WO2021110229A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2021110229A1
WO2021110229A1 PCT/DK2020/050348 DK2020050348W WO2021110229A1 WO 2021110229 A1 WO2021110229 A1 WO 2021110229A1 DK 2020050348 W DK2020050348 W DK 2020050348W WO 2021110229 A1 WO2021110229 A1 WO 2021110229A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel gas
cylinder
injection event
gas injection
internal combustion
Prior art date
Application number
PCT/DK2020/050348
Other languages
English (en)
Inventor
Shenghui CONG
Kar Mun PANG
Erik BAUDOIN
Original Assignee
Man Energy Solutions, Filial Af Man Energy Solutions Se, Tyskland, København Sv
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 Man Energy Solutions, Filial Af Man Energy Solutions Se, Tyskland, København Sv filed Critical Man Energy Solutions, Filial Af Man Energy Solutions Se, Tyskland, København Sv
Priority to CN202080083305.7A priority Critical patent/CN114746641A/zh
Priority to KR1020227022679A priority patent/KR20220104054A/ko
Priority to JP2022533380A priority patent/JP2023504688A/ja
Publication of WO2021110229A1 publication Critical patent/WO2021110229A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/02—Engines characterised by means for increasing operating efficiency
    • 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
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0657—Heavy or light fuel oils; Fuels characterised by their impurities such as sulfur content or differences in grade, e.g. for ships
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • F02D19/105—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous operating in a special mode, e.g. in a liquid fuel only mode for starting
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in 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
    • F02D41/30—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
    • F02D41/402—Multiple injections
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/04—Two-stroke combustion engines with electronic control
    • 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

Definitions

  • the present invention relates to a two-stroke internal combustion engine and a non-transitory computer readable medium.
  • An effective way to reduce the amount of un-wanted exhaust gases is to switch from fuel oil e.g. Heavy fuel oil (HFO) to fuel gas.
  • Fuel gas may be injected into the cylinders at the end of the compression stroke where it may be immediately ignited by either the high temperatures which the gases in the cylinders achieve when compressed or by the ignition of a pilot fuel.
  • injecting fuel gas into the cylinders at the end of the compression stroke requires large gas compressors for compressing the fuel gas prior to injection to overcome the large pressure in the cylinders.
  • the large gas compressors are however expensive and complex to manufacture and maintain.
  • One way to avoid the need of large compressors is to have fuel gas valves configured to inject the fuel gas in the beginning of the compression stroke where the pressure in the cylinders is significantly lower.
  • EP3015679 discloses such a fuel gas valve.
  • One solution can be to inject the fuel gas very early in the compression stroke allowing the gasses to mix for a longer period of time. However, if the fuel gas is injected into the cylinder before the exhaust valve is closed, unwanted leakage of fuel gas may result.
  • the invention relates to a two-stroke uniflow scavenged crosshead internal combustion engine comprising at least one cylinder, a cylinder cover, a piston, a fuel gas supply system, and a scavenge air system, the cylinder having a cylinder wall, the cylinder cover being arranged on top of the cylinder and having an exhaust valve, the piston being movably arranged within the cylinder between bottom dead center and top dead center, the scavenge air system having a scavenge air inlet arranged at the bottom of the cylinder, wherein the two-stroke internal combustion engine is configured to inject into the least one cylinder a fuel gas via the fuel gas supply system, the fuel gas supply system comprising for the at least one cylinder one or more fuel gas valves arranged at least partly in the cylinder wall and configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignite
  • impingement of injected fuel gas on the part of the interior cylinder wall opposite of the fuel gas valve may be lowered. This may result in better mixing of scavenging air and fuel gas. Additionally, the lowered degree of impingement may decrease the velocity component of the injected fuel gas along the longitudinal axis of the cylinder resulting in decreased risk of unwanted leakage of fuel gas through the exhaust valve.
  • the internal combustion engine is preferably configured to use multiple injection during normal operation e.g. when the container ship is at cruise speed.
  • the engine may be configured to use multiple injection under an engine load of at least 50%, 70%, 90% or 100% of the maximum engine load.
  • the internal combustion engine is preferably a large low-speed turbocharged two-stroke crosshead internal combustion engine with uniflow scavenging for propelling a marine vessel having a power of at least 400 kW per cylinder.
