WO2011002352A1 - Procédé permettant d'améliorer l’oxydation tardive dans un moteur à combustion interne à deux combustibles du type diesel et moteur à combustion interne à deux combustibles du type diesel fonctionnant selon un tel procédé - Google Patents

Procédé permettant d'améliorer l’oxydation tardive dans un moteur à combustion interne à deux combustibles du type diesel et moteur à combustion interne à deux combustibles du type diesel fonctionnant selon un tel procédé Download PDF

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Publication number
WO2011002352A1
WO2011002352A1 PCT/SE2009/000351 SE2009000351W WO2011002352A1 WO 2011002352 A1 WO2011002352 A1 WO 2011002352A1 SE 2009000351 W SE2009000351 W SE 2009000351W WO 2011002352 A1 WO2011002352 A1 WO 2011002352A1
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WIPO (PCT)
Prior art keywords
fuel
combustion
injection
combustion chamber
diesel
Prior art date
Application number
PCT/SE2009/000351
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English (en)
Inventor
Ingemar Magnusson
Original Assignee
Volvo Technological Development Corporation
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Publication date
Application filed by Volvo Technological Development Corporation filed Critical Volvo Technological Development Corporation
Priority to PCT/SE2009/000351 priority Critical patent/WO2011002352A1/fr
Publication of WO2011002352A1 publication Critical patent/WO2011002352A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F02D19/0631—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position by estimation, i.e. without using direct measurements of a corresponding sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0652—Biofuels, e.g. plant oils
    • 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

Definitions

  • This invention relates to a method for enhancing late oxidation in a dual fuel internal combustion engine of the diesel-type and to a dual fuel internal combustion engine of the diesel-type operable according to such method.
  • Dual fuel internal combustion engines of the diesel-type usually comprise a combustion chamber being at least partly delimited by a piston, a first fuel supply for a first fuel, said first fuel supply being located in the combustion chamber or in an inlet port thereof, and a second fuel supply for a second fuel.
  • a known method to operate these engines comprises the steps of:
  • Such a method may generally be described as an operation mode distinguished by homogeneous ignition and combustion of the remaining fuel.
  • a homogeneous combustion mode for briefness, in the following such a method will be referred to as a "homogeneous combustion mode".
  • the present invention relates to the field of dual fuel engines of the diesel-type, in particular such that are suitable for heavy load.
  • the present invention relates to such diesel-type engines, but which have been adapted for use with fuels other than diesel.
  • fuels other than diesel other than diesel.
  • a diesel- type engine is in a broader meaning that type of engine which would function satisfactory with conventional diesel fuel.
  • US 2007/0256665 describes a method of operating an internal combustion engine according to a homogeneous combustion mode. The method comprises the steps of: supplying a first fuel to a combustion chamber to form a substantially homogeneous mixture, and compressing said mixture with the piston in the combustion chamber to cause auto-ignition of the mixture.
  • a problem with engines of the above-mentioned type is that they may suffer from problems with incomplete combustion in low temperature regions of the combustion chamber, such as regions close to the walls thereof. Incomplete combustion is a factor which may increase unwanted HC and CO exhaust emissions from the engine.
  • the method should diminish the problems with incomplete combustion as encountered in prior art combustion engines and, to some extent, improve also the fuel efficiency.
  • the method should enable fuel efficiencies similar to that of a conventional diesel engine.
  • the method should enable combustion with low soot and NOx emissions.
  • the above-mentioned object is achieved by a method for enhancing late oxidation in a dual fuel internal combustion engine of the diesel-type, comprising a combustion chamber being at least partly delimited by a piston, a first fuel supply for a first fuel, said first fuel supply being located in or at the combustion chamber and/or in an inlet port thereof, and a second fuel supply for a second fuel,
  • At least one subsequent injection is used to add kinetic energy to the combustion process.
  • the additional kinetic energy provided by the subsequent injection (or subsequent injections) is preferably supplied in the later stages of the combustion cycle so as to enhance global and local mixing for improved late oxidation.
