WO2013153840A1 - ２サイクルガスエンジン - Google Patents

２サイクルガスエンジン Download PDF

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Publication number
WO2013153840A1
WO2013153840A1 PCT/JP2013/052212 JP2013052212W WO2013153840A1 WO 2013153840 A1 WO2013153840 A1 WO 2013153840A1 JP 2013052212 W JP2013052212 W JP 2013052212W WO 2013153840 A1 WO2013153840 A1 WO 2013153840A1
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WO
WIPO (PCT)
Prior art keywords
fuel gas
piston
combustion chamber
gas injection
dead center
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2013/052212
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English (en)
French (fr)
Japanese (ja)
Inventor
石田　裕幸
柚木　晃広
晃洋 三柳
平岡　直大
耕之 駒田
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Mitsubishi Heavy Industries Ltd
Original Assignee
Mitsubishi Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Priority to CN201380015045.XA priority Critical patent/CN104204440B/zh
Priority to US14/382,065 priority patent/US20150047620A1/en
Priority to EP13775611.0A priority patent/EP2837790A4/en
Priority to KR1020147026708A priority patent/KR20140124862A/ko
Priority to KR1020157028760A priority patent/KR20150119975A/ko
Publication of WO2013153840A1 publication Critical patent/WO2013153840A1/ja
Anticipated expiration legal-status Critical
Priority to US15/149,535 priority patent/US20160252011A1/en
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/02—Engines characterised by means for increasing operating efficiency
    • F02B43/04—Engines characterised by means for increasing operating efficiency for improving efficiency of combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/16—Controlling lubricant pressure or quantity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0603—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F02B25/06—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke the cylinder-head ports being controlled by working pistons, e.g. by sleeve-shaped extensions thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • 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
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/04—Gas-air mixing apparatus
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • 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

  • the present invention relates to a two-stroke gas engine.
  • a fuel gas such as natural gas is used as a main fuel
  • a fuel oil such as light oil having a good compression ignition property is used as a pilot fuel, and the fuel oil is injected into a combustion chamber under a high temperature atmosphere to self-ignite.
  • Gas engines are known which burn certain fuel gases.
  • Patent Document 1 discloses a binary fueled diesel engine in which a low cetane number fuel having poor compression ignition properties such as fuel gas is used as a main fuel and a fuel oil having good compression ignition properties is used as a pilot fuel.
  • the engine of this patent document 1 is provided with a fuel gas injection valve and a pilot fuel injection valve provided in a cylinder head, and the fuel gas and pilot fuel are directed from the fuel gas injection valve and the pilot fuel injection valve to the combustion chamber.
  • the pilot fuel fuel oil
  • the main fuel fuel gas
  • Patent Document 2 discloses a gas engine which uses a fuel gas having poor compression ignition properties as a main fuel and diesel fuel such as light oil or kerosene having good compression ignition properties as a pilot fuel.
  • the gas engine of Patent Document 2 includes an intake port and a diesel fuel injection device provided in a cylinder head, and a fuel gas injection device provided in a cylinder peripheral wall. Then, air is introduced into the combustion chamber from the intake port during the intake stroke in which the piston descends, and fuel gas is injected from the fuel gas injection device into the combustion chamber at an appropriate time between the late stage of the intake stroke and the late stage of the compression stroke. It has become.
  • the diesel fuel is injected from the diesel fuel injection device into the combustion chamber at a timing when the piston rises to the vicinity of the top dead center, and the diesel fuel is self-ignited in the combustion chamber to burn the fuel gas as the main fuel. It is configured.
  • the main fuel and the pilot fuel are supplied to the combustion chamber almost simultaneously near the top dead center, so the main fuel injected into the combustion chamber is burned immediately after being stirred. Ru. Therefore, the combustion mode of the main fuel is diffusion combustion. In the case of diffusion combustion, uniform combustion is more difficult than in the case of premixed combustion, and there is a problem that NOx (nitrogen oxide) is easily generated in a high temperature combustion region.
  • the gas engine of Patent Document 2 mentioned above is an invention made for increasing the amount of air taken into the combustion chamber. That is, while the invention of Patent Document 2 has conventionally introduced a mixture of fuel gas and air from the intake port, only the air is sucked from the intake port, and a fuel gas injection device is separately provided. Is configured. Then, the fuel gas injection device injects the fuel gas into the combustion chamber at different timing from the suction stroke to increase the amount of air taken into the combustion chamber from the intake port, thereby improving the engine output. ing.
  • Such a patent document 2 does not disclose any technical idea of suppressing the generation of NOx (nitrogen oxide) by promoting the pre-mixing.
  • the present invention has been made in view of the problems of the prior art as described above, and it is a two-stroke gas engine in which the generation of NOx (nitrogen oxide) is suppressed by promoting the premixing of fuel gas and air. It is intended to be provided.
