WO2020249277A1 - Procédé pour faire fonctionner un moteur à combustion interne par hydrogène, moteur à combustion interne par hydrogène et véhicule automobile - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne par hydrogène, moteur à combustion interne par hydrogène et véhicule automobile Download PDF

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Publication number
WO2020249277A1
WO2020249277A1 PCT/EP2020/058192 EP2020058192W WO2020249277A1 WO 2020249277 A1 WO2020249277 A1 WO 2020249277A1 EP 2020058192 W EP2020058192 W EP 2020058192W WO 2020249277 A1 WO2020249277 A1 WO 2020249277A1
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Prior art keywords
hydrogen
internal combustion
combustion engine
load
combustion chamber
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PCT/EP2020/058192
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German (de)
English (en)
Inventor
Bruno Barciela Díaz-Blanco
Thomas Malischewski
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Man Truck & Bus Se
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Publication of WO2020249277A1 publication Critical patent/WO2020249277A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • 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
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/106—Tumble flow, i.e. the axis of rotation of the main charge flow motion is horizontal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • 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
    • Y02T10/40—Engine management systems
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to a method for operating an internal combustion engine with hydrogen as, preferably the only fuel, an internal combustion engine operated with hydrogen and a motor vehicle with an internal combustion engine operated with hydrogen.
  • the diesel engine has been the most efficient internal combustion engine since its invention. For several reasons, the diesel engine is being substituted by "clean" engines today. According to the currently planned C02 EU legislation, a reduction in C02 emissions of at least 20% by 2025 and at least 35% by 2030 compared to a 2019 value This is forcing automobile manufacturers, such as bus and truck manufacturers, to develop other technologies, one of which is based on the combustion of hydrogen in engines, and since hydrogen does not have a carbon atom, it does not burn C02 emissions, so the EU target can be achieved.
  • US Pat. No. 7,162,994 B2 discloses a method for generating a compression ignition environment in a combustion chamber for a gas fuel, e.g. B. hydrogen.
  • the compression ignition environment is created by a glow plug, in the direction of which a pilot quantity of gas fuel is injected.
  • the invention is based on the object of creating an alternative and / or improved technology for operating an internal combustion engine with hydrogen.
  • the invention created a method for operating an internal combustion engine with hydrogen as, preferably the only, fuel.
  • the method includes generating hydrogen auto-ignition conditions in a combustion chamber of the internal combustion engine by load-dependent adaptation of at least one, preferably at least two or three parameters.
  • the parameters can have a combustion air ratio of the internal combustion engine and a feed time (z. B. injection time or injection time) of the hydrogen.
  • the parameters can have a valve control curve, preferably a closing time, an air inlet valve to the combustion chamber and a compression ratio of the combustion chamber.
  • the method can furthermore have a (z. B. high pressure) direct feeding (z. B. direct blowing or direct injection) of the hydrogen into the combustion chamber, preferably in a compression cycle (eg at one end of the compression cycle).
  • the method can include self-ignition of the directly supplied hydrogen in the combustion chamber as a result of the hydrogen self-ignition conditions generated.
  • the method can offer the advantage that, through constant load-dependent changing of one or more predetermined parameters during operation of the internal combustion engine, auto-ignition of the hydrogen is made possible for each or at least a plurality of engine operating points. It is preferred that at least two parameters are adapted, since in this way a comparatively precise and rapid setting of the desired hydrogen auto-ignition conditions is possible within a comparatively large range. When three or even four parameters are adjusted, even more precise and faster settings of the desired hydrogen auto-ignition conditions can accordingly be made possible within a particularly large range. When adapting two or more parameters, specific couplings between the parameters can also be used, e.g. B. Influences of the valve control curve of the intake valve and the supply of hydrogen on the combustion air ratio.
  • the hydrogen can be supplied towards the end of the compression cycle, so that combustion according to the diesel principle and the associated high efficiency takes place.
  • the invention can combine the advantages of an environmentally friendly fuel (hydrogen) with the most efficient combustion process. This allows maximum utilization of the chemical energies bound in hydrogen. Ignition does not require a pilot amount of diesel fuel to be injected. This means that there are actually no CO2 emissions and the system can be structured more simply.
  • the direct supply and auto-ignition of the hydrogen can prevent knocking problems because the fuel is supplied towards the end of the compression phase. Due to the high turbulence in the combustion chamber, which is not broken down by the late addition of hydrogen, the subsequent diffusion combustion can take place even faster and more efficiently.
