system is at a particular engine operating condition at least lower than the second hydraulic pressure P2 required for the second fuel supply injection system, The first conduit connects with the hydraulic pumping station to the first fuel supply injection system and the second conduit connects with the hydraulic pumping station to the second fuel supply injection system, the first conduit also preferably supplies to the exhaust valve actuation system. do.

According to a possible embodiment of the first aspect, the hydraulic booster pump is arranged in a second conduit which boosts the first pressure P1 delivered by the pumping station to the second pressure P2, wherein the hydraulic booster pump is preferably It is driven by hydraulic motor or electric drive motor.

According to a possible embodiment of the first aspect, the hydraulic pressure reducing valve device is arranged in a first conduit for reducing the second pressure P2 transmitted by the pumping station to the first pressure P1.

According to a possible implementation of the first aspect, a selected group of the plurality of machine driven pumps exclusively supplies hydraulic power to the exhaust valve actuation system and the first fuel supply injection system, and wherein only one or more of the plurality of machine driven pumps The pump provides hydraulic power to the second fuel supply injection system when the engine is operated on a second type of fuel.

According to a possible embodiment of the first aspect, the at least one machine driven pump is a variable displacement hydraulic pump.

According to a possible embodiment of the first aspect, the engine comprises an electronic control unit configured to control the operation of the first fuel supply injection system, the second fuel supply injection system, the exhaust valve actuation system and the hydraulic pumping station; The electronic control device is configured to:

When directed to switch operation from the first type of fuel to the second type of fuel, to convert a portion of the hydraulic power supplied by the hydraulic pumping station from the first fuel supply injection system to the second fuel supply injection system,

Gradually ramp down the first fuel supply injection system,

Gradually ramp up the second fuel supply injection system.

According to a possible implementation of the first aspect, the electronic control unit gradually increases the first fuel supply injection system when instructed to switch operation from the second type of fuel to the first type of fuel, and the second fuel supply injection system. And gradually reduce the portion of the hydraulic power supplied by the hydraulic pumping station from the second fuel supply injection system to the first fuel supply injection system.

According to a possible embodiment of the first aspect, the hydraulic power supplied to the second fuel supply injection system also supplies a hydraulic rotary motor for driving the compressor, the compressor compressing the second type fuel in gaseous form.

According to a possible embodiment of the first aspect, the second fuel supply injection system comprises a hydraulically driven high pressure pump, wherein the high pressure pump comprises at least two pump units and each pump unit is slidably arranged in a single pump cylinder. And a hydraulic power drive piston slidably disposed within the pump piston and the single drive cylinder, the drive piston being connected to the pump piston to drive the pump piston.

According to a possible embodiment of the first aspect, the engine comprises a hydraulic pumping station for controlling hydraulic oil flow to / from a drive cylinder of at least one pump unit and at least one main control valve connected to the tank, wherein the high pressure hydraulic oil source Is preferably a source having a variable and controllable pressure level.

According to a possible embodiment of the first aspect, the engine comprises a heat exchanger or an evaporator connected to the outlet of the hydraulically driven high pressure pump.

According to a second aspect, there is provided an assembly comprising two engines according to the above embodiment, wherein the engines share a single hydraulically driven high pressure pump and a heat exchanger or evaporator.

According to a possible embodiment of the second aspect, the pumping station of each engine comprises at least one non-dedicated pump, the inlet of the non-dedicated pump for one pumping station of the engines having its inlet connected to the tank and filtration of another engine. Selection valves are provided that selectively connect with the system or tanks and filtration systems of the engine.

According to a possible embodiment of the second aspect, the assembly comprises a selection valve that connects the inlet of the non-dedicated pump provided with a selection valve to the tank and filtration system of another engine when the non-dedicated pump is connected to the second fuel supply injection system. Configured to control.

According to a possible implementation of the second aspect, each of the pumping stations of the two engines comprises at least one variable displacement pump, wherein the inlet of the at least one variable displacement pump is a tank and a filtration system of one of the two engines in the assembly. Is connected to.

These and other aspects of the invention will be apparent from the examples described below.

