NO20170671A1 - Method and control device for operating a gas engine - Google Patents

Method and control device for operating a gas engine Download PDF

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Publication number
NO20170671A1
NO20170671A1 NO20170671A NO20170671A NO20170671A1 NO 20170671 A1 NO20170671 A1 NO 20170671A1 NO 20170671 A NO20170671 A NO 20170671A NO 20170671 A NO20170671 A NO 20170671A NO 20170671 A1 NO20170671 A1 NO 20170671A1
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Norway
Prior art keywords
gas
exhaust gas
cylinders
air mixture
fed
Prior art date
Application number
NO20170671A
Inventor
Christian Kunkel
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Man Diesel & Turbo Se
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Publication date
Application filed by Man Diesel & Turbo Se filed Critical Man Diesel & Turbo Se
Publication of NO20170671A1 publication Critical patent/NO20170671A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Description

Method and control device for operating a gas engine
The invention relates to a method for operating a gas engine and to a control device for carrying out the method.
From practice, gas engines with an exhaust gas catalytic converter and an exhaust gas recirculation are known, wherein exhaust gas, which develops during the combustion of a gas/air mixture in cylinders of the gas engine, is conductible via the exhaust gas catalytic converter, and wherein a part of the exhaust gas leaving the cylinders is recirculateable via the exhaust gas recirculation in the direction of the cylinders or mixable with a gas/air mixture to be fed to the cylinders.
Furthermore, gas engines according to the lean combustion method (overstoichiometric) are known, the cylinders of which either comprise exclusively a main combustion chamber or additionally to a main combustion chamber, a precombustion chamber, wherein in the case of gas engines the cylinders of which comprise a main combustion chamber and a precombustion chamber, a gas/air mixture is ignited in the precombustion chamber, which ignites the gas/air mixture fed to the respective main combustion chamber of the respective cylinder. This method is particularly advantageous when fuel is additionally fed to the precombustion chamber or prechamber. This is called a scavenged prechamber. Here, merely fuel (generally gas) is fed to the prechamber. The oxygen needed for the combustion flows out of the main combustion chamber into the prechamber during the compression phase via the overflow bores of the prechamber. In this case, the composition of the overflowing mass corresponds to that of the main combustion chamber. The advantage of the scavenged prechamber combustion method consists in that the combustion chamber is thus subdivided into a richer region (prechamber) and into a lean region. Because of the richer region in the prechamber rapid inflammation is created which, by means of the energy-rich torch jets passing over into the main combustion chamber, rapidly inflames this lean main combustion chamber. Since the main combustion chamber is very lean, only minor nitrogen oxide emissions develop and there is only a low knocking tendency, as a result of which high performance densities and high efficiencies are made possible. In total, the engine is operated in a lean manner as a result of which a catalytic exhaust gas cleaning according to the three-way principle is not possible.
There is a need for a method with the help of which a gas engine, the cylinders of which comprise a main combustion chamber and a precombustion chamber, and which comprises an exhaust gas catalytic converter and an exhaust gas recirculation, can be operated with high efficiency of the engine and low knocking tendency as well as effective exhaust gas cleaning in the region of the exhaust gas catalytic converter.
Starting out from this, the invention is based on the object of creating a new type of method and a control device for operating a gas engine.
This object is solved through a method according to Claim 1. According to the invention, the engine, in a first operating strategy, is operated in such a manner that exhaust gas conducted via the exhaust gas recirculation is conducted in the direction of the main combustion chambers of the cylinders, so that the gas/air mixture to be fed to the main combustion chambers contains exhaust gas; that exhaust gas conducted via the exhaust gas recirculation is not conducted in the direction of the precombustion chambers of the cylinders, so that the gas/air mixture to be fed to the precombustion chambers does not contain any exhaust gas; and that the gas proportion of the gas/air mixture to be fed to the main combustion chambers of the cylinders is controlled in such a manner that the combustion in the cylinders in total takes place at a stoichiometric combustion air ratio or a lambda value of 1.