  • the method can expediently be carried out without a pre-injection, without using a glow plug, without using a spark plug and / or without supplying other fuels.
  • the hydrogen can be fed into the combustion chamber at high pressure, e.g. B. with a pressure in a range between 150 bar and 500 bar.
  • the hydrogen is supplied by means of a hydrogen fuel injector which expediently opens into the combustion chamber.
  • the load-dependent adaptation is carried out based on a (e.g. predetermined) characteristic field (e.g. coordinate system, diagram, formula, tables, etc.) that is available for a large number (e.g. at least two, three, four, etc.) .) of different load points and / or different load ranges to set values of at least one, preferably at least two or three, the parameters or combinations of the parameters.
  • a characteristic field e.g. coordinate system, diagram, formula, tables, etc.
  • a large number e.g. at least two, three, four, etc.
  • the load-dependent adaptation takes place continuously or continuously during the operation of the internal combustion engine, preferably when a load of the internal combustion engine changes. It can thus be ensured, for example, that hydrogen auto-ignition conditions are present in the combustion chamber at all times during the operation of the internal combustion engine.
  • the hydrogen auto-ignition conditions are generated in a load range above a low load range of the internal combustion engine, preferably up to and including a full load range of the internal combustion engine. If necessary, ignition of the hydrogen can thus be promoted in an additional and / or alternative manner in the low-load range.
  • the low load range can expediently have a range between 0% and 30% of a nominal load or maximum load of the internal combustion engine.
  • the method also includes an external ignition of the directly supplied hydrogen in a low-load range of the internal combustion engine, preferably by means of a spark plug.
  • an external ignition of the directly supplied hydrogen in a low-load range of the internal combustion engine preferably by means of a spark plug.
  • the spark plug can for example only be used in the low load range of the internal combustion engine to ignite the hydrogen. Since the service life of the spark plug can be extended.
  • the method includes auto-ignition of the directly supplied hydrogen in a low-load range of the internal combustion engine, preferably supported by a glow plug.
  • the glow plug can, for example, only be used to increase the temperature in the low-load range of the internal combustion engine. This can extend the life of the glow plug.
  • the hydrogen self-ignition conditions can expediently be adapted to hydrogen self-ignition conditions that are more favorable for self-ignition when a load on the internal combustion engine is reduced. Self-ignition of the hydrogen can thus be ensured even when the load is lower.
  • the hydrogen self-ignition conditions can preferably be adapted to hydrogen self-ignition conditions that are less favorable to self-ignition when a load on the internal combustion engine is increased.
  • a high load can favor spontaneous ignition anyway.
  • the adaptation made can thus have the effect that thermal and / or mechanical stress on the components is reduced.
  • the internal combustion engine can be operated in an area with higher efficiency or closer to the respective design point.
  • the combustion air ratio is increased if the hydrogen auto-ignition conditions are to be adapted more easily by means of the combustion air ratio and / or a load on the internal combustion engine is reduced.
  • the combustion air ratio can be reduced if the hydrogen auto-ignition conditions are to be adjusted less readily by means of the combustion air ratio and / or a load on the internal combustion engine is increased.
  • the hydrogen feed time is adjusted earlier if the hydrogen auto-ignition conditions are to be adapted more readily by means of the feed time and / or a load on the internal combustion engine is reduced.
  • the hydrogen feed time can be adjusted later if the hydrogen auto-ignition conditions are to be adjusted less readily by means of the feed time and / or a load on the internal combustion engine is increased.
  • a closing time of the air inlet valve is adjusted later (e.g. in order to maximize the degree of delivery) when the hydrogen self-ignition conditions are to be adjusted more easily by means of the closing time and / or a load on the internal combustion engine is reduced.
  • a closing time of the air inlet valve can be adjusted earlier (e.g. in order to minimize the degree of delivery) if the hydrogen auto-ignition conditions are to be adjusted less readily by means of the closing time and / or a load on the internal combustion engine is increased.
  • the compression ratio of the combustion chamber is increased when the hydrogen auto-ignition conditions are to be adapted more readily by means of the compression ratio and / or a load on the internal combustion engine is reduced.
  • the compression ratio of the combustion chamber can be reduced if the hydrogen auto-ignition conditions are to be adjusted less readily by means of the compression ratio and / or a load on the internal combustion engine is increased.
  • a combustion air ratio is within a range between 1.2 and 3, preferably between 1.8 and 2.2. The combustion air ratio is preferably adjustable within this range.
