WO2016136001A1 - 内燃機関の制御装置及びこれを備えた船舶並びに内燃機関の運転方法 - Google Patents
内燃機関の制御装置及びこれを備えた船舶並びに内燃機関の運転方法 Download PDFInfo
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- WO2016136001A1 WO2016136001A1 PCT/JP2015/072401 JP2015072401W WO2016136001A1 WO 2016136001 A1 WO2016136001 A1 WO 2016136001A1 JP 2015072401 W JP2015072401 W JP 2015072401W WO 2016136001 A1 WO2016136001 A1 WO 2016136001A1
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- fuel gas
- compression ratio
- combustion
- premixed
- fuel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- 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
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- 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
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- 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 control device for an internal combustion engine that performs premixed combustion using fuel gas, a ship equipped with the same, and a method of operating the internal combustion engine.
- DF engines dual fuel engines (hereinafter also referred to as “DF engines”) applicable to marine low-speed two-stroke diesel engines have been developed (see Patent Documents 1 and 2 below).
- the DF engine has, as its operation mode, a fuel oil operation for burning the fuel oil as in the prior art and a fuel gas operation for burning the fuel gas such as LNG.
- fuel oil is generally used as a pilot fuel for ignition.
- a fuel oil diffusion combustion method is generally employed in fuel oil operation in which fuel oil diffusion combustion is performed, but in fuel gas operation, fuel gas diffusion in which fuel gas diffusion combustion is performed.
- Two combustion methods that is, a combustion method and a fuel gas premix combustion method for performing premixed combustion of fuel gas, can be adopted.
- Patent No. 5395848 gazette International Publication No. 2013/183737 A1
- the compression ratio can be made as high as that of a normal diesel engine, and there is no output restriction in this point.
- the thermal efficiency does not decrease, but because NOx emissions increase, in the exhaust regulation enhanced sea area, engine such as EGR or SCR is added There is a problem that an apparatus is required.
- the present invention is a control of an internal combustion engine that enables the engine output to be secured in other sea areas while enabling the emission of NOx to be suppressed without using additional devices in the area where exhaust control is strengthened. It is an object of the present invention to provide an apparatus, a ship equipped with the same, and a method of operating an internal combustion engine.
- a control device of an internal combustion engine is a combustion method selecting means capable of selecting at least a fuel gas diffusion combustion method and a fuel gas premixed combustion method during operation of the internal combustion engine
- a fuel injection control means for controlling fuel injection to be in a fuel injection mode corresponding to the combustion mode selected by the combustion mode selection means, and an actual compression according to the combustion mode selected by the combustion mode selection means
- An actual compression ratio control means for controlling an actual compression ratio so as to become a ratio, wherein the actual compression ratio control means controls the actual compression ratio to a low compression ratio when the fuel gas premixed combustion system is selected When the fuel gas diffusion combustion system is selected, the actual compression ratio is controlled to a high compression ratio.
- the fuel gas premixed combustion method all the fuel gas premixed combustion method in which the fuel gas is burned only by the fuel gas premixed combustion method, and a part of the fuel gas is premixed and burned, and the remaining is diffused combustion
- the combustion system selection means including at least the fuel gas diffusion combustion system, the entire fuel gas premixed combustion system, and the fuel gas during operation of the internal combustion engine It is possible to select a partial premixed combustion system, and the actual compression ratio control means may lower the actual compression ratio if the entire fuel gas premixed combustion system or the fuel gas partial premixed combustion system is selected. It is preferable to control the ratio and to control the actual compression ratio to a high compression ratio when the fuel gas diffusion combustion system is selected.
- the engine is provided with a valve gear capable of changing the exhaust valve closing timing, and the actual compression ratio control means operates the exhaust valve closing timing to control the actual compression ratio, and the actual compression ratio is controlled.
- the exhaust valve closing timing is controlled to the retard side, and when the actual compression ratio is made the high compression ratio, the exhaust valve closing timing is controlled to the advance side. Is preferred.
- the engine is provided with a supercharger capable of increasing or decreasing the supercharging amount, and at least in the high load state where the load of the engine is larger than a predetermined load, the combustion system selection means is the fuel gas diffusion combustion
- the system includes a supercharge control means for setting the supercharge amount in a normal state when the system is selected, and for increasing the supercharge amount when the combustion mode selection means selects the fuel gas premixed combustion mode.
- the supercharger is a supercharger capable of switching between two-stage supercharging and single-stage supercharging, and the supercharging control means sets the supercharging amount to a normal state.
- the supercharger is single-stage supercharged, and when the supercharge amount is increased, the supercharger is dual-stage supercharged.
- the supercharge control unit performs the supercharging if the load of the internal combustion engine is in a low load state equal to or less than the predetermined load. It is preferred to increase the amount.
- the fuel cell system further includes a determination unit that determines whether the exhaust emission control state is to restrict exhaust gas from the engine, and the combustion mode selection unit determines that the fuel is in the exhaust emission control state by the determination unit. It is preferable to select a gas premixed combustion system, and to select the fuel gas diffusion combustion system when it is determined by the determination means that the exhaust gas is not in the restricted state.
- the engine is a marine engine equipped on a ship, and the judgment means judges that the exhaust restriction state is in the exhaust restriction area if the navigation area where the ship is traveling is within the exhaust restriction area, If the navigation sea area is outside the exhaust control area, it is preferable to determine that the exhaust control state is not in the above-mentioned state.
- a ship according to the present invention includes the control device for an internal combustion engine according to any one of the above (1) to (8), and the internal combustion engine controlled by the control device. There is.
- the operating method of the internal combustion engine according to the present invention selects a combustion method of at least one of the fuel gas diffusion combustion method and the fuel gas premixed combustion method during operation of the internal combustion engine. And a compression ratio control step of controlling an actual compression ratio of the internal combustion engine in accordance with the step and the combustion method selected in the combustion method selection step.
- the fuel gas premixed combustion method all the fuel gas premixed combustion method to be burned only by the fuel gas premixed combustion method using the fuel gas, and a part of the fuel gas is premixed and burned, and the remaining is diffused combustion And a fuel gas partial premixed combustion system, the combustion system selection step including at least the fuel gas diffusion combustion system, the entire fuel gas premixed combustion system, and the fuel gas in the operation of the internal combustion engine. It is preferable to select one of the combustion methods including the partial premixed combustion method.
- the fuel injection control means controls the fuel injection to be in the fuel injection mode according to the selected combustion method
- the actual compression ratio control means controls the actual compression according to the selected combustion method
- the actual compression ratio is controlled to become the ratio, and in particular, the actual compression ratio control means controls the actual compression ratio to a low compression ratio when the fuel gas premixed combustion system is selected, and the fuel gas diffusion combustion system is selected. Then, since the actual compression ratio is controlled to a high compression ratio, it is possible to stably carry out a fuel gas premixed combustion system in which the amount of NOx emission is small.