The gas/air mixture fed to the main combustion chambers of the cylinders is mixed with exhaust gas in the first operating strategy of the engine. The gas/air mixture to be fed to the precombustion chambers of the cylinders by contrast is not mixed with exhaust gas. An effective ignition of the gas/air mixture in the precombustion chambers of the cylinders and in the main combustion chambers of the cylinders is possible. Preferentially, the gas/air mixture is injected into the prechamber under high pressure during the compression phase, as a result of which the mixture flowing in from the main combustion chamber is displaced with recirculated exhaust gas and the inflammation in the prechamber thus further optimised.
By scavenging the precombustion chambers with an exhaust gas-free gas/air mixture, a maximum of ignition energy and kinetic energy can be transferred into the main combustion chambers of the cylinders. Through the exhaust gas of the gas/air mixture to be fed to the main combustion chambers of the cylinders, the main combustion chambers of the cylinders are inertized, as a result of which lower combustion temperatures, a lower knocking tendency and lower component temperatures materialize.
The effect of the exhaust gas proportion of the gas/air mixture in the main combustion chambers of the cylinders slowing down the combustion can be offset by the gas/air mixture in the precombustion chambers of the cylinders, namely in that via the gas/air mixture of the precombustion chambers maximum ignition energy and maximum kinetic energy can be introduced into the main combustion chambers. Because of the fact that the gas proportion of the gas/air mixture to be fed to the main combustion chambers of the cylinders is controlled in such a manner that in the cylinders a lambda value of 1 is present and accordingly the same have a stoichiometric combustion air ratio, the exhaust gas catalytic converter located downstream of the gas engine, which preferentially is a three-way exhaust gas catalytic converter, is operated with maximum efficiency. Accordingly, the advantages of the aforementioned lean combustion method with gas-scavenged prechamber (low component and exhaust gas temperature with high efficiency through low knocking tendency) can be combined with the advantages of a lambda 1 combustion method with three-way catalytic converter (lowest emissions).
According to an advantageous further development of the invention, the gas/air mixture to be fed to the precombustion chambers of the cylinders has a lambda value between 0.8 and 1.1, wherein the gas proportion of the gas/air mixture to be fed to the main combustion chambers of the cylinders is controlled in such a manner that in the cylinders, balanced across main combustion chamber and prechamber, the gas/air mixture has a stoichiometric combustion air ratio or a lambda value of 1. This further development of the invention allows a particularly advantageous operation of a gas engine with low knocking tendency, high engine efficiency and high effectiveness of the exhaust gas cleaning in the exhaust gas catalytic converter located downstream of the gas engine.
According to an advantageous further development, the gas proportion of the gas/air mixture to be fed to the main combustion chambers of the cylinders is controlled in a second operating strategy in such a manner that the gas/air mixture in the cylinders has a lambda value that is greater than 1. Here, the exhaust gas recirculation is preferentially reduced compared with the first operating strategy in order to mix less exhaust gas with the gas/air mixture to be fed to the main combustion chambers of the cylinders.
The second operating strategy is advantageous in particular when the gas engine is to be operated with fluctuation gas qualities. Here, gas qualities which fluctuate with respect to methane number can be adjusted. Furthermore, the second operating strategy is advantageous when in particular during mobile use of the gas engine emission regulations result in the case of which cost advantages for the customer materialize by the change of operating strategy.
The control device for carrying out the method is defined in Claim 9.
Preferred further developments of the invention are obtained from the subclaims and the following description. Exemplary embodiments of the invention are explained in more detail by way of the drawing without being restricted to this.
It shows:
Fig. 1 a block diagram of a gas engine with exhaust gas
catalytic converter; and
Fig. 2 a detail of Fig. 1 in the region of a cylinder of
the gas engine.
The invention relates to a method for operating a gas engine and to a device for carrying out the method.
Fig. 1 shows a highly schematic block diagram of a gas engine 10 with a plurality of cylinders 11, with an exhaust gas recirculation 12 and an exhaust gas catalytic converter 13. Fig. 2 shows a detail of the gas engine 10 in the region of a cylinder 11 of the same.
Each cylinder 11 of the gas engine 10 comprises a main combustion chamber 14 and a precombustion chamber 15 coupled to the main combustion chamber 14 . In the main combustion chamber 14, a piston 16 of the respective cylinder 11 moves up and down, wherein the piston 16 is coupled via a connecting rod 17 to a crankshaft which is not shown.