In the following detailed description of the disclosure, the invention is described in more detail with reference to exemplary embodiments shown in the drawings.
1 is a front elevation view of a large two-stroke diesel engine according to one embodiment.
FIG. 2 is a schematic diagram of the FIG. 1 engine including two fuel supply injection systems, an exhaust valve operating system and a hydraulic pumping station.
3 is a schematic diagram showing in more detail two fuel supply injection systems and a valve actuation system.
4-7 are schematic diagrams of another embodiment of the FIG. 1 engine including two fuel supply injection systems, an exhaust valve actuation system and a hydraulic pumping station.
8-10 are schematic diagrams of yet another embodiment of the two engine assemblies of FIG. 1 including four fuel supply injection systems, an exhaust valve actuation system, and a hydraulic pumping station.
FIG. 11 is a graph illustrating fuel supply flow during switching operation from a first type fuel to a second type fuel in an engine according to some embodiments. FIG.
FIG. 12 is a graph showing hydraulic power consumption of each fuel supply injection system during switching operation from the first type fuel to the second type fuel in FIG. 11.

In the following detailed description, a fuel supply system for a large two-stroke low speed turbocharging compression ignition internal combustion engine 9 with a crosshead will be described with reference to an exemplary embodiment. 1 shows a large low speed turbocharging two stroke diesel engine 9 with a turning wheel 7 and a crosshead. In this exemplary embodiment, the engine has six cylinders in a row. Large low speed turbocharging two-stroke diesel engines are typically supported by cylinder frames supported by the engine frame 6 and have four to fourteen cylinders in a row. The engine 9 can be used, for example, as a stationary engine for operation of the main engine of a marine vessel or a generator of a power plant. The total power of the engine may, for example, range from 1,000 to 110,000 kW.

The engine 9 in this embodiment is a two-stroke single-flow compression ignition engine having a scavenging port in the lower region of the cylinder liner 1 and a central exhaust valve 4 on top of the cylinder liner 1. The scavenging passes from the scavenging receiver 2 to the scavenging port of the individual cylinder 1. The piston in the cylinder liner 1 compresses the scavenging, for example high pressure fuel such as gaseous fuel or liquid fuel is injected through the fuel valve of the cylinder cover, followed by combustion and exhaust gas being produced.

When the exhaust valve 4 is opened, the exhaust gas flows through the exhaust duct associated with the cylinder to the exhaust gas receiver 3 and then to the turbine of the turbocharger 5, where the exhaust gas passes through the exhaust conduit. Flows into the atmosphere. The turbine of the turbocharger 5 drives the compressor to which fresh air is supplied via the intake port. The compressor delivers pressurized scavenge to the scavenge conduit leading to the scavenge receiver 2. The scavenge in the scavenge conduit passes through an intercooler that cools the scavenge.

2 is a schematic diagram of an engine 9 including fuel injection systems 52, 53, exhaust valve actuation system 54 and hydraulic pumping station 22. The electronic controller 50 controls the operation of these systems. Although electronic control device 50 is shown as a single device, it may be distributed. The engine 9 and its system can be installed in marine vessels such as LNG carriers and container ships.

The engine 9 is provided with a first fuel supply injection system 53 for a first type fuel such as marine diesel oil or heavy oil.

The engine 9 is provided with a second fuel supply injection system 53 for a second type fuel such as, for example, liquefied petroleum gas (LPG), liquefied natural gas (LNG), and liquefied ethane gas (LEG). These liquefied gases are vaporized prior to injection and injected into the engine in gaseous form. Other fuel types that can be used for the second fuel system include low flash point fuels such as ethane or methanol.

The engine 9 is provided with hydraulic power and an electronically controlled exhaust valve actuation system 54.

The hydraulic pumping station 22 supplies hydraulic power to various hydraulic power consumption devices. The hydraulic pumping station 22 supplies hydraulic power to the first fuel supply injection system 52, the second fuel supply injection system 53, and the exhaust valve operation system 54. Supply. The pumping station 22 is provided with a plurality of machine driven pumps 24, 25. These hydraulic pumps 24, 25 are driven by a power take-off of the engine, for example by a chain or gear drive, which connects the hydraulic pumps 24, 25 to the engine crankshaft.

The pumping station 22 is also provided with two hydraulic startup pumps 26 driven by an electric drive motor. These hydraulic start-up pumps 26 serve to provide hydraulic power and pressure to the engine starting phase. These startup pumps 26 and other electric drive pumps (not shown) may also serve to provide additional hydraulic power when the engine is operating. The power of the start-up pump may be provided through a generator set associated with the engine or other suitable power source such as mains or battery.

