WO2020157538A1 - Système d'injection de carburantt et procédé de fonctionnement d'un moteur à piston - Google Patents

Système d'injection de carburantt et procédé de fonctionnement d'un moteur à piston Download PDF

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Publication number
WO2020157538A1
WO2020157538A1 PCT/IB2019/050669 IB2019050669W WO2020157538A1 WO 2020157538 A1 WO2020157538 A1 WO 2020157538A1 IB 2019050669 W IB2019050669 W IB 2019050669W WO 2020157538 A1 WO2020157538 A1 WO 2020157538A1
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WO
WIPO (PCT)
Prior art keywords
fuel
piston
compression
gas
pressure level
Prior art date
Application number
PCT/IB2019/050669
Other languages
English (en)
Inventor
Daniel Bachmann
Original Assignee
Wärtsilä Services Switzerland 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 Wärtsilä Services Switzerland Ltd filed Critical Wärtsilä Services Switzerland Ltd
Priority to PCT/IB2019/050669 priority Critical patent/WO2020157538A1/fr
Publication of WO2020157538A1 publication Critical patent/WO2020157538A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/04—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/08—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by two or more pumping elements with conjoint outlet or several pumping elements feeding one engine cylinder
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/005—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders with two cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/008—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for the means being a fluid transmission link
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B9/00—Piston machines or pumps characterised by the driving or driven means to or from their working members
    • F04B9/08—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid
    • F04B9/10—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid the fluid being liquid
    • F04B9/109—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid the fluid being liquid having plural pumping chambers
    • F04B9/111—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid the fluid being liquid having plural pumping chambers with two mechanically connected pumping members
    • F04B9/115—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid the fluid being liquid having plural pumping chambers with two mechanically connected pumping members reciprocating movement of the pumping members being obtained by two single-acting liquid motors, each acting in one direction
    • 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
    • F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
    • 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
    • F02M21/0284—Arrangement of multiple injectors or fuel-air mixers per combustion chamber
    • 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 fuel injection system of a multi-cylinder piston engine in accordance with claim 1.
  • the invention also concerns a method of operating a multi-cylinder piston engine as defined in the other independent claim.
  • Both two-stroke and four-stroke engines can be operated using a gaseous fuel, such as natural gas.
  • the fuel can be introduced into an intake duct of the engine or injected directly into the cylinders. If the fuel is introduced into the intake duct, the pressure of the fuel can be relatively low, for example around 10 bar. Low- pressure fuel supply can also be used in case the fuel is introduced directly into the cylinder, but only on the condition that the gas injection takes place when the pressure in the cylinder is still low. The gas injection should thus take place when the piston in the cylinder is close to bottom dead center. In a four-stroke engine, the gas could be injected into the cylinder also during the intake stroke.
  • Direct injection close to top dead center provides some benefits, but also re quires a lot higher injection pressure.
  • suitable pressure level for direct injection may be 150 bar or more.
  • Compressors are typically used for raising the pressure of the gaseous fuel to the required level. Compressors that are capable of achieving the required pressure level and also capable of producing the flow rate required for operating an engine can be very expensive.
  • An object of the present invention is to provide an improved fuel injection system for a multi-cylinder piston engine.
  • the characterizing features of the fuel injection system according to the invention are given in claim 1.
  • Another object of the invention is to provide an improved method of operating a multi-cylinder piston engine.
  • the characterizing features of the method are given in the other inde pendent claim.
  • the fuel injection system comprises a gas supply line for supplying gaseous fuel at a first pressure level.
  • the fuel injection system further comprises for each cylinder of the engine at least one gas injector, which is configured to inject gaseous fuel directly into the cylinder, and a hydraulically actuatable gas compression device, which is configured to receive gaseous fuel at the first pressure level, to raise the pressure of the gaseous fuel to a second pressure level by means of a movable compression piston, and to supply the gaseous fuel at the second pressure level towards the at least one gas injector.
  • the method according to the invention comprises the steps of supplying gase ous fuel at a first pressure level to a hydraulically actuated gas compression device comprising a compression piston, raising the pressure of the gaseous fuel from the first pressure level to a second pressure level by means of the compression piston of the gas compression device, supplying the gaseous fuel at the second pressure level from the gas compression device to at least one gas injector, and injecting the fuel by means of the at least one gas injector directly into a cylinder of the engine.
  • the fuel injection system and the method according to the invention provides an inexpensive way of raising the pressure of gaseous fuel to a level that is suitable for direct injection into the cylinders.