  • NOx nitrogen oxide
  • the two-stroke gas engine according to the present invention is provided in a cylinder and a cylinder head, a piston housed in the cylinder and defining a combustion chamber between a peripheral wall of the cylinder and the cylinder head, and the cylinder head
  • a fuel gas injection means for injecting a fuel gas into the combustion chamber, an ignition means provided for the cylinder head, for igniting the fuel gas in the combustion chamber, and the piston opened in the peripheral wall of the cylinder
  • a scavenging port for supplying air into the combustion chamber when positioned near a point, and the fuel gas injection means when the piston is in a rising stroke and the piston is positioned 10 ° to 100 ° before top dead center
  • the fuel gas is injected, and the fuel gas is injected by the fuel gas injection means when the piston is located near the top dead center.
  • a fuel gas injection timing control unit configured to cause the fuel gas in the combustion chamber to be ignited by the ignition unit when the piston is positioned near the top dead center; I assume.
  • the fuel gas injection means for injecting the fuel gas into the combustion chamber, the ignition means for igniting the fuel gas in the combustion chamber, and the piston are located near the bottom dead center.
  • the scavenging port for supplying air into the combustion chamber and fuel gas are injected by the fuel gas injection means when the piston is positioned 10 ° to 100 ° before the top dead center, and when the piston is located near the top dead center
  • Fuel gas injection timing control means configured to inject fuel gas by the fuel gas injection means, and ignition timing control in which the fuel gas in the combustion chamber is ignited by the ignition means when the piston is positioned near the top dead center And means.
  • the fuel gas is injected when the piston is positioned 10 ° to 100 ° before the top dead center, and the fuel gas is injected when the piston is positioned near the top dead center, and ignition is performed. Since the fuel gas in the combustion chamber is ignited by the means, the premixing of the injected fuel gas and air is promoted when the piston is positioned 10 ° to 100 ° before the top dead center. . For this reason, the ratio of the diffusion combustion which occupies to the whole combustion falls, and it can control generating of NOx (nitrogen oxide).
  • NOx nitrogen oxide
  • such a two-stroke gas engine of the present invention can be configured only by controlling the injection timing of the fuel gas by the fuel gas injection timing control means constituted by, for example, an engine control unit (ECU). Therefore, it is possible to easily promote pre-mixing in existing two-stroke gas engines without the need for additional equipment and the like.
  • ECU engine control unit
  • the fuel gas injection means separates from the first fuel gas injection means, the first fuel gas injection means injecting the fuel gas into the combustion chamber when the piston is positioned near the top dead center. And a second fuel gas injection means for injecting a fuel gas into the combustion chamber when the piston is positioned 10 ° to 100 ° before top dead center.
  • the fuel gas injection means is configured separately for the first fuel gas injection means and the second fuel gas injection means, the fuel can be used by the first fuel gas injection means and the second fuel gas injection means.
  • the gas injection direction and pressure conditions can be made different. That is, the preferred injection direction of the fuel gas and the injection pressure thereof are different when the piston is positioned 10 ° to 100 ° before the top dead center and when the piston is in the vicinity of the top dead center. Therefore, by configuring the present invention in this way, it is possible to inject the fuel gas into the combustion chamber with the optimal injection direction and injection pressure, regardless of the position of the piston.
  • the fuel gas is injected when the piston is positioned 10 ° to 100 ° before the top dead center to promote the premixing of the fuel gas and the air, and the ratio of the diffusive combustion to the entire combustion can be determined.
  • NOx nitrogen oxide
  • FIG. 1 is a schematic diagram for explaining a two-stroke gas engine according to a first embodiment of the present invention. It is the schematic for demonstrating the 2 cycle gas engine concerning the 2nd Embodiment of this invention.
  • FIGS. 1 and 2 are schematic views for explaining the basic configuration of the two-stroke gas engine of the present invention, (a) is a top view, and (b) is a cross-sectional view.
  • FIGS. 1 and 2 are schematic views for explaining the basic configuration of the two-stroke gas engine of the present invention, (a) is a top view, and (b) is a cross-sectional view.
  • the two-stroke gas engine 1 of the present invention can be advanced and retracted into and from a cylindrical cylinder 2, a cylinder head 3 coupled to the upper end side of the cylinder 2, and the cylinder 2.
  • a piston 4 housed in the A combustion chamber c is defined between the peripheral wall 2 a of the cylinder 2, the cylinder head 3 and the top surface 4 a of the piston 4.
  • symbol 5 in the figure has shown the piston ring.
  • a scavenging port 6 is opened in the peripheral wall 2 a on the lower side of the cylinder 2.
  • the scavenging port 6 is formed at a position above the top surface 4a (indicated by a two-dot chain line in the drawing) of the piston 4 located near the bottom dead center, and the piston 4 is located near the bottom dead center Occasionally, air is supplied from the scavenging port 6 to the combustion chamber c.