  • the subsequent injection (or subsequent injections) enhances combustion in low temperature regions of the combustion chamber, such as regions close to the walls thereof, by improving the mixing between low and high temperature regions. Accordingly, the combustion is improved leading to better fuel efficiency and less emission.
  • the first injection of the second fuel into the combustion chamber is sufficient to initiate auto-ignition of the first fuel.
  • the purpose of the subsequent injection (or subsequent injections) is to add kinetic energy creating increased global and local mixing in the combustion chamber. Accordingly, the subsequent injections need not necessarily add any fuel to the combustion process. Any gaseous or liquid matter, which may transfer kinetic energy via an injection thereof and which does not disturb the combustion process, may be used.
  • any liquid which does not disturb the combustion process could be injected, such as e.g. water. It is to be understood however, that with injection of a liquid is meant that the substance is in its liquid phase at the precise moment of injection. Once injected, the liquid will, for typical conditions, transfer to gaseous phase with a rate depending on the combustion chamber conditions, the injection process and the properties of the liquid. Hence, even when the subsequent injections are liquid injections, a large fraction of the kinetic energy is transferred and a large fraction of the turbulence is created by impact of the injected substance while in its gaseous phase.
  • the at least one subsequent injection is an injection of a fuel.
  • the subsequent liquid injection is of the same fuel as the first injection, that is, of the second fuel. As such, no additional constructive or engine design arrangements for the subsequent injections are necessary.
  • the amount of additional kinetic energy supplied by the at least one subsequent injection is variable.
  • the amount of additional kinetic energy supplied by these subsequent injections is variable by varying at least one of: the number of subsequent injections, the injection pressures of the subsequent injections, the durations of the subsequent injections, or the dwell time between subsequent injections.
  • the amount of additional kinetic energy supplied may be varied between subsequent injections of the same combustion cycle, and/or be varied between subsequent injections belonging to different combustion cycles.
  • the amount of kinetic energy supplied by the subsequent injections is varied in accordance with feedback supplied from at least one sensor sensing at least one of: the combustion process, the fuels and their parameters as temperature, pressure, time, quality of fuel, etc. and/or the results of said combustion process including but not limited to the resulting chemical compounds produced by such combustion process and contained in the exhaust gas of the engine.
  • the control of the at least one subsequent injection may then be performed using feedback from said sensor as input. Accordingly, the combustion process may be continuously surveyed and the subsequent injections continuously controlled to improve said combustion process.
  • a first combustion cycle or a first few combustion cycles may be run using selected start parameters for the subsequent injection, whereafter the sensor is used for evaluating said first combustion cycle or the first few combustion cycles, and providing input for the adjustment of the subsequent injection for the following combustion cycles in the normal operational phase of the engine.
  • the combustion process may be adapted for a specific situation.
  • this enables a more robust combustion process, since the subsequent injections may also be adapted if the conditions should vary during continuous operation of the engine.
  • the first combustion cycle or the first few combustion cycles could be run without any subsequent injection at all.
  • the sensor(s) may advantageously be sensor(s) for sensing for instance CO or HC concentrations in the engine exhaust gas.
  • the method may use a sensor for sensing the quality of the combustion.
  • a device for sensing the combustion chamber pressure could be used in combination with a method for a fast evaluation (on a cycle-to-cycle basis) of the heat release.
  • the first fuel is a fuel with high octane number, preferably greater than 90.
  • the first fuel is a gaseous fuel, preferably natural gas or biogas.
  • the second fuel is a fuel with high cetane number, preferably greater than 40.
  • said second fuel is a liquid fuel, preferably diesel oil, bio-diesel or DME (dimethyl ether).
  • said first fuel is pre-mixed with air and/or recycled exhaust gas for forming said charge containing the first fuel.
  • a dual fuel internal combustion engine of the diesel-type comprising:
  • combustion chamber being at least partly delimited by a piston
  • first fuel supply for a first fuel, said first fuel supply being located in or at the combustion chamber and/or in or at an inlet port thereof,
  • At least one injector device for performing a first injection of the second fuel into said combustion chamber to initiate auto-ignition of said second fuel and subsequently said first fuel.