- the actual compression ratio control means may select the actual compression ratio as the low compression ratio if all the fuel gas premixed combustion system or the fuel gas partial premixed combustion system is selected. If the fuel gas diffusion combustion system is selected, the actual compression ratio is controlled to a high compression ratio, so that the fuel gas full premix combustion system or the fuel gas partial premix combustion system with low NOx emissions is stabilized. It can be implemented.
- the fuel gas diffusion combustion method can be selected to secure the output of the engine.
- FIG. 1 is a block diagram showing a control device of an internal combustion engine according to a first embodiment of the present invention.
- FIG. 2 is an entire configuration view showing an internal combustion engine according to a first embodiment of the present invention.
- 3A and 3B are schematic views of the configuration around the inside of a cylinder including the cylinder liner of FIG. 2, FIG. 3A is a plan view, and FIG. 3B is a longitudinal sectional view.
- FIGS. 3A and 3B show a state in which the fuel gas is injected by the premix fuel method.
- FIG. 4 is a time chart explaining control by the control device for an internal combustion engine according to the first embodiment of the present invention.
- FIG. 5 is a block diagram showing a control device of an internal combustion engine according to a second embodiment of the present invention.
- An internal combustion engine according to an embodiment of the present invention is a cross-head type diesel engine (hereinafter, also simply referred to as an engine) 1 as shown in FIG.
- the engine 1 is, for example, a low-speed two-stroke one-cycle uniflow scavenging system used as a marine main vessel of a liquefied gas carrier such as an LNG carrier.
- the engine 1 is configured as a dual fuel engine (hereinafter also referred to as a DF engine) capable of using fuel gas in addition to fuel oil.
- the engine 1 includes a base plate 3 positioned below, a frame 5 provided on the base plate 3, and a jacket 7 provided on the frame 5.
- the base plate 3, the frame 5 and the jacket 7 are integrally fastened and fixed by a plurality of tension bolts (not shown) extending in the vertical direction.
- the jacket 7 is provided with a cylinder liner 9, and a plurality of scavenging ports 10 are formed on the lower end side of the cylinder liner 9.
- a cylinder cover 11 is provided at the upper end of the cylinder liner 9.
- the cylinder cover 11 is provided with an exhaust valve 12.
- a uniflow scavenging system is used in which air is introduced into the cylinder from below as scavenging air from the scavenging port 10 provided on the lower end side of the cylinder liner 9 and the combustion exhaust gas is exhausted from the exhaust valve 12 located in the upper side It is adopted.
- the exhaust gas discharged from the exhaust valve 12 is collected in the exhaust gas manifold 14 and then sent to the turbocharger 16.
- the turbocharger 16 the exhaust gas (not shown in FIG. 2) is rotated by the introduced exhaust gas, and thereby the coaxially connected compressor (not shown in FIG. 2) is rotated.
- the compressor compresses the air taken in from the outside, is cooled by the air cooler 18, and is led to the scavenging manifold 20.
- the compressed air led to the scavenging manifold 20 is led to the scavenging port 10 described above.
- the details of the turbocharger 16 will be described later.
- a piston 13 is provided so as to be capable of reciprocating.
- the upper end of the piston rod 15 is rotatably attached to the lower end of the piston 13.
- the super stroke is such that the bore stroke ratio, which is the ratio of the stroke of the piston 13 to the inner diameter of the cylinder liner 9, is 3 or more.
- the base plate 3 is a crankcase, and a crankshaft 17 is provided.
- the rotational output taken from the crankshaft 17 is transmitted to the propulsion propeller of the ship.
- the lower end of the connecting rod 19 is rotatably connected to the upper end of the crankshaft 17.
- the frame 5 is provided with a crosshead 21 that rotatably connects the piston rod 15 and the connecting rod 19. That is, the lower end of the piston rod 15 and the upper end of the connecting rod 19 are connected to the cross head 21.
- a pair of sliding plates 23 extending in the vertical direction is provided on both sides (left and right in FIG. 2) of the cross head 21 in a state of being fixed to the frame 5 side.
- the cylinder cover 11 includes a fuel gas injection valve for premixing (hereinafter referred to as “premixed gas valve”) 30 as a first fuel gas injection valve, and a second fuel.
- premixed gas valve a fuel gas injection valve for premixing
- second fuel a second fuel.
- a diffusion fuel gas injection valve (hereinafter referred to as “diffusion gas valve”) 32 as a gas injection valve and a fuel oil injection valve (hereinafter referred to as “fuel oil valve”) 34 are provided.
- the premixed gas valve 30 is connected to a fuel gas supply source (not shown), and injects the fuel gas at high pressure into the cylinder formed by the cylinder liner 9 and the cylinder cover 11.
- fuel gas hydrocarbon gas such as vaporized LNG is used.
- the gas injection pressure from the premixed gas valve 30 is, for example, 1.0 MPa or more and 50 MPa or less in absolute pressure, preferably 20 MPa or more and 30 MPa or less in absolute pressure.
- the nozzle provided at the tip of the premixed gas valve 30 is provided with a plurality of injection holes, and fuel gas is injected from the respective injection holes into the cylinder.
- FIG. 3B the state in which the fuel gas is injected from each of the four injection holes is shown.
- the direction of the fuel gas injected from the premixed gas valve 30 is in the direction of the piston 13, more specifically, at the top of the piston 13 after closing the scavenging port 10 with the piston 13. It is directed to inject fuel gas toward the top face made circular.
- the premixed gas valve 30 may be provided with each injection hole so that the fuel gas is injected from the at least one injection hole in the direction of the piston 13, and all the injection holes are in the direction of the piston 13 It does not have to be provided to inject
- the premixed gas valve 30 is activated when the diesel engine 1 is operated by premixed combustion (fuel gas premixed combustion) by fuel gas, and diffusion combustion operation by fuel gas (fuel gas diffusion combustion operation) or diffusion by fuel oil It is stopped without being started at the time of combustion operation (fuel oil diffusion combustion operation).
- the start and stop of the premixed gas valve 30 are performed by a command from the control device 40 described later.
- the injection timing of the premixed gas valve 30 is controlled by a control device 40 described later, and is set to a range in which fuel gas does not leak from the exhaust valve 12 to the outside of the system. Specifically, for example, 140 to 20 deg BTDC (BTDC is Before Top) Dead Center), preferably 100 or more and 60 deg BTDC or less.
- the timing at which the exhaust valve 12 closes is, for example, about 90 deg BTDC.
- a period which injects fuel gas namely, period which continues injecting fuel gas
- two diffusion gas valves 32 are provided on the outer peripheral side of the cylinder cover 11 in plan view.
- the two diffusion gas valves 32 are disposed at positions facing each other across the center of the cylinder cover 11 (that is, the center of the exhaust valve 12).