  • an exhaust port is opened, and an exhaust valve 7 for opening and closing the exhaust port is provided at the top of the cylinder head 3, and an exhaust valve 7 for opening and closing the exhaust port is provided. The exhaust valve 7 is opened until the piston 4 reaches a position of about 100 ° before top dead center during a scavenging stroke in which the piston 4 is in a rising stroke. Then, the exhaust gas in the previous stroke remaining in the combustion chamber c is scavenged by the air supplied from the scavenging port 6 to the combustion chamber c.
  • the cylinder head 3 is provided with a fuel gas injection device 8 (fuel gas injection means) for injecting the fuel gas 8a into the combustion chamber c.
  • a fuel oil injection device 10 ignition means for injecting a good fuel oil 10a is provided.
  • Two fuel gas injection devices 8 and two fuel oil injection devices 10 are respectively formed at positions separated by 180 ° in the circumferential direction with the cylinder center o as the rotation center.
  • the fuel gas injection device 8 and the fuel oil injection device 10 are each provided with four injection holes. Further, in the present invention, the number of installed fuel gas injection devices 8 and the number of fuel oil injection devices 10 are not particularly limited, and may be one, for example. However, in the present embodiment in which the exhaust valve 7 is provided at the top of the cylinder head 3, the plurality of fuel gas injection devices 8 and fuel oil injection devices 10 are arranged at equal intervals in the circumferential direction. Is preferred.
  • the fuel gas injection device 8 and the fuel oil injection device 10 are connected to an engine control unit (ECU) 12 via a cable 14 as shown in FIGS. 1 and 2. Further, the ECU 12 is connected via a cable 16 to a crank angle sensor 15 that detects the rotation angle of the crankshaft 17. The phase of the piston 4 is detected by receiving a signal applied to the rotation angle of the crankshaft 17 from the crank angle sensor 15. The fuel gas injection device 8 and the fuel oil injection device 10 inject the fuel gas 8a and the fuel oil 10a into the combustion chamber c at a predetermined timing based on the signal transmitted from the ECU 12. Then, as shown in FIG.
  • ECU engine control unit
  • the ECU 12 constitutes the fuel gas injection timing control means in the present invention, and ignites the fuel gas in the combustion chamber c by the fuel injection device 10 when the piston 4 is located near the top dead center. Make up the means.
  • the vicinity of the top dead center means a state where the piston 4 is located in a range of 10 ° before the top dead center to 20 ° after the top dead center.
  • FIG. 3 is a schematic view for explaining the two-stroke gas engine according to the first embodiment of the present invention, in which (a) shows the piston 4 positioned 10 ° to 100 ° before the top dead center. State (b) shows a state in which the piston 4 is located about 5 ° before top dead center, and (c) shows a state in which the piston 4 is located at top dead center.
  • the piston 4 when the piston 4 is in the upward stroke and the piston 4 is positioned 10 ° to 100 ° before top dead center (the state shown in FIG. 3A),
  • the fuel gas 8b is injected from the fuel gas injection device 8 into the combustion chamber c based on the signal transmitted from the ECU 12 (fuel gas injection timing control means) described above.
  • the ECU 12 fuel gas injection timing control means
  • the piston 4 is injected in the process of further rising to near the top dead center.
  • the fuel gas 8b and the air inside the combustion chamber c are mixed to promote premixing.
  • gas-fuel mixture 20 is produced
  • the fuel oil 10a having a good compression ignition property is self-ignited, and the fuel gas 8a injected thereby is also burned.
  • the combustion flame f is produced
  • the combustion flame f propagates to the air-fuel mixture 20 described above, and explosive combustion occurs throughout the combustion chamber c.
  • the two-stroke gas engine 1 of the present embodiment injects the fuel gas 8b when the piston 4 is positioned 10 to 100 degrees before the top dead center, and when the piston 4 is positioned near the top dead center.
  • the fuel gas 8a and the fuel oil 10a are injected. Therefore, the premixing of the fuel gas 8b injected with the air is promoted when the piston 4 is positioned 10 ° to 100 ° before the top dead center, and the mixture 20 is generated.
  • the part is premixed combustion. Therefore, the generation of NOx (nitrogen oxide) can be suppressed as compared with the conventional gas engine in which all of the combustion modes are diffusion combustion.
  • the two-stroke gas engine 1 of the present embodiment is configured only by controlling the injection timing of the fuel gas injection device 8 by the fuel gas injection timing control means configured by the ECU 12. Therefore, it is possible to easily promote the premixing in the existing two-stroke gas engine without the need for additional devices and the like.
  • FIG. 4 is a schematic view for explaining a two-stroke gas engine according to a second embodiment of the present invention, in which (a) shows that the piston 4 is positioned 10 ° to 100 ° before top dead center State (b) shows a state in which the piston 4 is located about 5 ° before top dead center, and (c) shows a state in which the piston 4 is located at top dead center.