A gas/air mixture 18, which is combusted in the main combustion chamber 14 of the respective cylinder 11, can be fed to the main combustion chambers 14 of the cylinders 11 of the gas engine 10. A further gas/air mixture 19 serves for igniting the gas/air mixture 18 of the main combustion chambers 14, which gas/air mixture 19 is fed to the precombustion chambers 15 of the respective cylinder 11 of the gas engine 10 and is ignited in the precombustion chamber 15 via an ignition device 20, wherein the energy of the gas/air mixture 19 ignited in the precombustion chamber 15 of the respective cylinder 11 liberated in the process is introduced into the respective main combustion chamber 14 in order to ignite the gas/air mixture 18 in the respective main combustion chamber 14.
Fig. 2, furthermore, shows an inlet valve 21 for the gas/air mixture 18 to be fed to the main combustion chamber 14 of the shown cylinder 11 and an exhaust valve 22 for exhaust gas 23 developing during the combustion of the gas/air mixture.
As already explained, the gas engine 10 comprises an exhaust gas recirculation 12 and an exhaust gas catalytic converter 13. Exhaust gas 23, which leaves the cylinders 11 of the gas engine 10, is conductible via the exhaust gas catalytic converter 13, which preferentially is a three-way exhaust gas catalytic converter. A part of the exhaust gas 23 is conductible via the exhaust gas recirculation, namely dependent on an opening position of an exhaust gas recirculation valve 24 of the exhaust gas recirculation 12.
Exhaust gas 23 conducted via the exhaust gas recirculation 12 can be cooled with the help of an exhaust gas recirculation cooler 25.
In order to be able to operate such a gas engine 10 with exhaust gas catalytic converter 13 and exhaust gas recirculation 12 with high efficiency, low knocking tendency of the gas engine 10 and effective exhaust gas aftertreatment in the exhaust gas catalytic converter 13, the gas engine 10 is operated in a first operating strategy according to the invention.
In the operating strategy according to the invention, exhaust gas 23 conducted via the exhaust gas recirculation 12 is conducted in the direction of the main combustion chambers 14 of the cylinders 11, so that the gas/air mixture 18 to be fed to the main combustion chambers 14 contains exhaust gas. Exhaust gas 23 conducted via the exhaust gas recirculation 12, by contrast, is not conducted in the direction of the precombustion chambers 15 of the cylinders 11, so that the gas/air mixture 19 to be fed to the precombustion chambers 15 does not contain any exhaust gas. The gas proportion of the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinders 11 is controlled in such a manner that the combustion in the cylinders 11 takes place at a stoichiometric combustion air ratio or a lambda value of 1. Accordingly, a gas/air mixture 18 consisting of gas 26 and charge air 27 mixed with exhaust gas 23 is fed to the main combustion chambers 14 of the cylinders 11 of the gas engine 10 in the first operating strategy, whereas an exhaust gas-free gas/air mixture 19 consisting of gas 2 6 and charge air 27 is fed to the precombustion chambers 15 of the cylinders 11. Furthermore, the gas proportion of the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinders 11 of the gas engine 10 is controlled in such a manner that in the cylinders 11 the gas/air mixture has a stoichiometric combustion air ratio or a lambda value of 1. By combining these measures of the first operating strategy, the gas engine 10 can be operated with high efficiency and low knocking tendency as well as with high effectiveness of the exhaust gas cleaning in the exhaust gas catalytic converter 10.
In the first operating strategy, the exhaust gas flow 23 conducted via the exhaust gas recirculation 12, which is cooled via the exhaust gas recirculation cooler 25, is adjusted fixed dependent on the current operating point of the gas engine 10, namely by suitable adjusting of the exhaust gas recirculation valve 24. The set point position of the recirculation valve 24 is ideally stored in a characteristic map of the engine control. In the first operating strategy of the gas engine, in which the same accordingly can be operated in different operating points or load points, a fixed exhaust gas flow 23 dependent on the operating point is accordingly admixed with the gas/air mixture 18 via the exhaust gas recirculation 12, namely dependent on the opening position of the exhaust gas control valve 24.