  • the gas compression device is connected to a control oil system of the engine for actuating the gas compres sion device by means of pressurized control oil.
  • Control oil is used in many en gines for various purposes. The use of the control oil for actuating the gas com pression device thus allows the use of the gas compression device in many en gines without a need to provide a new source of hydraulic power.
  • each cylinder of the engine is pro vided with at least two gas injectors and all the gas injectors of the cylinder are connected to the same gas compression device for receiving gaseous fuel.
  • the gas compression device com prises a compression chamber for receiving the gaseous fuel at a first pressure level and a compression piston that is movable in the compression chamber for raising the pressure of the gaseous fuel in the compression chamber from the first pressure level to the second pressure level.
  • the compression piston has a first moving direction and a second moving direction that is opposite to the first mov ing direction
  • the compression piston divides the compression chamber into a first portion and a second portion
  • the gas compression device is configured so that gaseous fuel can be introduced into the first portion of compression chamber and into the second portion of the compression chamber, and move ment of the compression piston in the first moving direction is configured to raise the pressure of the fuel in the first portion of the compression chamber, and movement of the compression piston in the second moving direction is config ured to raise the pressure of the fuel in the second portion of the compression chamber.
  • a separate filling stroke is thus not needed, but the gas compression device can provide an almost continuous flow of pressurized fuel.
  • the gas compression device com prises an actuation chamber for receiving pressurized fluid and an actuation pis ton that is movable when fluid pressure is applied on it, the actuation piston being in force transmission connection with the compression piston.
  • the fuel injection system com prises a control valve for controlling flow of pressurized fluid into the actuation chamber and/or out of the actuation chamber of the gas compression device.
  • the gas compression device com prises a second actuation chamber for receiving pressurized fluid and a second actuation piston that is movable when fluid pressure is applied on it, the second actuation piston being in force transmission connection with the compression piston.
  • Each of the two actuation pistons can thus be used for one moving di rection of the compression piston.
  • the fuel injection system com prises a second control valve for controlling flow of pressurized fluid into the second actuation chamber and/or out of the second actuation chamber of the gas compression device.
  • the first pressure level is in the range of 1 -20 bar.
  • the second pressure level is at least 40 bar.
  • the second pressure level can be at least 100 bar, for instance in the range of 100-200 bar.
  • the engine is a two-stroke engine.
  • the cylinder bore of the engine is at least 150 mm.
  • a piston engine according to the invention comprises a fuel injection system defined above.
  • the fuel in the method of operating a piston engine, is injected into the cylinder in the range of 40-0 degrees before top dead center.
  • the pressure of the gaseous fuel is raised from the first pressure level to the second pressure level between two consecutive fuel injections.
  • the first pressure level is in the range of 1-20 bar.
  • the second pressure level is at least 60 bar.
  • the gas compression device is actuated by means of pressurized control oil of a control oil system of the engine.
  • FIG. 1 shows schematically a fuel injection system of a piston engine
  • Fig. 2 shows schematically a more detailed view of part of the fuel injection sys tem of figure 1. Description of embodiments of the invention
  • Figure 1 shows schematically a fuel injection system of a piston engine 1 .
  • the engine 1 of figure 1 is a large two-stroke engine, such as a main engine of a ship.
  • the present invention can also be applied to four-stroke engines.
  • the invention is suitable in particular for large piston engines, such as engines having a cylinder bore of at least 150 mm.
  • the engine 1 is a multi-cylinder engine, i.e. an engine comprising a plurality of cylinders 2.
  • the engine 1 comprises five cylinders 2.
  • the engine 1 could comprise any reasonable number of cylinders 2.
  • the fuel injection system of figure 1 is configured to supply gaseous fuel, such as natural gas, into the cylinders 2 of the engine 1 .
  • the engine 1 can be provided with one or more additional fuel injection systems.
  • the engine 1 can be provided with a pilot fuel injection system for injecting liquid pilot fuel into the cylinders 2 of the engine 1 for igniting the gaseous fuel.
  • the engine 1 could also comprise a fuel injection system for injecting liquid main fuel into the cylin ders 2 of the engine 1 .
  • the pilot fuel system and the fuel injection system for liquid main fuel could be integrated into a single fuel injection system or they could share common parts.
  • Fuel is supplied to the engine 1 from a fuel source 39, such as a fuel tank.