  • a hydrogen feed time in the compression cycle is within a range between 60 ° CA before TDC (top dead center of a piston movement of the piston) and 0 ° CA before TDC, preferably between 40 ° CA before TDC and 10 ° CA before TDC .
  • the feed time can preferably be adjusted within this range.
  • the late supply of hydrogen can significantly reduce the risk of knocking problems. High turbulence in the combustion chamber is not reduced by the late supply of hydrogen.
  • a closing time of the air inlet valve with respect to the intake stroke is within a range between 20 ° CA before BDC (bottom dead center of a piston movement of the piston) and 80 ° CA after BDC, preferably between 0 ° CA before BDC and 60 ° CA after BDC .
  • the closing time can preferably be adjusted within this range.
  • a compression ratio is within a range between 15 and 26, preferably between 20 and 23.
  • the compression ratio is preferably adjustable within this range.
  • the combustion air ratio can be adjusted by adapting the operation of a hydrogen fuel injector.
  • the metering of the directly supplied hydrogen can thus be adjustable.
  • the feed time can be adjusted by adapting an operation of a hydrogen fuel injector.
  • Operation of the hydrogen fuel injector can expediently be adaptable by adapting a control to an electrical control of the hydrogen fuel injector, by means of a variable valve drive and / or by means of a camshaft phaser.
  • the valve control curve is adjustable by adjusting an operation of the air inlet valve, e.g. B. by adapting a control to an electrical control of the air inlet valve, by means of a variable valve train and / or by means of a camshaft phaser.
  • the compression ratio can be adjusted by means of a variable compression ratio system of the internal combustion engine, preferably by adjusting a piston position at top dead center, for example by means of an adjustable and / or displaceable piston, an adjustable connecting rod and / or an adjustable and / o the movable crankshaft.
  • the method further comprises feeding air into a combustion chamber of the internal combustion engine (expediently in an intake stroke) and compressing the air fed in in the combustion chamber (expediently in a compression stroke).
  • the hydrogen can be fed directly into the compressed air, preferably before the end of the compression stroke, for. B. between 60 ° CA before TDC and 0 ° CA before TDC, preferably between 40 ° CA before TDC and 10 ° CA before TDC.
  • a rotary flow preferably a swirl flow or a tumble flow
  • the generation of turbulence associated with the rotary flow can generally favor the self-ignition of the hydrogen.
  • the rotary flow in the combustion chamber is greater than or equal to approximately 30 Hz (30 revolutions per second). It was recognized that, in particular from this threshold value (with tolerance), there is a sufficiently high level of turbulence in the combustion chamber to contribute sufficiently to reliable self-ignition of the hydrogen.
  • the rotary flow is generated by a duct geometry of at least one air inlet duct which is arranged for supplying air to the combustion chamber.
  • a course of the air inlet channel and an arrangement of an orifice opening of the air inlet channel can lead to the generation of the rotary flow.
  • fixed or adjustable guide flaps can be arranged in the air inlet duct, which lead to the generation of the rotary flow.
  • the rotary flow is generated, maintained or intensified by an adapted geometry of the piston head of a piston.
  • the invention also relates to a hydrogen internal combustion engine or a motor vehicle, preferably a commercial vehicle (for example a truck or bus), with a hydrogen internal combustion engine.
  • the hydrogen internal combustion engine is expedient for carrying out a Method set up as disclosed herein.
  • the hydrogen internal combustion engine expediently has a control unit which is set up to carry out a method as disclosed herein.
  • the hydrogen internal combustion engine can have at least one air inlet duct for supplying air into a combustion chamber of the hydrogen internal combustion engine.
  • the at least one air inlet duct is designed to generate a rotary flow, preferably a swirl flow or a turbulent flow, of the air fed into the combustion chamber, preferably greater than or equal to about 30 Hz.
  • the hydrogen internal combustion engine has a piston for limiting a combustion chamber on the hydrogen engine.
  • the piston is designed to generate, maintain or intensify a rotary flow, preferably a swirl flow or a tumble flow, of the air fed into the combustion chamber, preferably greater than or equal to about 30 Hz.
  • the hydrogen internal combustion engine can achieve the same advantages such as the method disclosed herein for operating an internal combustion engine with hydrogen.
  • control unit can preferably refer to electronics (e.g. with microprocessors and data storage) and / or a mechanical controller which, depending on the training, can take on control tasks and / or regulating tasks. Even if the term “control” is used here, it can also expediently include “regulation” or “control with feedback”.