The gas proportion of the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinders 11 is adjusted via one or more gas valves 29, which is activated by a control device 30, namely in such a manner that in the cylinders 11 the gas is combusted in the cylinders 11 at a stoichiometric combustion air ratio or a lambda value of 1. A lambda probe 31, which is positioned upstream of the exhaust gas catalytic converter 13 serves for this lambda control, and which analysis the exhaust gas 23 leaving the gas engine 10, wherein dependent on the measurement signal of the lambda probe 31 the control device 30 adjusts the gas control valve 2 9 and thus the gas proportion of the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinders 11 of the gas engine 10 in such a manner that in the cylinders 11 a stoichiometric combustion air ratio or a lambda value of 1 is present.
By way of admixing the preferentially cooled exhaust gas 23 via the exhaust gas recirculation 12 with the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinders, the main combustion chambers 14 of the cylinders 11 of the gas engine 10 are inertized. Because of this, lower combustion temperatures, lower component temperatures and knocking tendency for the gas engine 10 are obtained. Because of the fact that the gas/air mixture 19 fed to the precombustion chambers 15 is exhaust gas-free and accordingly has a different gas/air mixture composition, the gas/air mixture 19 can be ignited in the precombustion chambers 15 of the cylinders 11 of the gas engine 10 for ensuring a maximum rate of combustion subject to introducing a maximum of ignition energy and kinetic energy include the main combustion chambers 14. In this way it is possible to offset the effect of the exhaust gas proportion in the gas/air mixture 18 which slows down the combustion of the gas in the main combustion chambers 14. Because of the fact that the gas proportion of the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinders 11 of the gas engine 10 is controlled subject to ensuring a lambda value of 1 or a stoichiometric combustion air ratio, the exhaust gas catalytic converter 13 can effectively clean exhaust gas.
Pref erentially, the gas/air mixture 19 to be fed to the precombustion chambers 15 of the cylinders 11 of the gas engine 10, which is exhaust gas-free, has a lambda value between 0.8 and 1.1, preferentially a lambda value between 0.8 and 0.9. This is particularly advantageous for ensuring a maximum rate of combustion and the input of a maximum of emission energy and kinetic energy into the main combustion chambers 14. The gas/air mixture 18 to be fed to the main combustion chambers 14, which in the first operating strategy is intermixed with exhaust gas 23 has a different lambda value which is dependent on the lambda value of the gas/air mixture 19 fed to the precombustion chambers 15. The gas proportion of the gas/air mixture 18 to be fed to the main combustion chambers 14 is controlled via the lambda control, namely in such a manner that in the cylinders 11 inclusive of prechamber in total a stoichiometric combustion air ratio and thus a combustion at a lambda value of 1 is present.
In a second operating strategy of the gas engine 10 it can be provided to adjust the gas proportion of the gas 26 in the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinders 11 of the gas engine 10 in such a manner that in the cylinders 11 a lambda value that is greater than 1 is present, wherein the gas engine 10 in this second operating strategy is then operated as a lean engine with a lean gas/air mixture. In the second operating strategy the gas/air mixture 18 to be fed to the main combustion chambers 14 can likewise be mixed with exhaust gas 23, which is conducted via the exhaust gas recirculation 12, wherein however compared with the first operating strategy the gas quantity conducted via the exhaust gas recirculation 12 is reduced, namely by greater closing of the exhaust gas recirculation valve 24, in order to mix less exhaust gas with the gas/air mixture 18 to be fed to the main combustion chambers 14 of the cylinder 11. If appropriate, the exhaust gas recirculation valve 24 can be completely closed so that in the second operating strategy the gas/air mixture 18 of the main combustion chambers 14 then contains no exhaust gas. The second operating strategy is advantageous in particular when the gas engine 10 is operated with fluctuating gas quality and in particular when, in particular during mobile use of the gas engine, different emission regulations apply, for the adherence of which a change of operating mode generates advantages for the customer.
Fluctuating gas qualities can be offset, in particular adjusted by way of activating or adjusting the opening position of the exhaust gas recirculation valve 24.
The invention can be employed with exhaust gas supercharged and non-exhaust gas-supercharged gas engines. The exhaust gas supercharging can take place in a single stage or multiple stages, in particular in two stages. The exhaust gas recirculation 12 in the case of exhaust gas supercharged gas engines 10 can be embodied as low-pressure exhaust gas recirculation or as high-pressure exhaust gas recirculation, wherein in the case of a low-pressure exhaust gas recirculation the exhaust gas 23 of the exhaust gas recirculation 12 is mixed upstream of a compressor and in the case of a high-pressure exhaust gas recirculation the exhaust gas 23 of the exhaust gas recirculation 22 is mixed with charge air 27 downstream of a compressor.