  • the fuel can be stored as liquefied or compressed gas. If the fuel is stored in liquid phase, it can be supplied further from the fuel source 39 in liquid phase. How ever, the fuel is injected into the cylinders 2 of the engine 1 in gas phase.
  • One or more pumps can be provided for supplying the fuel from the fuel source 39.
  • the fuel injection system of figure 1 comprises a gas supply line 3.
  • the gas supply line 3 is configured to supply gaseous fuel at a first pressure level.
  • the first pressure level could be, for instance, in the range of 1 -20 bar, such as 5- 15 bar.
  • the fuel injection system can comprise one or more pumps for raising the pressure of the fuel to the first pressure level.
  • the gaseous fuel is injected directly into the cylinders 2 of the engine 1 .
  • Each cylinder 2 of the engine 1 is provided with at least one gas injector 4 for injecting the fuel into the cylinder 2. Because the pressure of the gaseous fuel at the first pressure level is relatively low, the fuel cannot be injected into the cylinders 2 at the first pressure level when the piston in the cylinder is close to top dead center. Therefore, the fuel injection system comprises for each cylinder 2 of the engine 1 a gas compression device 5, which is configured to raise the pressure of the fuel from the first pressure level to a second pressure level. The second pres sure level is high enough for allowing direct injection into the cylinder 2 even when the piston is close to top dead center.
  • the second pressure level is at least 40 bar, preferably at least 100 bar or at least 150 bar.
  • the second pressure level can be, for instance, in the range of 150-200 bar.
  • the gas compression device 5 is a hydraulically actuatable device, which comprises a piston for raising the pressure of the fuel from the first pressure level to the second pressure level.
  • FIG 2 shows in more detail part of a fuel injection system according to an embodiment of the invention. Also one cylinder 2 of the engine 1 is schematically shown.
  • the engine 1 is a two-stroke crosshead en gine.
  • Each cylinder 2 of the engine 1 is provided with a piston 14, which is con figured to move in a reciprocating manner in the cylinder 2.
  • the piston 14 is not directly connected to a crankshaft, but the engine 1 is provided with a crosshead 16 arranged between the piston 14 and the crankshaft 15.
  • a piston rod 17 con nects the piston 14 to the crosshead 16.
  • a connecting rod 18 connects the cross head 16 to the crankshaft 15.
  • each cylinder 2 of the engine 1 is provided with three gas injectors 4. Especially in large engines, it is beneficial to provide each cylinder 2 with more than one gas injector 4. However, the fuel injection system would work also with a single gas injector 4 in each cylinder 2. Each cylinder 2 could also be provided with more than three gas injectors 4. The gas injectors 4 are arranged to inject the fuel above the top dead center position of the piston 14. This allows fuel injection regardless of the position of the piston 14.
  • FIG 2 shows in more detail a gas compression device 5 according to an em bodiment of the invention.
  • the gas compression device 5 comprises a compres sion chamber 6 and a compression piston 9.
  • the compression chamber 6 is configured to receive gaseous fuel at the first pressure level.
  • the compression piston 9 is configured to move in the compression chamber 6 for raising the pressure of the gaseous fuel from the first pressure level to the second pressure level.
  • the compression chamber 6 is connected to the gas supply line 3 for re ceiving the gaseous fuel.
  • the compression chamber 6 is further connected to the gas injectors 4 for supplying the fuel at the second pressure level to the gas injectors 4.
  • all the gas injectors 4 of the cylinder 2 are connected to the same gas compression device 5.
  • each cylinder 2 could also be provided with more than one gas compression devices 5.
  • the gas compression device 5 further comprises at least one actuation piston 10.
  • the actuation piston 10 is in force transmission connection with the com pression piston 5.
  • the ac tuation piston 10 is configured to move for moving the compression piston 9 to pressurize the gaseous fuel in the compression chamber 6.
  • the gas compression device 5 comprises a first actuation piston 10 and a second actuation piston 1 1 .
  • the compression piston 9 is configured to pres surize the gaseous fuel in two different moving directions.
  • the compression pis ton 9 divides the compression chamber 6 into a first portion 6a and a second portion 6b. Gaseous fuel at the first pressure level can be introduced into the compression chamber 6 on both sides of the compression piston 9.
  • fuel is pressurized in the first por tion 6a of the compression chamber 6.
  • fuel is pressurized in the second portion 6b of the compres sion chamber 6.
  • the first actuation piston 10 delimits a first actuation chamber 7.
  • the pressurized fluid is control oil from a control oil system of the engine 1 .
  • the control oil system supplies pressurized oil for various purposes.