- each diffusion gas valve 32 is disposed at a position deviated circumferentially by a predetermined angle with respect to the premixed gas valve 30.
- the diffusion gas valve 32 and the premixed gas valve 30 have cylinder covers 11. It should be placed on top.
- the number of diffusion gas valves 32 is only two as an example, and may be one or three or more, but the same as the number of fuel oil valves 34 .
- the diffusion gas valve 32 is connected to a fuel gas supply source (not shown), and injects the fuel gas into the cylinder formed by the cylinder liner 9 and the cylinder cover 11.
- a fuel gas supply source not shown
- a hydrocarbon-based gas such as vaporized LNG is used.
- the gas injection pressure from the diffusion gas valve 32 is a pressure higher than air (scavenging air) after being compressed by the piston 13 and is 50 MPa or less, for example, 10 MPa or more and 30 MPa or less in absolute pressure.
- the nozzle provided at the tip of the diffusion gas valve 32 is provided with a plurality of injection holes, and fuel gas is injected from the respective injection holes into the cylinder.
- the direction of the fuel gas injected from the diffusion gas valve 32 is slightly horizontal or in the horizontal direction so that diffusion combustion by the fuel gas is performed in the combustion space where the piston 13 is raised to near the top dead center and narrowed. And the direction not facing the top of the piston 13.
- the diffusion gas valve 32 is activated when operating the diesel engine 1 by diffusion combustion, and is stopped without being activated in a premixed combustion operation with fuel gas or a diffusion combustion operation with fuel oil.
- the start and stop of the diffusion gas valve 32 are performed by a command from the control device 40 described later.
- a period in which the diffusion gas valve 32 injects the fuel gas is controlled by a control unit (not shown), and is, for example, 20 degrees or more and 30 degrees or less when the load of the diesel engine 1 is 100%.
- each fuel oil valve 34 is disposed at a circumferentially offset position with respect to the diffusion gas valve 32 and the premixed gas valve 30 by a predetermined angle.
- the number of fuel oil valves 34 is only two as an example, and may be one or three or more. Further, if it is on the outer peripheral side than the exhaust valve 12, it may not be on the inner peripheral side with respect to the premixed gas valve 30 and the diffusion gas valve 32.
- the fuel oil valve 34 is connected to a fuel oil supply source (not shown), and injects the fuel oil into the cylinder formed by the cylinder liner 9 and the cylinder cover 11.
- fuel oil heavy oil having a relatively high ratio of residual oil such as, for example, C heavy oil (heavy oil in which 90% or more is a residual oil) according to JIS of Japan is used.
- the injection pressure from the fuel oil valve 34 is a pressure higher than the air (scavenging air) after being compressed by the piston 13, and is, for example, 30 MPa or more and 80 MPa or less in absolute pressure.
- the nozzle provided at the tip of the fuel oil valve 34 is provided with a plurality of injection holes, and fuel oil is injected from the respective injection holes into the cylinder.
- the direction of the fuel oil injected from the fuel oil valve 34 may be horizontal or horizontal such that ignition or diffusion combustion may be performed in the combustion space where the piston 13 is raised to near the top dead center and narrowed. , And a direction not directed to the top of the piston 13.
- the fuel oil valve 34 operates to inject fuel oil for diffusion combustion when the diesel engine 1 is operated by diffusion combustion with fuel oil (so-called oil-only combustion operation), and pre-mixed combustion with fuel gas During operation and diffusion combustion operation with fuel gas, it operates to inject pilot oil for ignition.
- the operation of the fuel oil valve 34 is performed by a command from a control unit (not shown).
- the engine 1 operates by appropriately switching between the fuel gas operation and the fuel oil operation, and in the fuel gas operation, the fuel gas diffusion combustion method, the fuel gas all-premixed combustion method, and the fuel gas partial premixed combustion method Three combustion methods are selectively used, and fuel oil operation uses a fuel oil diffusion combustion method.
- the fuel gas is burned by the fuel gas premix combustion method using the fuel gas
- the all premix fuel system that implements the premix combustion method and the fuel gas diffusion combustion using the fuel gas Partial fuel cell mode in which the fuel gas is burned in the fuel system and fuel gas partial combustion in which the fuel gas is burned by the premix combustion method and the remaining fuel gas is burned by the diffusion combustion method
- the diffusion combustion or the diffusion combustion method is also simply referred to as the diffusion combustion or the diffusion combustion method when it is not necessary to distinguish between the fuel gas diffusion combustion and the fuel oil diffusion combustion.
- the fuel gas premixed combustion system is a combustion system using at least the premixed gas valve 30 for fuel supply, and includes all the fuel gas premixed combustion system and the fuel gas partial premixed combustion system. That is, the fuel gas premixed combustion system broadly indicates a combustion system in which combustion is performed by the premixed combustion system using the fuel gas, and either of the fuel gas all premixed combustion system and the fuel gas partial premixed combustion system Or both.
- the premixed gas valve 30 In the fully premixed fuel gas mode, the premixed gas valve 30 is used for fuel supply, and the fuel oil valve 34 is used for pilot.
- the diffusion fuel gas mode In the diffusion fuel gas mode, the diffusion gas valve 32 is used for fuel supply, and the fuel oil valve 34 is used for pilot.
- the partial premixed fuel gas mode In the partial premixed fuel gas mode, the premixed gas valve 30 is used as a fuel supply and the fuel oil valve 34 is used as a pilot for fuel gas premixed combustion type combustion, and the fuel gas diffusion combustion type diffusion is used for fuel gas diffusion combustion type combustion
- the gas valve 32 is used for fuel supply and the fuel oil valve 34 is used for pilot.
- the fuel oil valve 34 In the diffusion fuel oil mode, the fuel oil valve 34 is exclusively used.
- the all-premixed fuel gas mode is suitable, for example, when the vessel navigates within the ECA (air pollution control area, also simply referred to as emission control area) because NOx emissions are low.
- ECA air pollution control area
- all premixed fuel gas modes are prone to abnormal combustion such as pre-ignition and knocking, and in order to avoid this, it is necessary to lower the compression ratio than in the normal (diffusion combustion type) case . Lowering the compression ratio limits the maximum output.
- the diffusion fuel gas mode has higher combustion stability than the premix fuel gas mode, but a high compression ratio can be adopted.
- the amount of NOx generation is larger than that in the premix fuel gas mode, for example, Used when sailing outside.
- the SOx generation amount is small as in the diffusion fuel oil mode, so if combustion stability is required within a predetermined time within the range that does not exceed the NOx control amount even within ECA It can be used in place of the premixed fuel gas mode.
- a high compression ratio can be adopted because combustion stability is higher, but SOx derived from fuel oil is generated more than in the case of using a fuel gas. Therefore, for example, when traveling in a sea area where SOx emission regulations are relatively loose, it is used when higher combustion stability is required or where it is better to use fuel oil than fuel gas.