The engine 9 is provided with a lubricating oil system and a low pressure hydraulic system. In one embodiment, the low pressure hydraulic system uses filtered lubricant as the hydraulic liquid.

The low pressure pump 29 pressurizes the low pressure hydraulic system. Hydraulic pumping station 22 is provided with hydraulic liquid from a low pressure hydraulic system via a conduit containing filter 28.

The engine 9 is configured to operate on a first type fuel or a second type fuel. When the engine 9 operates on a second type of fuel, it is possible to use a very small amount of first type fuel as the pilot fuel (ignition liquid). However, this very small amount of pilot fuel is not provided by the first fuel supply injection system, but instead is provided by a dedicated pilot oil delivery system which is preferably integrated with the second fuel supply injection system 53.

FIG. 11 is a graph showing the fuel consumption of the first type of fuel over a solid line and the fuel consumption of the second type of fuel over a dotted line. The graph thus shows the operational transition from a first type fuel to a second type fuel. At the beginning of the graph the engine 9 operates on a first type of fuel. At t1 the electronic controller 50 is instructed to change the operation from the first type fuel to the second type fuel, or at t1 the electronic controller 50 changes the operation from the first type fuel to the second type fuel. To decide. Accordingly, the electronic controller 50 gradually reduces the amount of the first type fuel delivered until the amount of the first type fuel becomes zero and the amount of the second type fuel becomes t2, the desired level, and the second type Gradually increase the amount of fuel.

At the same time, the electronic controller 50 controls the pumping station 22 starting at t1 to reduce the amount of hydraulic power supplied to the first fuel supply injection system 52 and supply it to the second fuel supply injection system 53. Increase the amount of hydraulic power that is applied. At t2 the hydraulic power distribution is integrated.

As schematically shown in FIG. 2, the engine 9 is provided with a hydraulic power exhaust valve actuation system 54 which operates when the engine is operated with both a first type fuel and a second type fuel. The pumping station 22 is configured to supply hydraulic power to the exhaust valve actuation system 54 when both the engine 9 is operated with the first type fuel and the second type fuel. The hydraulic power exhaust valve operating system 54 is controlled by the electronic controller 50.

In the embodiment of FIG. 2, the hydraulic pumping station 22 comprises three machine driven hydraulic pumps 24, 25. The pumps are driven by the power take-off of the engine 9. In this embodiment, the mechanically driven hydraulic pumps 24 and 25 are variable displacement pumps controlled by an electronic controller. That is, the capacity of the pump is controlled by the electronic controller 50. The selected group of the plurality of mechanically driven pumps 24 (in the illustrated embodiment, the selected group comprises two mechanically driven pumps 24) is the exhaust valve actuation system 54 and the first fuel supply injection system ( 52) provide hydraulic power exclusively. One or more non-dedicated pumps 25 (in the illustrated embodiment, one non-dedicated pump 25 is shown) of the plurality of mechanically driven pumps are provided when the engine is operated on a second type of fuel. Hydraulic power is selectively provided to the two fuel supply injection system 53.

The first electronically controlled valve 27 on the outlet side of the non-dedicated pump 25 may be selectively connected to the first conduit 32 or the second conduit 33. The first conduit 32 connects the first solenoid control valve 27 to the first fuel supply injection system 52 and the valve actuation system 54, and the second conduit 33 is the first solenoid control valve 27. ) Is connected to the second fuel supply injection system 53. The electronic control device 50 commands the first electronic control valve 27. Therefore, the electronic controller 50 selectively connects the non-dedicated pump 25 to the first conduit 32 or the second conduit 33, thereby providing a first fuel supply injection system 52 from the non-dedicated pump 25. Hydraulic power is selectively supplied to the hydraulic exhaust valve operating system 54 or the second fuel supply injection system 53.

The second fuel supply injection system 53 comprises a heat exchanger or evaporator (designated together with reference numeral 71) connected to the outlet of the hydraulically driven high pressure pump.

The used hydraulic liquid is returned to the tank 61 from the first and second fuel supply injection systems and from the hydraulic exhaust valve actuation system. Low pressure pump 29 supplies hydraulic liquid to various consumer devices including hydraulic pumping station 22 via conduits including filter 28.

3 shows in more detail the first fuel supply injection system 52, the second fuel supply injection system 53 and the hydraulic exhaust valve actuation system 54.