  • the dual fuel internal combustion engine further comprises
  • At least one injector device for performing at least one subsequent, preferably liquid, injection, so as to supply additional kinetic energy into the combustion process to thereby enhance late mixing in the combustion chamber, so as to improve late oxidation during combustion.
  • Auto-ignition typically occurs soon after the start of injection of the second fuel. Initially, a fraction of the second fuel auto-ignites, and generally a substantial amount of the second fuel is combusted before auto-ignition of the first fuel starts.
  • the dual fuel internal combustion engine comprises at least one sensor for providing feedback from the combustion process, wherein the output from said sensor is used for said control of the at least one subsequent (preferably liquid) injection.
  • the dual fuel internal combustion engine comprises a sensor for sensing the quality of the combustion, or the quality of the supplied fuel.
  • Fig. 1 provides a schematic illustration of the rate of heat release curve as a function of time and in relation to the injections in an embodiment of a method in accordance with the invention
  • Figs. 2a to 2c provide a schematic illustration of the combustion process in the combustion chamber in an operation mode distinguished by pre-mixed flame propagation combustion which is also referred to as "flame propagation mode", which is hereby included for reference;
  • Figs. 3a to 3c provide a schematic illustration of the combustion process in the combustion chamber in a homogeneous combustion mode
  • Fig. 4 provides a schematic illustration of a method and a dual fuel internal combustion engine in accordance with a preferred embodiment of the invention.
  • a method of enhancing late oxidation in a dual fuel internal combustion engine of the diesel-type comprising a combustion chamber being at least partly delimited by a piston, a first fuel supply for a first fuel, said first fuel supply being located in or at the combustion chamber and/or in an inlet port thereof, and a second fuel supply for a second fuel, the method comprising the steps of:
  • Fig. 1 is intended to schematically illustrate (in a simplified manner) the timing of the first injection of the second fuel and of the subsequent injections in relation to the rate of heat release.
  • the horizontal dimension represents time, or crank angle interval, during a combustion cycle.
  • the vertical dimension mirrors (i) the rate of heat release of the combustion process when relating to the rate of heat release curve 4, and (ii) the rate of injected fuel mass when relating to the injections 1 , 2.
  • the first of the injections 1, 2 is the "first injection” of the second fuel used for auto-igniting the second fuel to initiate auto-ignition of the first fuel (i.e. the charge containing the first fuel being previously compressed to conditions close to homogeneous charge compression ignition of said first fuel).
  • the first injection 1 of the second fuel hence contributes to triggering the start of the combustion process. Accordingly, the rate of heat release rises quickly immediately after the first injection 1.
  • the following injection is a "subsequent injection" 2, which supplies additional kinetic energy to the combustion process so as to enhance late mixing in the combustion g
  • the subsequent injections 2 may, but need not be of the second fuel. As illustrated in Fig. 1 , the subsequent injection 2 takes place relatively late in the combustion process. In particular, in this case, the subsequent injection is made after the peak of the rate of heat release curve 4.
  • the object of the subsequent injection 2 is to enhance late mixing in the combustion chamber, it may generally be desired to perform the subsequent injection 2 after the peak of the rate of heat release curve 4, when the heat release has started to decline.
  • the object of the subsequent injection 2 is to enhance late mixing of fuel initially trapped in crevice volumes or of compounds that initially only partially oxidise in the combustion chamber, due to wall cooling or other effects, so as to improve late oxidation during combustion.
  • the result of the subsequent injection may be a slight increase in heat release.
  • the number and exact timing of the subsequent injections 2 may be varied. As stated above, there should be at least one subsequent injection 2. Advantageously, there may be at least two subsequent injections. Preferably, the number of subsequent injections is less than ten, more preferred less than five. It is believed that between 1 and 5, preferably between 1 and 3, subsequent injections may be particularly useful.
  • the illustrated first injection 1 and the subsequent injection 2 have the same height and duration, i.e. they all include the same amount of fuel. This is naturally not necessary. Instead, the appearance of the injections may be varied as set out above in the summary of the invention.