- the injection timing of the fuel gas from the premixed gas valve 30 is selected within a range in which the fuel gas does not leak out of the system from the exhaust valve 12 after the piston 13 closes the scavenging port 10, for example, 140 or more deg BTDC Hereinafter, preferably, it is selected between 100 and 60 deg BTDC. In this case, the timing at which the exhaust valve 12 closes is about 90 deg BTDC.
- the injection period in which the fuel gas continues to be injected from the premixed gas valve 30 is, for example, 20 degrees or more and 30 degrees or less when the load of the internal combustion engine is 100%.
- the premixed gas valve 30 injects from the upper cylinder cover 11 toward the top of the lower piston 13, the longitudinal direction of the longitudinally elongated combustion space after closing the scavenging port 10 with the piston 13 is effectively used.
- the fuel gas can be injected to the whole, and the mixing of the fuel gas with the air (scavenging gas; oxidant gas) is promoted.
- the diesel engine 1 of the present embodiment has an extremely long stroke, mixing by fuel gas injection in the longitudinal direction is considered effective.
- the piston 13 moves upward to compress the premixed air. Then, when reaching near the top dead center, pilot oil is injected from the fuel oil valve 34 and ignition is performed. While the flame formed by this ignition propagates in the premixed air, premixed combustion is performed, and the combustion and expansion strokes are performed (at this time, the injection of the pilot oil from the fuel oil valve 34 is stopped), The piston 13 moves downward.
- the diffusion fuel gas mode will be described.
- the fuel oil is injected as a pilot oil from the fuel oil valve 34, and simultaneously or immediately after this pilot oil, the in-cylinder pressure at compression 50 MPa or more from the diffusion gas valve 32
- the fuel gas is injected at a high pressure of (absolute pressure) or less, more preferably 10 MPa or more and 30 MPa or less in absolute pressure.
- the partial premixed fuel gas mode will be described.
- a portion of the fuel gas is injected from the premixed gas valve 30 toward the top of the piston 13 at the same absolute pressure and timing as the all premixed fuel gas mode.
- the diffusion gas valve 32 is closed.
- the remaining fuel gas is injected from the diffusion gas valve 32 at the same absolute pressure and timing as the diffusion fuel gas mode.
- the premixed gas valve 30 is closed.
- the diffusion fuel oil mode (so-called oil-only combustion mode) is not shown, but is similar to diffusion combustion using a common fuel oil. Specifically, the exhaust valve 12 is closed to compress air as the piston 13 ascends, and fuel oil is injected from the fuel oil valve 34 at high pressure near the top dead center to perform diffusion combustion, and expansion by this diffusion combustion The piston 13 is lowered by the stroke.
- the diesel engine 1 can be established as a dual fuel engine (DF engine) used in combination with the operation using fuel gas.
- DF engine dual fuel engine
- the premixed gas valve 30 and the diffusion gas valve 32 are always closed.
- the engine 1 of the present embodiment further includes premixed transition control performed when transitioning from the diffusion fuel gas mode or the diffusion fuel oil mode to the all-premixed fuel gas mode or the partially premixed fuel gas mode.
- the fuel gas injected from the diffusion gas injection valve 32 is reduced and the injection from the premix gas valve 30 is performed. Increase fuel gas. That is, at the time of switching from the diffusion fuel gas mode to the premix fuel gas mode, the premix ratio, which is the ratio of the fuel gas injected from the premix gas valve 30 to the total fuel gas to be injected, is 0% (fuel gas diffusion 100% in the case of diffusion fuel gas mode with only combustion, and 100% in the case of all premix fuel gas mode with only premixed combustion, and set in the case of partially premixed fuel gas mode with both premixed combustion and diffusion combustion Increase towards the specified percentage).
- the fuel gas injected from the premixed gas valve 30 is completely burned in the combustion stroke in the first cycle immediately after switching from the diffusion fuel gas mode to the premixed fuel gas mode by the premixed transfer control by the control unit.
- the amount of fuel gas injected from the pre-mixture gas valve 30 is increased to the concentration at which the pre-mixture ratio is rapidly increased.
- the premixing ratio is rapidly raised from 0% to 40% or more and 60% or less.
- the premix ratio is gradually increased toward the predetermined ratio in the subsequent cycles.
- the same control is performed when switching from the diffusion fuel oil mode using fuel oil to the premix fuel gas mode. That is, when switching from the diffusion fuel oil mode to the mixed fuel gas mode, the fuel oil injected from the fuel oil valve 34 is decreased and the fuel gas injected from the premixed gas valve 30 is increased.
- the premix ratio which is the calorific value ratio of the fuel gas injected from the premix gas valve 30 to the total fuel injected, is 0% (fuel oil diffusion 100% in the case of the premixed fuel gas mode of only the premixed combustion and a predetermined ratio set in the case of the partially premixed fuel gas mode of combined use of the premixed combustion and the diffusion combustion from a predetermined ratio (the mixed fuel gas mode of only the premixed fuel Increase towards%).
- the fuel gas injected from the premixed gas valve 30 is completely burned in the combustion stroke in the first cycle immediately after switching from the diffusion fuel oil mode to the premixed fuel gas mode by the premixed transfer control by the control unit.
- the amount of fuel gas injected from the pre-mixture gas valve 30 is increased to the concentration at which the pre-mixture ratio is rapidly increased.
- the premixing ratio is rapidly raised from 0% to 40% or more and 60% or less.
- the premixing ratio is gradually increased in a plurality of subsequent cycles.
- the control device 40 determines a determination unit (determination means) 42 that determines whether or not the engine 1 is in an exhaust emission control state in which exhaust is to be restricted.
- Operation mode selection unit (combustion system selection means) 44 which appropriately selects and sets combustion system) and fuel injection control section (fuel which controls fuel injection to become a fuel injection mode corresponding to the selected operation mode) Injection control means) 46, an actual compression ratio control unit (actual compression ratio control means) 48 for controlling the actual compression ratio so as to achieve an actual compression ratio corresponding to the selected and set operation mode,
- a supercharge control unit (supercharge control means) 50 for controlling the amount of supply is provided as a functional element.
- the determination unit 42 determines whether the sea area where the vessel equipped with the engine 1 travels is the emission control area or not, and if the navigation area is the emission control area, the engine 1 is in a state to restrict the exhaust It is determined that the navigation sea area can be determined by acquiring the position information of the ship, for example, from the GPS or the like, and using the position information and the information of the exhaust regulation sea area stored in advance.
- the operation mode selection unit 44 selects all the premixed fuel gas mode or the partially premixed fuel gas mode when the determination unit 42 determines that the navigation sea area of the relevant ship is the emission control area (the engine 1 is in the emission restriction state). If the determination section 42 determines that the navigation sea area of the ship is not the exhaust control area (the engine 1 is not in the exhaust control state), the diffusion fuel oil mode or the diffusion fuel gas mode is selected.