  • the internal combustion engine may comprise a turbocharger driven by the exhaust gases generated by the internal combustion engine and configured to compress the scavenge air.
  • the internal combustion engine may be a dual-fuel engine having a Otto Cycle mode when running on fuel gas and a Diesel Cycle mode when running on an alternative fuel e.g. heavy fuel oil or marine diesel oil. Such a dual-fuel engine has its own dedicated fuel supply system for injecting the alternative fuel.
  • the internal combustion engine preferably comprises a plurality of cylinders e.g. between 4 and 14 cylinders.
  • the internal combustion engine further comprises for each cylinder of the plurality of cylinders a cylinder cover, an exhaust valve, a piston, a fuel gas valve, and a scavenge air inlet.
  • the fuel gas supply system is preferably configured to inject the fuel gas via one or more fuel gas valves under sonic conditions, i.e. a velocity equal to the speed of sound, i.e. a constant velocity.
  • Sonic conditions may be achieved when the pressure drop ratio across the nozzle throat (minimum area of cross section) is larger than approximately two.
  • Gas injection may start as long as the pressure in the combustion chamber allows it.
  • the one or more fuel gas valves may be configured to start injection of fuel gas during the last part of the expansion stroke e.g. at - 5 degrees from bottom dead center.
  • injection of fuel gas may occur both during the expansion stroke and the compression stroke.
  • the fuel gas valves are configured to start injecting fuel gas after the crankshaft axis has rotated a few degrees from bottom dead center so that the piston has moved past the scavenge air inlets to effectively prevent fuel gas from exiting in any significant quantities through the exhaust valve and scavenge air inlets.
  • the one or more fuel gas valves are configured to inject a fuel gas into the cylinder during the compression stroke within 0 degrees to 160 degrees from bottom dead center, within 0 degrees to 130 degrees from bottom dead center or within 0 degrees to 90 degrees from bottom dead center.
  • the one or more fuel gas valves are arranged at least partly in the cylinder wall between top dead center and bottom dead center, preferably in a position above the scavenge air inlet.
  • the one or more fuel gas valves may comprise a nozzle arranged in the cylinder wall for injecting fuel gas into the cylinder.
  • the other parts of the fuel gas valve (other than the nozzle) may be arranged outside the cylinder wall.
  • the internal combustion engine may comprise a dedicated ignition system such as a pilot fuel system being capable of injecting a small amount of pilot fuel, e.g. heavy fuel oil or marine diesel oil, accurately measured out so the amount just is able to ignite the mixture of fuel gas and scavenge air such that only the necessary amount of pilot fuel is used.
  • a pilot fuel system would in size be much smaller and more suitable for injecting a precisely amount of pilot fuel compared to the dedicated fuel supply system for the alternative fuel, which due to the large size of the components is not suitable for this purpose.
  • the pilot fuel may be injected directly into the combustion chamber of the internal combustion engine or in a pre-chamber being fluidly connected to the combustion chamber.
  • the mixture of fuel gas and scavenge air may by ignited by means comprising a spark plug, a laser igniter
  • the first fuel gas injection event and the second fuel gas injection event may have an equal duration. Alternatively, the first fuel gas injection event may have a different duration than the second fuel gas injection event.
  • the fuel gas supply system may be configured to completely shut of supply of fuel gas to the cylinder between the first fuel gas injection event and the second fuel gas injection event.
  • Fuel gas may be injected using the same one or more fuel gas valves during the first fuel gas injection event and the second fuel gas injection event. Alternatively, fuel gas may be injected using different fuel gas valves during the first fuel gas injection event and the second fuel gas injection event e.g.
  • fuel gas may be injected using a first group of one or more fuel gas valves including a first fuel gas valve during the first fuel gas injection event and a second group of one or more fuel gas valve including a second fuel gas valve during the second fuel gas injection event.
  • the first fuel gas valve may be configured to inject fuel gas during a part of the first fuel gas injection event and a part of the second fuel gas injection event under sonic conditions.
  • the fuel gas supply system is configured to completely close the first fuel gas valve between the first fuel gas injection event and the second fuel gas injection event.