The second fuel supply system 53 includes a fuel storage tank 8 in which a second type fuel is stored. If the fuel is a liquefied gas, it is stored in the cryogenic conditions of the fuel storage tank 8. The feed conduit connects the outlet of the fuel or lubricant storage tank 8 to the high pressure pump 40. The feed pump 10 supports the transport of fuel or lubricant from the storage tank 8 to the inlet of the high pressure pump 40.

The high pressure pump 40 is provided with two or more pump units 41, 42, 43 (the pump unit is shown in Embodiment 3). Each pump unit 41, 42, 43 includes a pump piston 62 slidably disposed in the pump cylinder 61 and a hydraulic power drive piston 46 slidably disposed in the drive cylinder 45, The drive piston 46 is connected to the pump piston 62 to drive the pump piston 62.

Pump piston 62 and pump cylinder 61 form a volumetric pump. In one embodiment, the pump piston 62 and the pump cylinder 61 together with the pump chamber 63 form the so-called cold end of the cryogenic pump unit for pumping liquefied gas.

The pump cylinder 61 is connected to the drive piston of the corresponding pump unit 41, 42, 43 via the piston rod 49. The drive piston 46 divides the interior of the drive cylinder 45 into a drive chamber 48 and a return chamber 47.

The drive cylinder 45 is connected to the hydraulic pumping station 22. The main control valve 19 controls the flow of the high pressure hydraulic liquid to the drive cylinder 45. Main control valve 19 is configured to selectively connect individual drive chambers 48 to conduits 33 or tanks.

Each pump unit 41, 42, 43 includes a pump in the form of a linear volume pump formed by a pump cylinder 61, with the pump piston 62 being received in the pump cylinder to form a pump chamber 63. The pump chamber 63 is connected to the feed conduit 9 via a first one-way valve (not shown) which only flows into the pressure chamber 63. The pump chamber 63 is connected to the supply conduit 18 via a second one-way valve (not shown) which only flows into the pressure chamber 63.

The high pressure pump 40 is a cryogenic pump if the second type fuel is cryogenic fuel, such as LNG or LPG. If the second type fuel is not a cryogenic fuel such as ethanol or the like, the high pressure pump 40 is a conventional linear displacement pump for pumping non cryogenic liquids.

The second fuel supply injection system 53 includes a liquefied gas storage tank 8 in which natural gas or the like is stored in a cryogenic state (used by a conventional storage tank 8 when non-cold fuel is used as the second type fuel). do). The pressure in the LNG storage tank 8 is kept relatively low and constant by allowing vaporized gas to exit from tanks used in boilers or low pressure gas injection engines, such as auxiliary engines of marine vessels. The vaporization process also keeps the liquefied gas in the storage tank at a low temperature. The liquefied gas in the storage tank 8 may be other types besides natural gas, such as ethane or methane.

The feed conduit 9 connects the outlet of the LNG storage tank 8 to the inlet of the high pressure pump 40. The low pressure feed pump 10 supports the transport of liquefied gas from the LNG storage tank 8 to the inlet of the high pressure pump 40. Alternatively, the LNG storage tank 8 can be pressurized so that the low pressure supply pump 10 can be omitted. The transfer conduit 13 connects the outlet of the high pressure pump 40 to the inlet of the high pressure evaporator 14 to carry the high pressure liquefied gas from the high pressure pump 40 to the high pressure evaporator 14. If the second type fuel is not a liquefied gas, the high pressure evaporator is replaced with a heat exchanger 14. The high pressure pump 40 pumps the liquefied gas to the high pressure evaporator 14 via the conveying conduit 13. The high pressure evaporator 14 receives the high pressure liquefied gas and evaporates the liquefied gas using a heat exchanger in the high pressure evaporator 14. The high pressure evaporator 14 exchanges heat between the liquefied gas and a heat exchange medium, such as glycol, which circulates through the circulation circuit 15. The circulation circuit 15 includes a circulation pump 16 and a heater 17. The high pressure evaporation gas leaves the high pressure evaporator 14 through the outlet of the high pressure evaporator 14 connected to the fuel supply conduit 18. The high pressure pump 40, together with the evaporator 14, is called a Pump Vaporizer Unit (PVU) and the reference numeral 71.

The supply conduit 18 connects the outlet of the high pressure evaporator 14 to the fuel injection system inlet of the second fuel supply injection system 53. The conduits branch from the feed conduit 18 to a separate injector 64 configured to inject a second type of fuel into the cylinder 1.