- the fuel injection control unit 46 controls the fuel injection to be in a fuel injection mode corresponding to the operation mode set by the operation mode selection unit 44. That is, when the premixed fuel gas mode is all set, fuel injection is performed using the premixed gas valve 30 for fuel supply and the fuel oil valve 34 for pilot as described above. When the partial premixed fuel gas mode is set, fuel injection is performed using the premixed gas valve 30 and the diffusion gas valve 32 for fuel supply and the fuel oil valve 34 for pilot as described above. When the diffusion fuel gas mode is set, fuel injection is performed using the diffusion gas valve 32 for fuel supply and the fuel oil valve 34 for pilot as described above. If the diffusion fuel oil mode is set, fuel injection is performed using the fuel oil valve 34 as described above.
- the actual compression ratio control unit 48 controls the actual compression ratio in accordance with the operation mode set by the operation mode selection unit 44. That is, if the premixed fuel gas mode or the partially premixed fuel gas mode is all set, the actual compression ratio is controlled to a low compression ratio, and if the diffused fuel gas mode or the diffused fuel oil mode is set, the actual compression ratio To a high compression ratio.
- the premixed gas valve 30 is used to direct the scavenging port 10 to the piston 13 after closing with the piston 13 (for example, from above) Injecting the fuel gas to the whole by effectively using the piston reciprocation direction (for example, the vertical direction) of the combustion space after the scavenging port 10 is closed by the piston 13 by injecting the fuel gas downward)
- the piston reciprocation direction for example, the vertical direction
- the local minimum ⁇ (where ⁇ is the excess air ratio) at which the fuel gas concentration increases locally can be increased, and combustion stability can be avoided by avoiding abnormal combustion such as pre-ignition or knocking as much as possible. Can be improved.
- abnormal combustion such as pre-ignition and knocking can be avoided as much as possible, the reduction ratio of the compression ratio can be made smaller than that of the conventional premixed engine, and the reduction of the thermal efficiency can be minimized. It is also possible to operate at a high load which is regarded as the in-cylinder average effective pressure).
- the engine 1 is configured to be able to change the actual compression ratio during operation of the engine 1.
- the change of the actual compression ratio is realized by changing the closing timing of the exhaust valve 12. That is, by delaying (ie, retarding) the closing timing of the exhaust valve 12, the in-cylinder volume at the start of substantial compression of the engine 1 can be reduced, and the actual compression ratio can be reduced. Conversely, by advancing the closing timing of the exhaust valve 12 (that is, advancing it), the in-cylinder volume at the start of substantial compression of the engine 1 can be increased, and the actual compression ratio can be increased.
- the engine 1 is provided with a valve operating device (variable valve operating valve device) 12A capable of changing at least the closing timing of the exhaust valve 12.
- This valve gear 12A is a so-called camless type valve gear that controls the exhaust valve 12 with an actuator (not shown), and the control device 40 controls the operation of the actuator to facilitate the closing timing of the exhaust valve 12 Can be changed to
- the variable valve-type valve gear one using the mechanical variable valve mechanism of the engine 1 may be used.
- the supercharge control unit 50 controls the supercharge amount corresponding to the operation mode set by the operation mode selection unit 44. That is, in the high load state where at least the load of the engine 1 is larger than the fixed load, if the diffusion fuel gas mode or the diffusion fuel oil mode is set, the supercharging amount is made normal, and all the premixed fuel gas mode or If the partial premixed fuel gas mode is set, the supercharging amount is increased.
- FIG. 4 is a time chart illustrating the change of the closing timing of the exhaust valve 12, and the opening / closing timing of the scavenging port 10, the opening / closing timing of the exhaust valve 12, and the in-cylinder pressure according to this are combined with the timing of fuel injection. Show. As shown in FIG. 4, as the piston 13 moves from top dead center TDC to bottom dead center BDC, the in-cylinder pressure decreases, and when the exhaust valve 12 is opened at time t1, the in-cylinder pressure further decreases. However, after that, when the scavenging port 10 is opened at time t2, the in-cylinder pressure slightly recovers and the piston 13 reaches the bottom dead center BDC. When the scavenging port 10 is closed at time t3 and the exhaust valve 12 is closed thereafter at time t4, the in-cylinder pressure increases as the piston 13 moves to the top dead center TDC.
- the actual compression ratio can be reduced by delaying the closing timing of the exhaust valve 12 from time t4 to time t5, while the open / close timing of the normal exhaust valve 12 is shown by a solid line.
- the in-cylinder pressure decreases from the level of normal closing timing (diffuse combustion) shown by a solid line as shown by a two-dot chain line (premixed combustion 2). Therefore, the amount of air trapped in the cylinder is reduced.
- the amount of air trapped in the cylinder is increased by increasing the supercharging amount of the turbocharger 16, and as a result, the in-cylinder pressure recovers as shown by the broken line (premixed combustion 1) .
- the supercharger 16 mounted on the engine 1 has a configuration in which two superchargers 16A and 16B are connected in series, and switching of the valve can switch between two-stage supercharging and single-stage supercharging. It has become.
- a scavenging connection passage 161a is provided, and an exhaust connection passage 162a is provided between the exhaust turbine 16AT of the first turbocharger 16A and the exhaust turbine 16BT of the second turbocharger 16B.
- a scavenging connection passage 161b is provided between the compressor 16AC of the first turbocharger 16A and the scavenging manifold 20 (see FIG. 2), and the exhaust turbine 16AT of the first turbocharger 16A and the exhaust manifold 14 (FIG.
- An exhaust connection passage 162b is provided between the two. Further, a scavenging connection passage 161c is provided between the compressor 16BC of the second turbocharger 16B and the scavenging manifold 20, and for exhaust between the exhaust turbine 16BT of the second turbocharger 16B and the exhaust manifold 14. A connection passage 162c is provided. An air cooler 18 is provided in each of the scavenging connection passages 161b and 161c. The air coolers 18 of the scavenging connection passages 161b and 161c can be used in combination.
- on-off valves 163a to 163c are interposed in the scavenging connection passages 161a to 161c, and on-off valves 164a to 164c are interposed in the exhaust connection passages 163a to 163c.
- the on-off valves 163a, 163c and 164a, 164c are closed, the on-off valves 163b and 164b are opened, and the exhaust gas discharged from the engine 1 is discharged from the exhaust manifold 14 through the exhaust turbine 16AT of the first turbocharger 16A. , Rotationally drive the exhaust turbine 16AT. As a result, the compressor 16AC is rotationally driven to pressurize the scavenging air with single stage charging.
- the actual compression ratio is reduced by changing the closing timing of the exhaust valve 12 to cause an abnormality such as pre-ignition or knocking.
- the reduction of the amount of air trapped in the cylinder by this is compensated by the increase of the supercharging pressure by the two-stage supercharging, while the combustion is suppressed, so that the maximum output of the engine 1 is improved.