  • FIG. 1 shows a schematic illustration of an internal combustion engine according to an exemplary embodiment of the present disclosure.
  • FIG. 1 shows an internal combustion engine 10.
  • Internal combustion engine 10 is designed as a reciprocating internal combustion engine.
  • the internal combustion engine 10 has one or more cylinders. To improve clarity, only one cylinder is shown in FIG. 1.
  • the internal combustion engine 10 is expedient as a single-fuel internal combustion engine designed to operate using hydrogen as fuel.
  • the internal combustion engine 10 can be in a vehicle, e.g. B. a motor vehicle, a rail vehicle or a water vehicle to be included for driving the vehicle.
  • the Brennkraftma machine 10 is in a utility vehicle, e.g. B. a truck or bus for driving the utility vehicle. It is also possible, the internal combustion engine 10 in a stationary Ren system z. B. to be used to drive a generator.
  • the internal combustion engine 10 has at least one air inlet duct 12, at least one exhaust gas outlet duct 14, a combustion chamber 16, a piston 18 and a hydrogen fuel injector 20 for each cylinder.
  • the air inlet duct 12 opens into the combustion chamber 16. (Charge) air can be supplied to the combustion chamber 16 via the air inlet duct 12.
  • the air inlet duct 12 is arranged in a cylinder head. The cylinder head delimits the combustion chamber 16 from above.
  • An air supply system can be arranged upstream of the air inlet duct 12. Depending on the requirement, the air supply system can, for example, have one or more compressors of a turbocharger assembly, a charge air cooler and / or an exhaust gas recirculation line.
  • the air inlet duct 12 is expediently designed to supply the air with a rotary flow into the combustion chamber 16.
  • the rotary flow is preferably a swirl flow (rotation about a longitudinal axis of the cylinder).
  • the rotary flow is implemented as a T umbleströmung (rotation around a transverse axis of the cylinder).
  • the air inlet channel 12 can be designed as a tangential channel that supplies the air tangentially to the cylinder wall, or as a spiral channel (helically wound inlet channel) for generating the rotary flow.
  • the air inlet duct 12 can have fixed or adjustable air guide flaps for generating the rotary flow.
  • An opening of the air inlet channel 12 into the combustion chamber 16 can be opened and closed by means of an air inlet valve 22.
  • the air inlet valve 22 is preferably designed as a poppet valve.
  • the air inlet valve 22 can be operated using any technique.
  • a valve control curve of the air inlet valve 22 is expediently changeable or variable.
  • the air inlet valve 22 can be actuated by means of a variable valve drive 24.
  • the variable valve train 24 may be a power transmission device such.
  • the power transmission device can establish an operative connection between the camshaft and the air inlet valve 22.
  • the valve control curve of the air inlet valve 22 can be adjusted, for example, by means of a camshaft phaser for the camshaft and / or a sliding cam system for the camshaft.
  • a closing time of the air inlet valve 22 can preferably be adjustable within a range between 20 ° CA before UT and 80 ° CA after UT, preferably between 0 ° CA before UT and 60 ° CA after UT.
  • the adjustability of the valve control curve of the air intake valve 22 can advantageously be used to generate auto-ignition conditions for the hydrogen as a function of a load on the internal combustion engine 10.
  • the exhaust gas outlet valve 26 can be designed, for example, as a poppet valve.
  • the exhaust outlet channel 14 is arranged in the cylinder head.
  • An exhaust system can be arranged downstream of the exhaust gas outlet duct 14.
  • the exhaust system can have, for example, one or more exhaust gas turbines of a turbocharger assembly.
  • the piston 18 is arranged to be movable back and forth in the cylinder.
  • the piston 18 is connected to a crankshaft 30 via a connecting rod 28.
  • the piston 18 limits the combustion chamber 16 downward.
  • a piston head 32 of the piston 18 delimits the combustion chamber 16 downwards.
  • the piston head 32 is expediently designed to promote a rotary flow, preferably a swirl flow, in the combustion chamber 16.
  • the piston crown 32 can for example have a piston recess and / or surface contour that is adapted to the geometry of the at least one air inlet channel 12.
  • the optimized design of the piston crown 32 allows the existing flow in the combustion chamber 16 to be forced in a desired (rotational) direction during the compression phase and thus to increase the turbulence.