The engine cylinder 1 is provided with a fuel valve 64 for injecting a second type of fuel and a fuel injection valve 23 for injecting a first type of fuel.

The first fuel injection system 52 is provided with hydraulic power via the first conduit 32. The accumulator or compression chamber 67 ensures that a stable pressure is available in various consuming devices of hydraulic power, and the distribution conduit 69 supplies the various consuming devices through the individual control valves 11, 44, 55. .

The first type of fuel is provided from storage tank 12 (service tank) and conveyed to pressure booster 39 via feed conduit 73 by electric drive feed pump 16. The electric drive feed pump 16 allows a pressure of about 4 bar to be maintained in the low pressure portion of the fuel system.

Fuel injection of the first type of fuel is performed by an electronically controlled pressure booster 39, one for each cylinder 1. The pressure booster 39 increases the pressure at a fixed rate from the low pressure (when hydraulic oil is applied) to the high pressure side (fuel side).

The pressure booster 39 is driven by pressurized hydraulic oil. Hydraulic pumping station 22 typically delivers hundreds of bar of high pressure hydraulic fluid. Return fluid is transferred from the cylinder to the tank 61 via conduit 65.

A compression chamber 67 is provided for each pair of cylinders 1 (one of the cylinders is provided with one compression chamber if the engine has an odd number of cylinders). Conduit 69 connects compression chamber 67 to proportional control valve 44, on-off valve 55, and proportional control valve 11.

Each cylinder 1 of the engine 9 is connected to an electronic controller 50 which receives general synchronization and control signals and transmits the electronic control signals to the proportional control valve 44, in particular via signal lines or wires 59. do. There is one management control unit 50 per cylinder 1, or several cylinders 1 can be connected with the same electronic control device 50.

The electronic controller 50 calculates timing, injection rate and fuel injection amount according to the operating conditions of the engine 9. Here, the electronic control device 50 includes information on the rotational position of the crankshaft, the rotational speed of the crankshaft (which can be derived by the electronic control device 50 from the rotational position signal), the ambient temperature, the load, and the temperature of various engine fluids. Receive The electronic controller 50 also adjusts fuel injection timing to reverse the engine. The movement of the spool in the proportional control valve 44 is controlled by the electronic controller 50.

In the stable position the proportional control valve 44 connects the pressure chamber on the low pressure side of the pressure booster 39 to the tank. When the electronic controller 50 transmits a signal for starting fuel injection to a predetermined cylinder, one of the proportional control valves 44 opens to a certain degree, thereby conduit 69 the low pressure side of the pressure booster 39. By connecting to the compression chamber 67 via, a high pressure hydraulic pressure is applied from the pumping station 22 to the low pressure side of the pressure booster 39.

The low pressure side pressure of the pressure booster 39 is generally increased to reach an injection pressure of about 400-1500 bar. The feed conduit 51 carries high pressure fuel from the pressure booster 39 to the fuel injector 23, which injects the first type of fuel by injecting the combustion chamber through the nozzle.

The electronic controller 50 also controls the operation of the exhaust valve 4. The exhaust valve is opened and closed against the force of the air spring by the hydraulic valve actuator 21. The proportional control valve 11 selects the hydraulic valve actuator 21 to the tank 61 via the conduit 77 and the compression chamber 67 to the first conduit 35 or via the conduits 78 and 65. And control proportionally. The electronic controller 50 controls the proportional control valve 11 via a signal line or wire 59. The electronic controller 50 controls the lift timing of the exhaust valve 4 according to the crankshaft position and the engine operating conditions. In the stable position, the proportional control valve 11 connects the hydraulic exhaust valve actuator 21 to the tank 61.

The electronic controller 50 also controls the on / off valve 55 which controls the supply of cylinder lubricant oil pressurized to the cylinder lubricator 57. Based on the operating conditions and the crankshaft position, the electronic controller 50 determines when and how much cylinder lubricant is pumped into the cylinder 1. In the stable position, the on-off valve 55 connects the cylinder lubricator 57 to the tank 61. Given on-off valve 55 receives a signal from electronic controller 50 to pump lubricant into a particular cylinder, on-off valve 55 opens, thus allowing cylinder lube 57 to conduit 69. Connected to the compression chamber 67 via a cylinder, the cylinder lubricator starts pumping lubricant into the cylinder. The electronic controller 50 determines the amount of lubricating oil pumped into the cylinder through the operating length of the on-off valve 55.