  • the control oil can be used for actuating exhaust valves and/or for actuating fuel injectors of a liquid fuel injection system.
  • the pressure of the control oil can be, for instance, in the range of 25C 00 bar.
  • the second actuation piston 1 1 delimits a second actuation chamber 8. Also the second actuation piston 1 1 is mechanically connected to the compression piston 9, and the compression piston 9 thus moves synchronous with the second actuation piston 1 1 .
  • the first actuation piston 10, the compression piston 9 and the second actuation piston 1 1 form a piston unit, which moves as an integral part.
  • the first portion 6a of the compression chamber 6 is provided with a first fuel outlet 19.
  • the second portion 6b of the compression chamber 6 is provided with a second fuel outlet 20. Both the first fuel outlet 19 and the second fuel outlet 20 are connected to a fuel injection line 21 , which connects the gas compression device 5 to the gas injectors 4.
  • the fuel injection system is provided with one or more valves preventing flow from the first portion 6a of the compression cham ber 6 into the second portion 6b of the compression chamber 6 and vice versa.
  • a shuttle valve 22 is arranged to prevent flow between the two portions 6a, 6b of the compression chamber 6.
  • a check valve 38 prevents flow from the fuel injection line 21 back into the compression cham ber 6.
  • the check valve 38 can have a predetermined opening pressure.
  • two check valves could be used for preventing backflow from the fuel injection line 21 and flow between the two portions 6a, 6b of the compression chamber 6.
  • one or more actively controlled valves could be used for said purposes.
  • the first portion 6a of the compression chamber 6 is further provided with a first fuel inlet 23 for introducing fuel from the fuel supply line 3 into the compression chamber 6.
  • the second portion 6b of the compression chamber 6 is provided with a second fuel inlet 24 for introducing fuel from the fuel supply line 3 into the compression chamber 6.
  • a first check valve 25 is arranged upstream from the first fuel inlet 23 for preventing backflow into the fuel supply line 3 and also for preventing flow from the first portion 6a into the second portion 6b of the com pression chamber 6.
  • a second check valve 26 is arranged upstream from the second fuel inlet 24 for preventing backflow into the fuel supply line 3 and also for preventing flow from the second portion 6b into the first portion 6a.
  • the first check valve 25 and the second check valve 26 one or more actively controlled valves could be used for preventing backflow from the compression chamber 6 into the fuel supply line 3 and for preventing flow between the two portions 6a, 6b.
  • the control oil system of the engine 1 comprises a control oil tank 27.
  • a feed pump 28 supplies oil from the control oil tank 27 to a control oil pump 29.
  • the control oil pump 29 can be driven by the engine 1 .
  • From the control oil pump 29, the pressurized oil is supplied into a control oil rail 30.
  • Different pump arrange ments could be used in the control oil system for pressurizing the control oil.
  • the fuel injection system is provided with a first control valve 12.
  • the first control valve 12 is configured to control flow of control oil into the first actuation chamber 7 and out of the first actuation chamber 7.
  • the first control valve 12 has a first position, which is shown in figure 2. In the first position of the valve 12, outflow from the first actuation chamber 7 into a tank 31 is allowed. The tank 31 is a pressureless tank. Flow from the first actu ation chamber 7 could also be conducted into the control oil tank 27. In the first position of the first control valve 12, flow of pressurized control oil into the first actuation chamber 7 is prevented.
  • the first control valve 12 is a solenoid valve. However, also some other type of control valve could be used.
  • first control valve 12 In a second position of the first control valve 12, flow of pressur ized control oil into the first actuation chamber 7 is allowed. Flow from the first actuation chamber 7 into the tank 31 is prevented.
  • the first actuation chamber 7 is provided with an opening 32 for allowing flow of control oil into the chamber 7 and out of the chamber 7.
  • the fuel injection system is further provided with a second control valve 13.
  • the second control valve 13 is configured to control flow of control oil into the second actuation chamber 8 and out of the second actuation chamber 8.
  • the second control valve 13 has a first position. In the first position of the second control valve 13, outflow from the second actuation chamber 8 into a tank 31 is allowed.
  • the tank 31 can be the same tank into which the flow from the first actuation chamber 7 is conducted, or a separate tank.
  • the tank 31 is a pressureless tank. Flow from the second actuation chamber 8 could also be conducted into the control oil tank 27. In the first position of the second control valve 13, flow of pressurized control oil into the second actuation chamber 8 is prevented.