  • the fuel gas supply system is configured to keep the first fuel gas valve closed between the first fuel injection event and the second fuel injection event during an idle period.
  • the fuel gas injected during the first fuel gas injection event may be allowed to better disperse inside the cylinder before being influenced by the fuel gas injected during the second fuel gas injection event.
  • the fuel gas supply system comprises a control unit operationally connected to the first fuel gas injection valve, the control unit being configured to modify the first fuel gas injection event and / or the second fuel gas injection event dependent on engine load.
  • control unit is configured to modify the length of the first fuel gas injection event and / or the second fuel gas injection event dependent on engine load.
  • the injection pressure of the fuel gas may be approximately constant for different engine loads.
  • control unit is configured to change the number of injection events where fuel gas is injected during a compression stroke dependent on engine load so that the number of injections events are higher for low engine loads where the length of the individual injection events is relative short than for high engine loads where the length of the individual injection events is relative long.
  • the lower degree of impingement of injected fuel gas resulting in decreased propagation of fuel gas towards the exhaust valve may allow fuel gas to be injected earlier during the compression stroke, providing more time for the fuel gas to mix with the scavenging air.
  • the injection direction and / or injection duration differs between the first fuel gas injection event and the second fuel gas injection event.
  • the fuel gas supply system is configured to further inject fuel gas into the at least one cylinder during the compression stroke during a third fuel gas injection event following the second fuel gas injection event.
  • the one or more fuel gas valves further comprise a second fuel gas valve wherein the second fuel gas valve is configured to inject fuel gas into the cylinder during at least two fuel gas injection events.
  • the at least two fuel gas injection events may be the first fuel gas injection event and the second fuel gas event.
  • the at least two fuel gas injection events may also be different from the first fuel gas injection event and the second fuel gas injection event e.g. the at least two fuel gas injection events may not overlap or only partly overlap with the first fuel gas injection event and the second fuel gas injection event.
  • first fuel gas valve and the second fuel gas valve are arranged at least partly in the cylinder wall at approximately the same height. In some embodiments the timing of the first fuel gas valve and the second fuel gas valve is asynchronous so that a more homogenous mixture of scavenge air and fuel gas results.
  • a first amount of fuel gas is admitted into the cylinder via the one or more fuel gas valves, and wherein the first fuel gas injection event and the second fuel gas injection event are designed so that a more homogenous mixture between fuel gas and scavenge air result compared to the situation where the first amount of fuel gas is admitted into the cylinder during a single fuel gas injection event.
  • the fuel gas supply system is capable of injecting fuel gas into the cylinder via the one or more fuel gas valves within an injection period of the compression stroke and wherein the fuel gas supply system is over-dimensioned so that the fuel gas supply system is capable of admitting within the injection period at least 120% of the fuel gas needed when the engine is running at maximum engine load, whereby multiple fuel gas injection events may be used even when the engine is running at maximum engine load.
  • the invention relates to a non- transitory computer readable medium storing computer readable code, the computer readable code executable by a control unit of a two-stroke uniflow scavenged crosshead internal combustion engine, the two-stroke uniflow scavenged crosshead internal combustion engine comprising at least one cylinder, a cylinder cover, a piston, a fuel gas supply system, and a scavenge air system, the cylinder having a cylinder wall, the cylinder cover being arranged on top of the cylinder and having an exhaust valve, the piston being movably arranged within the cylinder between bottom dead center and top dead center, the scavenge air system having a scavenge air inlet arranged at the bottom of the cylinder, wherein the two-stroke internal combustion engine is configured to inject into the least one cylinder a fuel gas via the fuel gas supply system, the fuel gas supply system comprising for the at least one cylinder one or more fuel gas valves arranged at least partly in the cylinder wall and
  • the different aspects of the present invention can be implemented in different ways including as two-stroke internal combustion engines and a non-transitory computer readable medium as described above and in the following, each yielding one or more of the benefits and advantages described in connection with at least one of the aspects described above, and each having one or more preferred embodiments corresponding to the preferred embodiments described in connection with at least one of the aspects described above and/or disclosed in the dependant claims. Furthermore, it will be appreciated that embodiments described in connection with one of the aspects described herein may equally be applied to the other aspects.