  • a rotational flow-generating, preferably swirl-generating, geometry of the air inlet duct 12 and a rotational flow-maintaining, preferably swirling, or rotational flow-enhancing, preferably swirl-enhancing, geometry of the piston bottom 32 work together in such a way that a swirl flow of at least 30 Hz, that is 30 revolutions per second, results.
  • Such a high level of turbulence in the combustion chamber 16 favors the generation of auto-ignition conditions for the hydrogen.
  • the internal combustion engine 10 can furthermore have a variable compression ratio system 34 (also called VCR system: variable compression ratio system).
  • the variable compression ratio system 34 enables a discrete or continuous change in the compression ratio e by adapting a piston position of the piston 18 at top dead center.
  • the variable compression ratio system 34 may be implemented by adjustability of the connecting rod 28.
  • the connecting rod 28 can be changeable in length.
  • the connecting rod 28 can be designed as a telescopic connecting rod.
  • the variable compression ratio system 34 can also be implemented differently.
  • an adjustment and / or a displacement of the piston 18 may be possible.
  • an adjustment and / or displacement of the crankshaft 30 may be possible.
  • the compression ratio e can preferably be adjustable within a range between 15 and 26, preferably between 18 and 23.
  • the adjustability of the compression ratio e can advantageously be used to generate self-ignition conditions for the hydrogen as a function of a load on the internal combustion engine 10.
  • the hydrogen fuel injector 20 is designed to supply hydrogen as fuel directly into the combustion chamber 16, preferably to inject it.
  • the feed takes place at a high pressure, for example in a range between 150 and 500 bar.
  • the what hydrogen fuel injector 20 can be operated in any way, for example by means of an electromagnet or mechanically z. B. by means of a cam control of the variable valve drive 24.
  • a feed time of the hydrogen fed by the hydrogen fuel injector 20 into the combustion chamber 16 can be adjusted.
  • the feed time can be brought about by means of the variable valve drive 24 or a changed control of the hydrogen fuel injector 20.
  • the hydrogen feed time can preferably be adjusted within a range between 60 ° CA before TDC and 0 ° CA before TDC, preferably between 40 ° CA before TDC and 10 ° CA before TDC.
  • the adjustability of the feed time can be used in an advantageous manner to generate self-ignition conditions for the hydrogen as a function of a load on the internal combustion engine 10. It is possible for an amount of fuel supplied by the hydrogen fuel injector 20 to be adjustable.
  • the metering of the amount of fuel can be effected, for example, by changing an opening duration of the hydrogen fuel injector 20.
  • the change in the amount of fuel supplied can be brought about by means of a variable valve drive or a changed control of the hydrogen fuel injector 20.
  • a combustion air ratio l or an air-fuel ratio AFR can be adjusted appropriately.
  • the combustion air ratio l can preferably be adjustable within a range between 1, 2 and 3, preferably between 1.8 and 2.2.
  • the adjustability of the combustion air ratio l can also advantageously be used to generate self-ignition conditions for the hydrogen as a function of a load on the internal combustion engine 10.
  • the internal combustion engine 10 can also have an expedient electronic control unit 36.
  • the control unit 36 is designed to operate the internal combustion engine 10.
  • the control unit 36 may be in communication with the variable valve train 24, the hydrogen fuel injector 20, and / or the variable compression ratio system 34.
  • the resulting exhaust gas is pushed out of the combustion chamber 16 through the opened exhaust gas outlet valve 26 into the exhaust gas outlet duct 14.
  • the piston 18 moves from bottom dead point to top dead center.
  • the high level of turbulence in the combustion chamber 16 brought about by the geometry of the air inlet duct 12 and the piston crown 32 promotes auto-ignition and the combustion of the hydrogen.
  • a high basic compression ratio, e.g. B. in a range between 20 and 23 also favor the auto-ignition of hydrogen.
  • the internal combustion engine 10 can furthermore be operated by the control unit 36 such that hydrogen supplied into the combustion chamber 16 is caused to self-ignite.
  • the control unit 36 is designed in such a way that, during operation of the internal combustion engine 10, depending on a load on the internal combustion engine 10, one or more parameters relating to the air inlet valve 22, the hydrogen fuel injector 20 and / or the variable compression ratio system 34 are always present be adjusted.
  • the parameter or parameters are adapted in such a way that the generation of auto-ignition conditions for the hydrogen in the combustion chamber 16 is ensured.
  • the control unit 36 can have one or more characteristic maps, for example in the form of coordinate systems, diagrams, formulas, tables, etc., for example.