- the supercharge control unit 50 When the diffusion fuel gas mode or the diffusion fuel oil mode is set, the supercharge control unit 50 normally sets the supercharge amount by single-stage supercharging when the load of the engine 1 is high. However, this is because it is difficult to increase the supercharge amount by the two-stage supercharging when the load is high, and when the load of the engine 1 is a low load condition less than a certain load, the supercharge amount increases by the two-stage supercharge Two-stage supercharging will be implemented.
- control device of the dual fuel engine according to the first embodiment of the present invention and the ship equipped with the same are configured as described above, when the ship enters the emission control area, all mixed fuel gas mode or partial The premixed fuel gas mode is selected, and the vessel can be operated in a state where the exhaust emission regulation is cleared in a state where the NOx emission amount is small.
- the diffused fuel gas mode or the diffused fuel oil mode is selected, and the vessel can be operated in a state where a large maximum output can be obtained with high efficiency.
- the actual compression ratio is lowered in the all premix fuel gas mode or the partially premixed fuel gas mode, and the actual compression ratio is increased in the diffusion fuel gas mode or the diffusion fuel oil mode.
- the operation in the mixed fuel gas mode and the operation in the diffusion fuel gas mode or the diffusion fuel oil mode which can increase the actual compression ratio to obtain a large output with high efficiency can be implemented.
- the amount of air trapped in the cylinder decreases.
- the maximum output of the engine 1 is limited, in the present embodiment, the amount of air trapped in the cylinder is increased by increasing the amount of supercharging of the supercharger 16, so all premixed fuel gas is The maximum power of the engine 1 in the mode or partially premixed fuel gas mode can be improved.
- the present embodiment is different from the first embodiment only in the configuration of the supercharger 16 capable of increasing and decreasing the supercharging amount.
- a first supercharger 16C and a second supercharger 16D are provided in parallel.
- a scavenging connection passage 165a is provided between the compressor 16CC of the first turbocharger 16C and the scavenging manifold 20, and an exhausting connection passage between the exhaust turbine 16CT of the first turbocharger 16C and the exhaust manifold 14 166a is provided.
- a scavenging connection passage 165b is provided between the compressor 16DC of the second turbocharger 16D and the scavenging manifold 20, and for exhaust between the exhaust turbine 16DT of the second turbocharger 16D and the exhaust manifold 14.
- a connection passage 166b is provided.
- An air cooler 18 is provided in each of the scavenging connection passages 165a and 165b.
- On-off valves 167 and 168 are interposed in the scavenging connection passage 165b and the exhaust connection passage 166b.
- the second supercharger 16D operates when the on-off valves 167 and 168 are opened, and stops when the on-off valves 167 and 168 are closed.
- the exhaust pressure is concentrated only by the first turbocharger 16C because the exhaust pressure is low.
- the exhaust pressure is high. The exhaust pressure can be used effectively to increase the amount of supercharging, both with the turbocharger 16D.
- the all premix fuel gas mode or the partial premix fuel gas mode when the all premix fuel gas mode or the partial premix fuel gas mode is set, all the premix fuel gas is compensated to compensate for the decrease in the amount of air trapped in the cylinder.
- the first supercharger 16C and the second supercharger 16D are both used to increase the supercharge amount.
- supercharging amount is excessive when both of the first supercharger 16C and the second supercharger 16D are used. Also, only the first turbocharger 16C is used.
- control device for a dual fuel engine according to the second embodiment of the present invention and the ship equipped with the same are configured as described above, when the ship enters the emission control area, as in the first embodiment, When the vessel is operated with all NOx mixed and exhaust restrictions cleared in a state where exhaust gas restriction is low and the ship exits out of the exhaust restriction area, diffuse fuel gas mode or The diffusion fuel oil mode is selected, and the ship can be operated with high efficiency and large maximum output.
- the actual compression ratio is reduced in the all-premixed fuel gas mode or the partially-premixed fuel gas mode and the actual compression ratio is increased in the diffused fuel gas mode or the diffused fuel oil mode, as in the first embodiment, Operation in stable fully premixed fuel gas mode or partially premixed fuel gas mode, and operation in diffused fuel gas mode or diffused fuel oil mode that can increase the actual compression ratio and obtain large maximum output with high efficiency be able to.
- the amount of supercharging of the supercharger 16 is increased to increase the amount of air trapped in the cylinder, whereby the premixing is performed.
- the maximum power of the engine 1 in the fuel gas mode or the partially premixed fuel gas mode can be improved.
- the supercharger 16 capable of increasing the supercharging amount in the fully premixed fuel gas mode or the partially premixed fuel gas mode
- a motor-assisted type supercharger is applied, and the premixed fuel gas mode
- the amount of supercharging can be increased by using an electric assist.
- a variable capacity supercharger may be applied, and the capacity may be increased to increase the supercharging amount in the premixed fuel gas mode.
- the control device 40 determines whether or not the navigation sea area where the ship is traveling is within the emission control sea area, and automatically selects the operation mode (combustion method) of the engine 1; It is artificially judged whether the navigation sea area currently being traveled is within the emission control area, and if it is within the emission control area, the combustion mode selection unit (combustion system selection means) of the control device 40 is all
- the manual selection command of the premixed fuel gas mode (fuel gas all premixed combustion method) or the partially premixed fuel gas mode (fuel gas partial premixed combustion method) is manually instructed, and if not within the exhaust control area, the controller 40
- the diffusion fuel gas mode or the diffusion fuel oil mode (fuel gas diffusion combustion method) may be manually selected and commanded to the combustion mode selection unit (combustion method selection means).
- the present invention illustrated a dual fuel engine as an internal combustion engine, but the internal combustion engine according to the present invention can select at least a fuel gas diffusion combustion system and a fuel gas premix combustion system during operation.
- the dual fuel engine it is not limited to the dual fuel engine, as long as it can select at least the fuel gas diffusion combustion system, the all fuel gas premix combustion system, and the fuel gas partial premix combustion system during operation. It may be an internal combustion engine (gas engine) operated by gas only.
- one of the combustion methods including at least the fuel gas diffusion combustion method and the fuel gas premixed combustion method, or at least the fuel gas diffusion combustion method and all the fuel gas premixed
- the actual compression of the internal combustion engine according to the combustion method selection step of selecting one of the combustion methods including the combustion method and the fuel gas partial premixed combustion method, and the combustion method selected in the combustion method selection step By performing the compression ratio control step of controlling the ratio, it is possible to operate in a direction to offset the change in engine performance accompanying the change of the combustion system by the control of the actual compression ratio.