  • the subsequent injections 2 may differ from the first injection 1. Moreover, in the case of a plurality of subsequent injections 2 being used, the subsequent injections 2 need not be identical either.
  • Figs 3a to 3c provide a (simplified) schematic illustration of the combustion process in the combustion chamber, for a homogeneous combustion mode.
  • the horizontal axis depicts the spatial position in the combustion chamber, where 0 denotes the centre axis of the chamber, and +/- r the transversal end walls thereof.
  • the vertical axis illustrates the degree of completeness of the local combustion process where zero corresponds to no local combustion and one corresponds to complete local combustion.
  • Fig. 3a illustrates the situation at ignition using a homogeneous combustion mode in accordance with the invention.
  • the combustion process is described to take place in one spatial dimension (the real combustion chamber has a complicated three dimensional geometry).
  • ignition and early combustion takes place in the central parts of the combustion chamber.
  • Figs 3a to 3c are intended to illustrate the homogeneous combustion-type of combustion process which is the combustion method to which the present invention relates.
  • Figs. 2a to 2c which illustrate (in a simplified manner) another type of combustion process, referred to as "flame propagation mode" (typical for engines of the gasoline-type) which is distinguished by pre-mixed flame propagation combustion.
  • flame propagation mode typically for engines of the gasoline-type
  • Fig. 2a illustrates the situation at ignition is similar to the one in Fig. 3a.
  • ignition and early combustion takes place in the centre of the combustion chamber.
  • the subsequent flame propagation is illustrated by the arrows in Figs 2a and 2b.
  • Homogeneous ignition and combustion is sometimes referred to as a type of controlled advantageous auto-ignition process in contrast to uncontrolled auto-ignition that may cause disadvantageous knock.
  • homogeneous combustion-type combustion as in Figs. 3a to 3c, complete combustion in all parts of the combustion chamber is reached quicker than in the pre-mixed flame propagation combustion example of Figs 2a to 2c.
  • the present invention is a method using homogeneous combustion-type combustion as described above.
  • a method of operating a dual fuel internal combustion engine of the diesel-type comprising a combustion chamber being at least partly delimited by a piston, a first fuel supply for a first fuel, said first fuel supply being located in the combustion chamber or in an inlet port thereof, and a second fuel supply for a second fuel, where the method of operation may be switched between a flame propagation mode and a homogeneous combustion-type combustion mode.
  • the switching between modes may be accomplished by adjusting the amount of the second fuel in said first injection of the second fuel into the chamber and/or the timing of the first injection of the second fuel, so as to control the combustion chamber temperature and pressure after auto-ignition of the second fuel such that selection between said first an second operation modes is achieved.
  • the first (ignition) injection of the second fuel should be made using a relatively small amount of fuel. If the amount of second fuel in said first injection of the second fuel is increased to a threshold amount, or exceeding it towards even larger amounts of second fuel, this alters the combustion process in the combustion chamber such that a homogeneous combustion mode is reached. Likewise, if running the engine in a homogeneous combustion mode, decreasing the amount of the second fuel in the first injection of the second fuel to a threshold amount or passing it towards even lower amounts of second fuel alters the combustion process in the combustion chamber such that the flame propagation mode is reached. Hence, the amount of the second fuel in the first injection may be used as a switch between modes.
  • the timing i.e. the point in time when injection starts and the duration of the injection
  • a selection of the homogeneous combustion mode can be made by arranging (i.e. by selecting the timing of injection) the auto-ignition of the second fuel to occur when the piston of the engine is close to a top dead position.
  • a selection of the flame propagation mode can be made by arranging the auto-ignition of the second fuel to occur when the piston of the engine is farther from a top dead position.
  • the switching between operation modes may advantageously be performed at a lambda value (normalised air/fuel ratio) in the combustion chamber being between 1 and 3, preferably between 1.5 and 2.5, most preferably approximately 2.
  • Fig. 4 is a block diagram schematically illustrating the function of a method and dual fuel internal combustion engine in accordance with the invention.
  • a controller 400 is arranged to control combustion cycle initiation 100 and optionally any subsequent injections 500 for a combustion process 200 of a dual fuel internal combustion engine.