  • the at least one map can each load or each operating point of the internal combustion engine 10 a parameter to be set with respect to a valve control curve of the air inlet valve 22, a supply time of hydrogen by the hydrogen fuel injector 20, a supply amount of hydrogen by the hydrogen fuel injector 20 and / or the Assign compression ratio e by the variable compression ratio system 34.
  • combustion air ratio l can, for. B. its increase lead to the fact that the auto-ignition conditions for the hydrogen in the combustion chamber 16 are more favorable to auto-ignition.
  • z. B. a reduction in the combustion air ratio l lead to the fact that the auto-ignition conditions for the hydrogen in the combustion chamber 16 are less likely to auto-ignite.
  • the effects can be different depending on other operating parameters of the internal combustion engine 10 and from the current combustion air ratio l.
  • an earlier adjustment can mean that the auto-ignition conditions in the combustion chamber 16 become more easily ignitable. This may be necessary for example when the load on the internal combustion engine 10 is reduced. Adjusting the time at which the hydrogen is supplied to later can result in the auto-ignition conditions in the combustion chamber 16 becoming less favorable for auto-ignition. A later point in time for the hydrogen to be added can promote earlier spontaneous ignition. Depending on the design of the hydrogen fuel injector 20, it is useful to take into account that the desired amount of fuel for the desired engine torque is achieved.
  • an increase in the compression ratio e favors auto-ignition by positively influencing the auto-ignition conditions in the combustion chamber 16.
  • a reduction in the compression ratio e leads to less auto-ignition-friendly auto-ignition conditions in the combustion chamber 16.
  • reducing the load on the internal combustion engine 10 can lead to the control unit 36 adjusting the closing time of the air inlet valve 22 later, reducing the combustion air ratio l, increasing the compression ratio e and / or adjusting the hydrogen feed time earlier in order to continue to provide adequate auto-ignition conditions for the hydrogen in the combustion chamber 16 to be generated.
  • the measures specified here high rotary flow generation in the combustion chamber, high basic compression ratio, adaptability of the valve control curve of the intake valve, adaptability of the combustion air ratio, adaptability of the time of direct hydrogen supply and adaptability of the compression ratio individually, partly in any combination with one another or can be fully implemented to produce the auto-ignition conditions for the hydrogen in the combustion chamber 16.
  • the auto-ignition conditions are only generated in a load range above a low-load range of the internal combustion engine.
  • the supplied hydrogen can be spark-ignited, for example by means of a spark plug. It is also possible for the hydrogen to auto-ignite even in the low-load range, for example with the help of a glow plug.

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

Abstract

L'invention concerne entre autres un procédé pour faire fonctionner un moteur à combustion interne (10) par hydrogène. Le procédé comprend la génération de conditions d'auto-allumage de l'hydrogène dans une chambre de combustion (16) du moteur à combustion interne (10) par adaptation en fonction de la charge d'au moins un paramètre d'un rapport d'air de combustion du moteur à combustion interne (10), d'un moment d'alimentation en hydrogène, d'une courbe de commande de la soupape, de préférence un moment de fermeture, d'une soupape d'admission d'air (22) vers la chambre de combustion (16) et d'un taux de compression de la chambre de combustion (16). Ce procédé peut avoir l'avantage de permettre l'auto-allumage de l'hydrogène dans différentes conditions de charge en modifiant constamment un ou plusieurs paramètres prédéterminés pendant le fonctionnement du moteur à combustion interne.
PCT/EP2020/058192 2019-06-13 2020-03-24 Procédé pour faire fonctionner un moteur à combustion interne par hydrogène, moteur à combustion interne par hydrogène et véhicule automobile WO2020249277A1 (fr)

Applications Claiming Priority (2)

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DE102019004189.5 2019-06-13
DE102019004189.5A DE102019004189A1 (de) 2019-06-13 2019-06-13 Verfahren zum Betreiben einer Brennkraftmaschine mit Wasserstoff, Wasserstoff-Brennkraftmaschine und Kraftfahrzeug

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US11898448B2 (en) * 2021-07-22 2024-02-13 Achates Power, Inc. Hydrogen-powered opposed-piston engine
DE102021123461A1 (de) 2021-09-10 2023-03-16 Keyou GmbH Verfahren zum Betrieb einer Verbrennungskraftmaschine, Verbrennungskraftmaschine und Steuereinrichtung
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