- Dual fuel engine (internal combustion engine) 9 cylinder liner 10 scavenging port 11 cylinder cover 12 exhaust valve 13 piston 14 exhaust gas manifold 16 supercharger 30 premixed gas valve (first fuel gas injection valve) 32 Diffusion gas valve (second fuel gas injection valve) 34 Fuel oil valve (fuel oil injection valve) 40 control device 42 determination unit (determination means) 44 Operation mode selection section (combustion system selection means) 46 Fuel injection control unit (fuel injection control means) 48 Real compression ratio control section (Real compression ratio control means) 50 Supercharge control unit (supercharge control means)
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Abstract
Description
なお、以下に示す実施形態はあくまでも例示に過ぎず、以下の実施形態で明示しない種々の変形や技術の適用を排除する意図はない。以下の実施形態の各構成は、それらの趣旨を逸脱しない範囲で種々変形して実施することができるとともに、必要に応じて取捨選択することができ、あるいは適宜組み合わせることが可能である。
〔内燃機関の構成〕
本発明の第1実施形態を説明する。まず、本実施形態及び後述の第2実施形態にかかる内燃機関の構成について、図2,図3A,図3Bを参照して説明する。
本発明の実施形態にかかる内燃機関は、図2に示すように、クロスヘッド型ディーゼル機関(以下、単に機関とも言う)1である。この機関1は、例えばLNG船等の液化ガス運搬船の舶用主機として用いられる低速2ストローク1サイクルのユニフロー掃気方式とされている。また、機関1は、燃料油の他に燃料ガスを使用可能なデュアルフュエル機関(以下、DF機関とも言う)として構成される。
燃料ガスを噴射する期間(すなわち燃料ガスを噴射し続ける期間)としては、例えばディーゼル機関1の負荷が100%の場合には20deg以上30deg以下とされる。
次に、上記構成のディーゼル機関1の動作モードについて説明する。機関1は、燃料ガス運転と燃料油運転とを適宜切り替えて運転し、燃料ガス運転では、燃料ガス拡散燃焼方式と、燃料ガス全部予混合燃焼方式と、燃料ガス部分予混合燃焼方式と、の3つの燃焼方式を選択的に用い、燃料油運転は燃料油拡散燃焼方式を用いる。
拡散燃料ガスモードでは、拡散ガス弁32を燃料供給用として用い、燃料油弁34をパイロット用として用いる。
部分予混合燃料ガスモードでは、燃料ガス予混合燃焼方式の燃焼に関しては予混合ガス弁30を燃料供給用として用いて燃料油弁34をパイロット用として用い、燃料ガス拡散燃焼方式の燃焼に関しては拡散ガス弁32を燃料供給用として用い、燃料油弁34をパイロット用として用いる。
拡散燃料油モードでは、専ら燃料油弁34を用いる。
全部予混合燃料ガスモードについて説明する。
図3A,図3Bに示すように、排気弁12が閉じられてさらにピストン13が掃気ポート10を閉じた後の圧縮行程の初期に、制御部の指令によって、予混合ガス弁30から絶対圧で1.0MPa以上50MPa以下、好ましくは絶対圧で20MPa以上30MPa以下の高圧とされた燃料ガスがピストン13の頂部に向けて噴射される。なお、全部混合燃料ガスモードでは、拡散ガス弁32は閉じられていて、燃料ガスは専ら予混合ガス弁30から噴射される。ただし拡散ガス弁32を併用する場合もある。
拡散燃料ガスモードについて説明する。
排気弁12が閉じられてさらにピストン13が掃気ポート10を閉じた後の圧縮行程では、掃気ポート10から導入した空気のみを圧縮する。そして、ピストン13が上死点付近まで到達すると、燃料油弁34から燃料油をパイロット油として噴射するとともに、このパイロット油と同時または直後に、拡散ガス弁32から、圧縮時の筒内圧以上50MPa(絶対圧)以下、より好ましくは絶対圧で10MPa以上30MPa以下の高圧とされた燃料ガスを噴射する。これにより、燃料ガスの噴射に応じて筒内で拡散燃焼が行われ(このとき燃料油弁34からのパイロット油の噴射は停止されている)、膨張行程によってピストン13が下方へと押し下げられる。
なお、拡散燃料ガスモードでは、予混合ガス弁30は常時閉じられている。
部分予混合燃料ガスモードについて説明する。
部分予混合燃料ガスモードでは、燃料ガスの一部が、前記全部予混合燃料ガスモードと同様の絶対圧及びタイミングで、予混合ガス弁30からピストン13の頂部に向けて噴射される。このときには、拡散ガス弁32は閉じられている。また、その後、残りの燃料ガスが、前記拡散燃料ガスモードと同様の絶対圧及びタイミングで、拡散ガス弁32から噴射される。このときには、予混合ガス弁30は閉じられている。
拡散燃料油モード(いわゆる油専焼モード)については、図示しないが、一般の燃料油を用いた拡散燃焼と同様である。具体的には、排気弁12を閉じてピストン13の上昇とともに空気の圧縮を行い、上死点付近で燃料油弁34から燃料油を高圧で噴射して拡散燃焼を行い、この拡散燃焼による膨張行程によりピストン13が下降する。
このように拡散燃料油モードを備えることにより、燃料ガスを用いた運転と併用されるデュアルフュエル機関(DF機関)としてディーゼル機関1を成立させることができる。
なお、拡散燃料油モードでは、予混合ガス弁30及び拡散ガス弁32は常時閉じられている。
本実施形態の機関1は、さらに、拡散燃料ガスモード又は拡散燃料油モードから全部予混合燃料ガスモード又は部分予混合燃料ガスモードに移行する際に行われる予混合移行制御を備えている。
ここで、図1を参照して、本実施形態にかかるデュアルフュエル機関の制御装置40による制御について説明する。
上述のように、全部予混合燃料ガスモード又は部分予混合燃料ガスモードでは、予混合ガス弁30を用いて、掃気ポート10をピストン13で閉じた後のピストン13に向けて(例えば、上方から下方に向けて)燃料ガスを噴射することにより、掃気ポート10をピストン13で閉じた後の燃焼空間のピストン往復動方向(例えば上下方向)を有効に使って燃料ガスを全体に噴射することができ、酸化剤ガスに対する燃料ガスの混合を促進することができる。