  • the combustion cycle initiation 100 which includes the injection of the first fuel and the first injection of the second fuel to initiate auto-ignition of said second fuel and subsequently said first fuel, and the subsequent injections 500 affect the combustion process 200.
  • the combustion process 200 may be evaluated using one or more sensors 300 as described above.
  • the sensor 300 provides feedback to the controller 400 which may adjust the combustion cycle initiation 100 and/or the subsequent injections 500 in accordance with said feedback.
  • one of the sensors 300 is depicted that provides a measure of the function of the combustion process.
  • a sensor or sensors 300 could also be provided for sensing CO or HC concentrations in the engine exhaust gas.
  • a plurality of sensors 300 may be arranged and evaluated for control of the subsequent injections 500.
  • the combustion cycle initiation 100 may optionally be set to control the first injection of the second fuel so as to select between a flame propagation mode and a homogeneous combustion mode of the engine. It is to be understood that many embodiments and alternatives may be encompassed by the enclosed claims.
  • the method relates to a method of operating an internal combustion engine of the diesel-type using two fuels, it is understood that such a method may be periodically used in a diesel-type engine which may during other periods also run on a single fuel. If a single fuel is used in the engine, some methods of operating the internal combustion engine, other than the one described herein, may be used. Hence, the method proposed herein may be one out of a number of operation methods used in one and the same engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un procédé permettant d'améliorer l'oxydation tardive dans un moteur à combustion interne à deux combustibles du type diesel, comportant une chambre de combustion étant au moins partiellement délimitée par un piston, une première alimentation de combustible pour un premier combustible, ladite première alimentation de combustible étant située dans ou au niveau de la chambre de combustion et/ou dans un orifice d'admission de celle-ci, et une seconde alimentation de combustible pour un second combustible, le procédé comportant les étapes consistant à : • prémélanger ledit premier combustible dans ladite chambre de combustion et/ou dans ledit orifice d'admission, • comprimer la charge contenant le premier combustible en des conditions proches de l'allumage par compression de charge homogène dudit premier combustible, • effectuer une première injection du second combustible dans ladite chambre de combustion pour initialiser un autoallumage du second combustible et par la suite dudit premier combustible, comportant par ailleurs l'étape consistant à • effectuer au moins une injection ultérieure, ladite injection ultérieure procurant une énergie cinétique supplémentaire dans le processus de combustion pour ainsi améliorer le mélange tardif dans la chambre de combustion, de manière à améliorer l'oxydation tardive en cours de combustion. L'invention concerne aussi un moteur à combustion interne à deux combustibles du type diesel.
PCT/SE2009/000351 2009-07-03 2009-07-03 Procédé permettant d'améliorer l’oxydation tardive dans un moteur à combustion interne à deux combustibles du type diesel et moteur à combustion interne à deux combustibles du type diesel fonctionnant selon un tel procédé WO2011002352A1 (fr)

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PCT/SE2009/000351 WO2011002352A1 (fr) 2009-07-03 2009-07-03 Procédé permettant d'améliorer l’oxydation tardive dans un moteur à combustion interne à deux combustibles du type diesel et moteur à combustion interne à deux combustibles du type diesel fonctionnant selon un tel procédé

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PCT/SE2009/000351 WO2011002352A1 (fr) 2009-07-03 2009-07-03 Procédé permettant d'améliorer l’oxydation tardive dans un moteur à combustion interne à deux combustibles du type diesel et moteur à combustion interne à deux combustibles du type diesel fonctionnant selon un tel procédé

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US10346592B2 (en) 2014-10-21 2019-07-09 uBiome, Inc. Method and system for microbiome-derived diagnostics and therapeutics for neurological health issues
US10347379B2 (en) 2014-10-21 2019-07-09 uBiome, Inc. Method and system for microbiome-derived characterization, diagnostics and therapeutics for cutaneous conditions
US10347367B2 (en) 2014-10-21 2019-07-09 uBiome, Inc. Method and system for microbiome-derived characterization, diagnostics, and therapeutics for cardiovascular disease conditions
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