Thus, in one embodiment, the first conduit 32 further supplies hydraulic power to the engine cylinder lubrication system. However, it should be noted that the engine cylinder lubrication system generally uses a relatively small amount of hydraulic power compared to the amount of hydraulic power used by the exhaust valve operating system and the fuel injection system (s).

FIG. 4 shows an embodiment substantially the same as the embodiment of FIG. 2 except that a second conduit 33 is provided with a booster pump 34 for increasing the hydraulic pressure supplied to the second fuel supply injection system 53. The first fuel supply injection system 52 may require a lower hydraulic supply pressure P1 in comparison with the hydraulic supply pressure P2 required for the second fuel supply injection system 53. In an embodiment, the supply pressure P1 required for the first fuel supply injection system 52 and the exhaust valve actuation system 54 may follow the engine load and be substantially the same as the pressure P2 at the maximum engine load. Booster pump 34 increases the output pressure of non-dedicated pump 25 from pressure P1 to pressure P2. The booster pump 34 is driven by the hydraulic motor 36 in this embodiment. The hydraulic motor 36 is powered by hydraulic power from the second conduit 33.

FIG. 5 shows an embodiment substantially the same as the embodiment of FIG. 4 except that the booster pump 34 is driven by an electric drive motor 38.

FIG. 6 shows a pressure reducing valve arrangement (10) so that all the mechanically driven pumps 24, 25 supply high pressure P2 and the first fuel supply injection system 52 and the hydraulic exhaust valve actuation system 52 receive low pressure P1. An embodiment substantially the same as the embodiment of FIG. 4 is shown except that 31) is placed in the first conduit 32 to achieve a low pressure P1.

7 is substantially the same as the embodiment of FIG. 2 except that at least one mechanically driven variable displacement pump 20 exclusively supplies the second fuel supply injection system 53 via the second conduit 32. An example is shown. Therefore, the pressure P2 supplied to the second fuel supply injection system 53 may be independently adjusted by adjusting the dedicated variable displacement pump 20 under the control of the electronic controller 50.

8 shows two engine 9 assemblies in which two hydraulic pumping stations 22 share one PVU 71 in common. Two hydraulic pumping stations 22 supply hydraulic power to a single common PVU 71. In order to avoid contamination of one engine hydraulic system with the other engines, the return hydraulic liquid of a single common PVU 71 goes to the tank 61 of one engine and the dedicated variable displacement hydraulic pressure of the hydraulic pumping station 22 for both engines. The pump 20 receives hydraulic liquid from the tank 61 of one engine.

FIG. 9 shows an assembly of two engines 9 which are substantially identical to the assembly of FIG. 8 except that the pumping station is provided with a non-dedicated machine driven pump 25. In order to avoid contamination of hydraulic oil from one engine to another engine, the non-dedicated hydraulic drive pump 25 of one engine pumping station 22 is provided with an electronic control selector valve 30 in its inlet, and the electronic control device 50 ) Optionally provides hydraulic oil from the engine to which the non-dedicated machine drive pump 25 belongs or from another engine. Accordingly, the electronic controller 50 is positioned when the non-dedicated machine drive pump 25 changes the supply from the first fuel supply injection system 52 to the second fuel supply injection system 52 or vice versa. Command the first electronic control valve 27 of the two pumping stations 22 and the electronic control selector valve of one pumping station 22 to change.

FIG. 10 shows an embodiment substantially the same as the embodiment of FIG. 7 except that the present embodiment further includes a hydraulic rotary motor 70 for driving the compressor 72. The compressor 72 compresses the second type fuel in gaseous form for use in the second fuel supply injection system 53. Hydraulic power supplied to the second fuel supply injection system 53 also powers the hydraulic rotary motor 70 that drives the compressor 72.

11 shows the time t (s) in an engine according to any embodiment during an operation transition from 100% operation with a first type fuel (shown in solid line) to 100% operation with a second type fuel (shown in dashed line). The fuel supply flow F (l / s) is shown. It works by gradually reducing the type 1 fuel at t1 while gradually increasing the type 2 fuel. The process continues to gradually reduce the first type fuel operation and gradually increase the second type fuel operation to t2 where the engine operates 100% with the second type fuel. Thus, the transition is completed at t2.