  • the second control valve 13 is a solenoid valve.
  • a single control valve could control flow into both actuation chambers 7, 8 and out of the chambers 7, 8.
  • the control valve could be configured so that when one of the actuation chambers 7, 8 is connected to the control oil rail 30 for receiving pressurized control oil, the other actuation chamber 7, 8 would be con nected to a pressureless tank 31 . Only one actuation chamber 7, 8 at a time would thus receive pressurized fluid for actuating the compression piston 9.
  • the gas compression device 5 is provided with a first vent hole 33 for preventing pressure build-up by the first actuation piston 10 in a chamber 35 opposite to the first actuation chamber 7.
  • the gas compression device 5 is further provided with a second vent hole 34 for preventing pressure build-up by the second actu ation piston 1 1 in a chamber 36 opposite to the second actuation chamber 8.
  • the chambers 35, 36 are in fluid communication with each other and movement of the piston unit formed by the compression piston 9, the first actuation piston 10 and the second actuation piston 1 1 moves fluid from one of the chambers 35, 36 to the other of the chambers 35, 36.
  • the vent holes 33, 34 may not be necessary, but they reduce energy consumption and heating of the gas compression device 5.
  • the fuel supply line 3 constantly supplies fuel at the first pressure level into the compression chamber 6.
  • pressurized gaseous fuel has been delivered from the second portion 6b of the compression chamber 6 to the gas injectors 4 and further into the cylinder 2 of the engine 1 .
  • the first control valve 12 is in the first position and the second control valve 13 is in the second position.
  • the first control valve 12 is then moved to the second position and the second control valve 13 is moved to the first position.
  • the first actuation chamber 7 is thus connected to the control oil rail 30 and the second actuation chamber 8 is connected to the pressureless tank 31 .
  • Control oil starts flowing into the first actuation chamber 7 and pushes the whole piston unit to wards the end where the second actuation chamber 8 is located.
  • Control oil from the second actuation chamber 8 flows into the tank 31 .
  • the compression piston 9 moves in the compression chamber 6 and pressurizes fuel in the first portion 6a of the compression chamber 6.
  • the shuttle valve 22 is automatically switched to another position, where flow into the fuel injection line 21 is allowed and flow into the second portion 6b of the compression chamber 6 is prevented.
  • the fuel thus flows from the first portion 6a of the compression chamber 6 into the fuel injection line 21 . Simultaneously the second portion 6b of the compression chamber 6 is filled with fuel at the first pressure level.
  • Fuel injection into the cylinder 2 is controlled by the gas injectors 4.
  • the gas injectors 4 can be for example electrically controlled.
  • the fuel could thus be in jected into the cylinder 2 during any time of the stroke of the compression piston 9 or after the stroke of the compression piston 9. If a single stroke of the com pression piston 9 is not sufficient for pressurizing the required amount of fuel, the pressurizing can continue during a stroke to the opposite direction.
  • the first control valve 12 is thus switched to the first position and the second control valve 13 is switched to the second position. Pressurized control oil now flows into the second actuation chamber 8 and the piston unit moves towards the end where the first actuation chamber 7 is located.
  • the shuttle valve 22 When the pressure in the second portion 6b of the compression chamber 6 has risen sufficiently, the shuttle valve 22 is automatically switched to the position shown in figure 2, and fuel from the sec ond portion 6b of the compression chamber 6 flows into the fuel injection duct 21 . If needed, the pressurizing of the fuel can take place during several strokes of the compression piston 9.
  • the gaseous fuel can be injected into the cylinder 2 close to top dead center, for example in the range of 40-0 degrees before top dead center, or 15-0 degrees before top dead center.
  • raising of the pressure of the gaseous fuel from the first pressure level to the second pressure level can start well before the injection timing and con tinue up to the start of the fuel injection.
  • the pressurizing of the fuel can start in the range of 7C 0 degrees before top dead center.
  • the pressurizing can start even immediately after the end of the previous fuel injection.
  • the re quired duration of the pressurizing step depends on the capacity of the gas com pression device 5 and on the required fuel injection amount.
  • the pressurizing step can end well before the fuel injection. For instance, the pressurizing step could take place completely during the downwards movement of the piston in a two-stroke engine, or during the exhaust and/or intake stroke in a four-stroke engine.
  • the gaseous fuel can be ignited by means of liquid pilot fuel injection.
  • each cylinder 2 of the engine 1 could be provided with a spark plug for igniting the gaseous fuel.