  • the two-stroke gas engine 1 of the present embodiment differs from the above-described embodiment in that the fuel gas injection means comprises the first fuel gas injection means (the first fuel gas injection device 8A) and the second fuel gas injection means (the second The fuel gas injection device 8B) is separately configured.
  • the first fuel gas injection devices 8A are disposed, for example, in the same position and in the same direction as the fuel gas injection devices 8 in the above-described embodiment, and in the same number.
  • the second fuel gas injection device 8B is located at an intermediate position between the two first fuel gas injection devices 8A and 8A, and 180 in the circumferential direction centering around the cylinder center o. Two each are formed at a position apart from each other.
  • the first fuel gas injection device 8A and the second fuel gas injection device 8B are connected to the above-described ECU 12 (fuel gas injection timing control means).
  • the second fuel gas injection is performed.
  • the fuel gas 8b is injected from the device 8B toward the combustion chamber c.
  • the piston 4 reaches near the top dead center (for example, about 5 ° before the top dead center) based on a signal transmitted from the ECU 12 (fuel gas injection timing control means)
  • the fuel gas 8a is injected from the first fuel gas injection device 8A toward the combustion chamber c.
  • the fuel oil 10a is injected from the fuel oil injection device 10 substantially simultaneously with the injection of the fuel gas 8a based on the signal transmitted from the ECU 12 (ignition timing control means) It is supposed to be.
  • the fuel gas injection means of the present invention is configured separately for the first fuel gas injection means (first fuel gas injection device 8A) and the second fuel gas injection means (second fuel gas injection device 8B). If so, the fuel gas injection directions can be made different between the first fuel gas injection device 8A and the second fuel gas injection device 8B. Therefore, as shown in FIG. 4, the injection direction of the fuel gas 8b injected from the second fuel gas injection device 8B is lower than the injection direction of the fuel gas 8a injected from the first fuel gas injection device 8A. As a result, the fuel gas 8b can be agitated inside the combustion chamber c to promote the premixing of the fuel gas 8b.
  • the pressure inside the combustion chamber c is lower than when the piston 4 is near the top dead center. Therefore, as the second fuel gas injection device 8B, a suitable injection device different from the first fuel gas injection device 8A and adapted to the working pressure can be adopted.
  • the fuel gas injection means (fuel gas injection device 8) when the piston 4 is in the upward stroke and the piston 4 is positioned 10 ° to 100 ° before top dead center.
  • the fuel gas 8b is injected from the second fuel gas injection device 8B) to promote the premixing of the fuel gas 8b and the air, thereby reducing the ratio of diffusion combustion to the entire combustion, thereby reducing NOx ( It is possible to provide a two-stroke gas engine in which the generation of nitrogen oxides is suppressed.
  • the ignition means is constituted by the fuel oil injection device 10. Then, as described above, based on the signal transmitted from the ECU 12 (ignition timing control means), the fuel oil injection device 10 injects the fuel oil 10a having high compression ignition property into the combustion chamber c under the high temperature atmosphere.
  • the fuel gas in the combustion chamber c is configured to be ignited.
  • the ignition means of the present invention is not limited to this.
  • an ignition plug provided in the cylinder head 3 is used as the ignition means, and the ignition plug is activated based on a signal transmitted from the ECU 12 (ignition timing control means)
  • the fuel gas in the combustion chamber c may be ignited by the spark generated by the spark plug.
  • the two-stroke gas engine of the present invention can be suitably used as an engine for ships, particularly for construction machinery, for large vehicles, for power generation, and the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Ceramic Engineering (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
PCT/JP2013/052212 2012-04-11 2013-01-31 ２サイクルガスエンジン Ceased WO2013153840A1 (ja)

Priority Applications (6)

Application Number Priority Date Filing Date Title
CN201380015045.XA CN104204440B (zh) 2012-04-11 2013-01-31 二冲程燃气发动机
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EP13775611.0A EP2837790A4 (en) 2012-04-11 2013-01-31 TWO STROKE GAS ENGINE
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KR1020157028760A KR20150119975A (ko) 2012-04-11 2013-01-31 2 사이클 가스 엔진
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CN106014601A (zh) 2016-10-12
CN106014601B (zh) 2019-06-04
KR20140124862A (ko) 2014-10-27
CN105971719B (zh) 2018-11-30
US20160252011A1 (en) 2016-09-01
EP2837790A1 (en) 2015-02-18
KR20150119975A (ko) 2015-10-26
CN104204440A (zh) 2014-12-10
CN104204440B (zh) 2016-11-16
CN105971719A (zh) 2016-09-28
EP2837790A4 (en) 2015-12-02
US20150047620A1 (en) 2015-02-19

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