FIG. 12 shows the hydraulic power consumption H (kW) of each fuel supply injection system during switching operation from the first type fuel to the second type fuel of FIG. 11. The hydraulic power consumption of the first fuel system and the exhaust valve operating system are shown in solid lines and the hydraulic power consumption of the second fuel system is shown in dashed lines. The power consumption of the first fuel system and the exhaust valve operating system starts to decrease at t1 until a stable level of t2 is reached, i.e., the fuel transition is completed. The remaining fuel consumption represents the fuel consumption of the exhaust valve actuation system since the first fuel system no longer uses hydraulic power. At t1 the power consumption of the second fuel system starts to increase and reaches a stable level at t2 where the conversion is complete.

The present invention has been described in connection with various embodiments herein. However, other variations to the disclosed embodiments can be understood and practiced by those skilled in the art which practice the invention as claimed from the drawings, the disclosure and the study of the appended claims. In the claims, the word comprising does not exclude other elements or steps, and the indefinite article "a" does not exclude a plurality. The electronic controller can be formed by combining a separate electronic controller. The simple fact that certain measures are cited in different subclaims does not indicate that a combination of them used as a measure cannot be used advantageously. Reference signs used in the claims should not be construed as limiting the scope.

Claims (17)

In the large two-stroke turbocharging compression ignition multi-cylinder internal combustion engine 9 of the crosshead type,
Crankshaft;
A first fuel supply injection system 52 for delivering a first type of fuel to a cylinder 1 of an engine (engine);
A second fuel supply injection system (53) for delivering a second type of fuel to a cylinder (1) of the engine; And
A plurality of mechanically driven hydraulic pumps (24, 25), wherein the mechanically driven hydraulic pumps (24, 25) comprise a hydraulic pumping station (22) driven for power take-off of the engine
The first fuel supply injection system 52 includes a plurality of first hydraulic power pumps 43 and / or pressure boosters 39 for pressurizing the first type fuel,
The second fuel supply injection system 53 includes a plurality of second hydraulic power pumps 43 and / or pressure boosters 39 for pressurizing the second type fuel,
The engine is configured to selectively operate with the first type fuel or the second type fuel,
The hydraulic pumping station 22 supplies the first fuel supply injection system to power the plurality of first hydraulic power pumps and / or pressure boosters 39 when the engine is operated with the first type of fuel. And to supply hydraulic power to the second fuel supply injection system to power the plurality of second hydraulic power pumps and / or pressure boosters 43 when the engine is operated with the second type of fuel. A large two-stroke turbocharging compression ignition multi-cylinder internal combustion engine of the crosshead type, characterized in that it is configured to supply hydraulic power.
The method of claim 1,
And a hydraulic power exhaust valve actuation system 54 that operates when both the engine operates with the first type fuel and the second type fuel, and the pumping station 22 allows the engine to run with the first type fuel. A large two-stroke turbocharged compression ignition multi-cylinder internal combustion engine of the crosshead type, characterized in that it is configured to supply hydraulic power to the exhaust valve actuation system 54 when operating and when operating with the second type of fuel. ).
The method of claim 2,
A selected group of the plurality of mechanical drive pumps 24 is dedicated to providing hydraulic power to the exhaust valve actuation system 54 and the first fuel supply injection system 52, one of the plurality of mechanical drive pumps. The above non-dedicated pump 25 is a large two-stroke turbocross-type turbo, characterized in that to selectively provide hydraulic power to the second fuel supply injection system 53 when the engine is operated with the second type of fuel. Charging compression ignition multi-cylinder internal combustion engine (9).
The method of claim 3,
A first electronically controlled valve 27 on the outlet side of the non-dedicated pump 25 can be selectively connected to either the first conduit 32 or the second conduit 33, the first conduit 32 being the first An electronic control valve 27 is connected to the first fuel supply injection system 52 and the exhaust valve actuation system 54 and the second conduit 33 connects a first electronic control valve 27 to the second fuel. A large two-stroke turbocharging compressed ignition multi-cylinder internal combustion engine (9) of the crosshead type, characterized in that it is connected to a feed injection system (53).
The method according to any one of claims 1 to 4,