  • the invention is not limited to the embodiments described above, but may vary within the scope of the ap pended claims. For instance, although a double-acting cylinder for pressurizing the gaseous fuel has been described, the gas compression device would work also with a single-acting cylinder.
  • the gas compression de vice could be provided with a single actuation piston dividing an actuation cham ber into two portions in a similar way as the compression chamber in the em bodiment of figure 2.
  • Pressurized fluid could be introduced selectively on either side of the actuation piston to select the moving direction of the compression piston.
  • Many different valve arrangements for controlling the operation of the gas compression devices and the flow of fuel are possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Le système d'injection de carburant pour introduire du carburant gazeux dans les cylindres (2) d'un moteur à piston multicylindre comprend une conduite d'alimentation en gaz (3) pour fournir du carburant gazeux à un premier niveau de pression, et pour chaque cylindre (2) du moteur (1) au moins un injecteur de gaz (4), qui est configuré pour injecter du carburant gazeux directement dans le cylindre (2), et un dispositif de compression de gaz à actionnement hydraulique (5), qui est configuré pour injecter du carburant gazeux directement irectement dans le cylindre (2), et un dispositif de compression de gaz (5) actionnable hydrauliquement, qui est configuré pour recevoir du carburant gazeux au premier niveau de pression pour élever la pression du carburant gazeux à un second niveau de pression au moyen d'un piston de compression mobile (9), et pour fournir le carburant gazeux au deuxième niveau de pression vers au moins un injecteur de gaz (4),
PCT/IB2019/050669 2019-01-28 2019-01-28 Système d'injection de carburantt et procédé de fonctionnement d'un moteur à piston WO2020157538A1 (fr)

Priority Applications (1)

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PCT/IB2019/050669 WO2020157538A1 (fr) 2019-01-28 2019-01-28 Système d'injection de carburantt et procédé de fonctionnement d'un moteur à piston

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PCT/IB2019/050669 WO2020157538A1 (fr) 2019-01-28 2019-01-28 Système d'injection de carburantt et procédé de fonctionnement d'un moteur à piston

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021239204A1 (fr) * 2020-05-25 2021-12-02 Wärtsilä Finland Oy Système d'alimentation en combustible gazeux à injection directe pour un moteur à piston à combustion interne à deux temps, moteur à piston à combustion interne à deux temps et procédé d'actionnement d'un moteur à piston à combustion interne à deux temps

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5411374A (en) * 1993-03-30 1995-05-02 Process Systems International, Inc. Cryogenic fluid pump system and method of pumping cryogenic fluid
EP1135608A1 (fr) * 1998-12-04 2001-09-26 Lattice Intellectual Property Limited Agencement de compresseur
EP2837789A1 (fr) * 2012-04-11 2015-02-18 Mitsubishi Heavy Industries, Ltd. Moteur à essence à deux temps
EP3252291A1 (fr) * 2016-05-26 2017-12-06 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Grand moteur à combustion interne à allumage par compression et à deux temps comportant un système d'injection de carburant pour carburant à faible point d'inflammabilité et soupape d'injection de carburant associée
US20180128225A1 (en) * 2015-04-13 2018-05-10 Mitsui Engineering & Shipbuilding Co., Ltd. Fuel Supply Device and Fuel Supply Method

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5411374A (en) * 1993-03-30 1995-05-02 Process Systems International, Inc. Cryogenic fluid pump system and method of pumping cryogenic fluid
EP1135608A1 (fr) * 1998-12-04 2001-09-26 Lattice Intellectual Property Limited Agencement de compresseur
EP2837789A1 (fr) * 2012-04-11 2015-02-18 Mitsubishi Heavy Industries, Ltd. Moteur à essence à deux temps
US20180128225A1 (en) * 2015-04-13 2018-05-10 Mitsui Engineering & Shipbuilding Co., Ltd. Fuel Supply Device and Fuel Supply Method
EP3252291A1 (fr) * 2016-05-26 2017-12-06 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Grand moteur à combustion interne à allumage par compression et à deux temps comportant un système d'injection de carburant pour carburant à faible point d'inflammabilité et soupape d'injection de carburant associée

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021239204A1 (fr) * 2020-05-25 2021-12-02 Wärtsilä Finland Oy Système d'alimentation en combustible gazeux à injection directe pour un moteur à piston à combustion interne à deux temps, moteur à piston à combustion interne à deux temps et procédé d'actionnement d'un moteur à piston à combustion interne à deux temps

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