The invention, furthermore, relates to the control device 30 for the automated carrying out of the method. The control device 30 comprises means for carrying out the method. These include hardware means such as data interfaces for the exchange of data with the assemblies involved in carrying out the method, in particular with the lambda probe 31 and the gas control valve 2 9, a memory for data storage and a processor for data processing as well as software means such as program modules.
The invention is preferentially employed with gas engines which are operated on ships.

Claims (9)

1. A method for operating a gas engine (10) with an exhaust gas catalytic converter (13) and with an exhaust gas recirculation (12), wherein the gas engine (10) comprises cylinders (11), which comprise a main combustion chamber (14) and a precombustion chamber (15), wherein exhaust gas (23) leaving the cylinders (11) can be conducted via the exhaust gas catalytic converter (13), and wherein a part of the exhaust gas (23) leaving the cylinders can be conducted via the exhaust gas recirculation (12) in the direction of the cylinders (11),characterized in thatin a first operating strategy the gas engine (10) is operated in such a manner that exhaust gas (23) conducted via the exhaust gas recirculation (12) is conducted in the direction of the main combustion chambers (14) of the cylinders, so that the gas/air mixture (18) to be fed to the main combustion chambers contains exhaust gas; exhaust gas (23) conducted via the exhaust gas recirculation is not conducted in the direction of the precombustion chambers (15) of the cylinders, so that the gas/air mixture (19) to be fed to the precombustion chambers does not contain any exhaust gas; the gas proportion of the gas/air mixture (18) to be fed to the main combustion chambers (14) of the cylinders (11) is controlled in such a manner that the combustion in the cylinders (11) takes place at a stoichiometric combustion air ratio or a lambda value of 1.
2. The method according to Claim 1,characterized in thatthe exhaust gas flow conducted via the exhaust gas recirculation (12) is adjusted fixed with an exhaust gas recirculation control valve (24) dependent on the operating point on the gas engine.
3. The method according to Claim 1 or 2,characterized inthat the exhaust gas flow conducted via the exhaust gas recirculation (12) is cold by way of an exhaust gas recirculation cooler (25).
4. The method according to any one of the Claims 1 to 3,characterized in thatthe gas proportion of the gas/air mixture (18) to be fed to the main combustion chambers (14) of the cylinders (11) is controlled dependent on a measurement signal of a lambda probe (31) positioned upstream of the exhaust gas catalytic converter (13) .
5. The method according to any one of the Claims 1 to 4,characterized in thatthe gas/air mixture (19) to be fed to the precombustion chambers (15) of the cylinders (11) has a lambda value between 0.8 and 1.1, and in that the gas proportion of the gas/air mixture (18) to be fed to the main combustion chambers (14) of the cylinders (11) is controlled in such a manner that the combustion in the cylinders (11) takes place at a stoichiometric combustion air ratio or a lambda value of 1.
6. The method according to Claim 5,characterized in thatthe gas/air mixture to be fed to the precombustion chambers (15) of the cylinders (11) has a lambda value between 0.8 and 0.9.
7. The method according to any one of the Claims t to 6,characterized in thatin a second operating strategy the gas proportion of the gas/air mixture to be fed to the main combustion chambers (14) of the cylinders (11) is controlled in such a manner that the combustion in the cylinders (11) takes place at a lambda value that is greater than 1.
8. The method according to Claim 7,characterized in thatin the process the exhaust gas quantity conducted via the exhaust gas recirculation (12) is reduced compared with the first operating strategy, so that the gas/air mixture (18) to be fed to the main combustion chambers (14) of the cylinders (11) comprises less exhaust gas.
9. A control device of an engine,characterized bymeans for carrying out the method according to any one of the Claims 1 to 8.
NO20170671A 2016-04-22 2017-04-21 Method and control device for operating a gas engine NO20170671A1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016206856.3A DE102016206856A1 (en) 2016-04-22 2016-04-22 Method and control device for operating a gas engine

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