The first hydraulic pressure P1 required for the first fuel supply injection system 52 is at a particular engine operating condition that is at least lower than the second hydraulic pressure P2 required for the second fuel supply injection system 53, and the first conduit 32 connects the hydraulic pumping station 22 to the first fuel supply injection system 52 and a second conduit 33 connects the hydraulic pumping station 22 to the second fuel supply injection system 53. A large two-stroke turbocharging compression ignition multi-cylinder internal combustion engine of the crosshead type, characterized in that it is connected.
The method of claim 5,
A hydraulic booster pump 34 is arranged in the second conduit 33, which boosts the first pressure P1 transmitted by the hydraulic pumping station 22 to the second pressure P2. Stroke turbocharging compression ignition multi-cylinder internal combustion engine (9).
The method of claim 6,
The hydraulic pressure reducing valve device 31 is arranged in the first conduit 32 for reducing the second pressure P2 transmitted by the hydraulic pumping station 22 to the first pressure P1. Large two-stroke turbocharged compression ignition multi-cylinder internal combustion engine (9).
The method of claim 2,
A selected group of the plurality of mechanical drive pumps 24 exclusively supplies hydraulic power to the exhaust valve actuation system 54 and the first fuel supply injection system 52, wherein at least one of the plurality of mechanical drive pumps is provided. Variable displacement pump 25 is a large two-stroke turbocharged compression ignition multi-cylinder characterized in that it selectively provides hydraulic power to the second fuel supply injection system 53 when the engine is operated with a second type of fuel. Internal combustion engines (9).
The method of claim 1,
At least one of said machine driven pumps (24, 25) is a variable displacement hydraulic pump.
The method of claim 2,
Electronic control device 50 configured to control the operation of the first fuel supply injection system 52, the second fuel supply injection system 53, the exhaust valve actuation system 54 and the hydraulic pumping station 22. ), The electronic control device 50,
Upon being instructed to switch operation from the first type fuel to the second type fuel, a portion of the hydraulic power supplied by the hydraulic pumping station 22 is transferred from the first fuel supply injection system 52 to the second fuel. To switch to the feed injection system,
Gradually reducing the first fuel supply injection system 52,
A large two-stroke turbocharging compression ignition multi-cylinder internal combustion engine, characterized by gradually increasing the second fuel supply injection system (53).
The method of claim 10,
The electronic control device 50,
Upon being instructed to switch operation from the second type fuel to the first type fuel, a portion of the hydraulic power supplied by the hydraulic pumping station is transferred from the second fuel supply injection system 53 to the first fuel supply injection system. To switch to 52,
Gradually increasing the first fuel supply injection system 52,
A large two-stroke turbocharging compression ignition multi-cylinder internal combustion engine, characterized by gradually reducing the second fuel supply injection system (53).
The method of claim 1,
The second fuel supply injection system 53 includes a hydraulically driven high pressure pump 40, wherein the high pressure pump 40 includes two or more pump units 41, 42, 43 and each pump unit 41, 42 and 43 include a pump piston 62 slidably disposed within a single pump cylinder 61 and a hydraulic power drive piston 46 slidably disposed within a single drive cylinder 45. 46 is a large two-stroke turbocharged compression ignition multi-cylinder internal combustion engine, characterized in that it is connected to the pump piston (62) for driving the pump piston (62).
The method of claim 12,
At least one main control valve 19 connected to the hydraulic pumping station 22 and the tank to control hydraulic oil flow to / from the single drive cylinder 45 of the pump unit 41, 42, 43. A large two-stroke turbocharging compression ignition multi-cylinder internal combustion engine, further comprising: a.
The method of claim 12,
And a heat exchanger (14) or an evaporator (14) connected to the outlet of said hydraulically driven high pressure pump (40).
Comprising two said engines according to claim 14,
The engine is characterized in that it shares a single hydraulically driven high pressure pump (40) with a heat exchanger (14) or an evaporator (14).
The method of claim 15,
The pumping station 22 of each engine includes at least one non-dedicated pump 25, and the inlet of the non-dedicated pump 25 to one pumping station 22 of the engine has its inlet connected to a tank of another engine and And a selection valve (30) for selectively connecting with the filtering system or the tank and filtering system of the engine.
The method of claim 16,
When the non-dedicated pump 25 is connected to the second fuel supply injection system 53, the selector valve 30 which connects the inlet of the non-dedicated pump provided with the selector valve 30 to the tank and the filtering system of the other engine is And configured to control.

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