本実施形態では、この実圧縮比の変更を排気弁12の閉止タイミングを変更することで実現している。つまり、排気弁12の閉止タイミングを遅らせること(即ち、遅角させること)で、機関1の実質的な圧縮開始時の筒内容積が小さくなり、実圧縮比を小さくすることができる。逆に、排気弁12の閉止タイミングを進ませること(即ち、進角させること)で、機関1の実質的な圧縮開始時の筒内容積が大きくなり、実圧縮比を大きくすることができる。
本実施形態では、機関1に装備される過給機16は、2つの過給機16A,16Bを直列に接続し、バルブの切替で2段過給と単段過給とを切り替えられる構成となっている。
なお、各掃気用接続通路161b,161cにはエアクーラ18が設けられる。この掃気用接続通路161b,161cのエアクーラ18は兼用可能である。
次に本発明の第2実施形態を説明する。
本実施形態は、過給量を増減操作可能な過給機16の構成のみが第1実施形態と異なっている。
なお、各掃気用接続通路165a,165bにはエアクーラ18が設けられる。
第1過給機16Cは常時作動であるが、第2過給機16Dは開閉バルブ167及び168を開放すると作動し、開閉バルブ167及び168を閉鎖すると停止する。
機関1の低負荷時には、排気圧が低いので第1過給機16Cのみによって排気圧を集中的に使用し、機関1の高負荷時には、排気圧が高いので第1過給機16Cと第2過給機16Dとの両方を用いて排気圧を効果的に使用して過給量を増大させることができる。
以上、本発明の形態を説明したが、本発明は、その趣旨を逸脱しない範囲で上記実施形態を種々変形して実施することができる。
9 シリンダライナ
10 掃気ポート
11 シリンダカバー
12 排気弁
13 ピストン
14 排気ガスマニホールド
16 過給機
30 予混合ガス弁(第1の燃料ガス噴射弁)
32 拡散ガス弁(第2の燃料ガス噴射弁)
34 燃料油弁(燃料油噴射弁)
40 制御装置
42 判定部(判定手段)
44 作動モード選択部(燃焼方式選択手段)
46 燃料噴射制御部(燃料噴射制御手段)
48 実圧縮比制御部(実圧縮比制御手段)
50 過給制御部(過給制御手段)
Claims (11)
- 内燃機関の運転中に少なくとも燃料ガス拡散燃焼方式と燃料ガス予混合燃焼方式とを選択可能な燃焼方式選択手段と、
前記燃焼方式選択手段により選択された燃焼方式に応じた燃料噴射態様となるように燃料噴射を制御する燃料噴射制御手段と、
前記燃焼方式選択手段により選択された燃焼方式に応じた実圧縮比となるように実圧縮比を制御する実圧縮比制御手段と、を備え、
前記実圧縮比制御手段は、前記燃料ガス予混合燃焼方式が選択されたら前記実圧縮比を低圧縮比に制御し、前記燃料ガス拡散燃焼方式が選択されたら前記実圧縮比を高圧縮比に制御する
ことを特徴とする内燃機関の制御装置。 - 前記燃料ガス予混合燃焼方式は、燃料ガスを用いて燃料ガス予混合燃焼方式だけで燃焼させる燃料ガス全部予混合燃焼方式と、燃料ガスの一部を予混合燃焼させ残りを拡散燃焼させる燃料ガス部分予混合燃焼方式とを含み、
前記燃焼方式選択手段は、前記内燃機関の運転中に、少なくとも、前記燃料ガス拡散燃焼方式と、前記燃料ガス全部予混合燃焼方式と、前記燃料ガス部分予混合燃焼方式とを、選択可能であって、
前記実圧縮比制御手段は、前記燃料ガス全部予混合燃焼方式或いは前記燃料ガス部分予混合燃焼方式が選択されたら前記実圧縮比を低圧縮比に制御し、前記燃料ガス拡散燃焼方式が選択されたら前記実圧縮比を高圧縮比に制御する
ことを特徴とする請求項1記載の内燃機関の制御装置。 - 前記内燃機関は、排気弁閉止タイミングを変更可能な動弁装置を備え、
前記実圧縮比制御手段は、前記排気弁閉止タイミングを操作して前記実圧縮比を制御し、前記実圧縮比を低圧縮比にする際には、前記排気弁閉止タイミングを遅角側に制御し、前記実圧縮比を高圧縮比にする際には、前記排気弁閉止タイミングを進角側に制御する
ことを特徴とする請求項1又は2記載の内燃機関の制御装置。 - 前記内燃機関は、過給量を増減操作可能な過給機を備え、
少なくとも前記内燃機関の負荷が一定負荷よりも大きい高負荷状態の場合に、前記燃焼方式選択手段が前記燃料ガス拡散燃焼方式を選択したら前記過給量を通常状態とし、前記燃焼方式選択手段が前記燃料ガス予混合燃焼方式を選択したら前記過給量を増加状態とする過給制御手段とを備えている
ことを特徴とする請求項1~3の何れか1項に記載の内燃機関の制御装置。 - 前記過給機は、2段過給と単段過給とが切り替え可能な過給機であって、
前記過給制御手段は、前記過給量を通常状態とする際は前記過給機を単段過給とし、前記過給量を増加状態とする際は前記過給機を2段過給とする
ことを特徴とする請求項4記載の内燃機関の制御装置。 - 前記過給制御手段は、前記燃焼方式選択手段が前記燃料ガス拡散燃焼方式を選択した場合には、前記内燃機関の負荷が前記一定負荷以下の低負荷状態であったら前記過給量を増加状態とする
ことを特徴とする請求項4又は5記載の内燃機関の制御装置。 - 前記内燃機関の排気を規制すべき排気規制状態であるか否かを判定する判定手段を備え、
前記燃焼方式選択手段は、前記判定手段により排気規制状態であると判定されると前記燃料ガス予混合燃焼方式を選択し、前記判定手段により排気規制状態でないと判定されると前記燃料ガス拡散燃焼方式を選択する
ことを特徴とする請求項1~6の何れか1項に記載の内燃機関の制御装置。 - 前記内燃機関は船舶に装備された舶用機関であって、
前記判定手段は、前記船舶の航行している航行海域が排気規制海域内であれば前記排気規制状態であると判定し、前記航行海域が排気規制海域外であれば前記排気規制状態でないと判定する
ことを特徴とする請求項7記載の内燃機関の制御装置。 - 請求項1~8の何れか1項に記載の内燃機関の制御装置と、前記制御装置により制御される前記内燃機関と、を有する
ことを特徴とする船舶。 - 内燃機関の運転中に少なくとも燃料ガス拡散燃焼方式と燃料ガス予混合燃焼方式とを含む燃焼方式のうちの一つの燃焼方式を選択する燃焼方式選択工程と、
前記燃焼方式選択工程において選択した燃焼方式に応じて、前記内燃機関の実圧縮比を制御する圧縮比制御工程と、を備える
ことを特徴とする内燃機関の運転方法。 - 前記燃料ガス予混合燃焼方式は、燃料ガスを用いて燃料ガス予混合燃焼方式だけで燃焼させる燃料ガス全部予混合燃焼方式と、燃料ガスの一部を予混合燃焼させ残りを拡散燃焼させる燃料ガス部分予混合燃焼方式とを含み、
前記燃焼方式選択工程では、前記内燃機関の運転中に、少なくとも、前記燃料ガス拡散燃焼方式と、前記燃料ガス全部予混合燃焼方式と、前記燃料ガス部分予混合燃焼方式とを含む燃焼方式のうちの一つの燃焼方式を選択する
ことを特徴とする請求項10記載の内燃機関の運転方法。
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