  • Fig. 1 shows schematically a cross-section of a two-stroke internal combustion engine according to an embodiment of the invention.
  • Fig. 2 shows schematically a cross-section of fuel gas valve 200 for a two stroke internal combustion engine according to an embodiment of the invention.
  • Fig. 3a-e show different types of injection events according to embodiments of the invention.
  • Fig. 1 shows schematically a cross-section of a large low-speed turbocharged two-stroke crosshead internal combustion engine with uniflow scavenging 100 for propelling a marine vessel according to an embodiment of the present invention.
  • the engine 100 comprises a scavenge air system 111, an exhaust gas receiver 108, a fuel gas supply system, and a turbocharger 109.
  • the engine has a plurality of cylinders 101 (only a single cylinder is shown in the cross-section).
  • Each cylinder 101 has a cylinder wall 115 and comprises a scavenge air inlet 102 arranged at the bottom of the cylinder 101.
  • the engine further comprises for each cylinder a cylinder cover 112 and a piston 103.
  • the cylinder cover 112 being arranged on top of the cylinder 101 and having an exhaust valve 104.
  • the piston 103 being movably arranged within the cylinder along a central axis 113 between bottom dead center and top dead center.
  • the fuel gas supply system comprises one or more fuel gas valves 105 (only schematically shown) configured to inject fuel gas into the cylinder 101 during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited.
  • the fuel gas valves 105 are arranged at least partly in the cylinder wall between the cylinder cover 112 and the scavenge air inlet 102.
  • the engine further comprises a pre-chamber 114 at least partly arranged in the cylinder wall 115, the pre-chamber 114 opening into the cylinder through a first opening formed in the cylinder wall, the pre-chamber being configured to ignite the mixture of scavenge air and fuel gas in the cylinder 101 when then piston is close to or at the top dead center.
  • the pre-chamber may alternatively be arranged in the cylinder cover 112.
  • the engine may be provided with one or more pilot fuel injectors configured to directly inject pilot fuel into the cylinder.
  • the one or more pilot fuel injectors may be arranged in the cylinder wall 115 or the cylinder cover 112,
  • the scavenge air inlet 102 is fluidly connected to the scavenge air system.
  • the piston 103 is shown in its lowest position (bottom dead center).
  • the piston 103 has a piston rod connected to a crankshaft via a crosshead and a connecting rod (not shown).
  • the fuel gas valves 105 are configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited.
  • the scavenge air system 111 comprises a scavenge air receiver 110 and an air cooler 106.
  • the fuel gas supply system is configured to inject fuel gas into the at least one cylinder during a compression stroke during at least a first fuel gas injection event and a second fuel gas injection event following the first fuel gas injection event.
  • impingement of injected fuel gas on the part of the interior cylinder wall opposite of the fuel gas valve may be lowered. This may result in better mixing of scavenging air and fuel gas. Additionally, the lower degree of impingement may decrease the velocity component of the injected fuel gas along the central axis 113 of the cylinder resulting in decreased risk of unwanted leakage of fuel gas through the exhaust valve.
  • the fuel gas valves 105 may be configured to inject a fuel gas into the cylinder 101 in the beginning of the compression stroke within 0 degrees to 130 degrees from bottom dead center, i.e. when the crankshaft has rotated between 0 degrees and 130 degrees from its orientation at bottom dead center.
  • both the first fuel gas injection event and the second fuel gas injection event may occur in the beginning of the compression stroke within 0 degrees to 130 degrees from bottom dead center, i.e. when the crankshaft has rotated between 0 degrees and 130 degrees from its orientation at bottom dead center.
  • the fuel gas valves 105 are configured to start injecting fuel gas after the crankshaft axis has rotated a few degrees from bottom dead center so that the piston has moved past the scavenge air inlets 102 to prevent fuel gas from exiting through the exhaust valve 104 and scavenge air inlets 102.
  • the end of the fuel gas injection period is limited by the position of the fuel gas valves 105, i.e. once the piston 103 has moved past the fuel gas injection valves, injection of fuel gas in no longer possible.
  • the engine 100 is preferably a dual-fuel engine having an Otto Cycle mode when running on fuel gas and a Diesel Cycle mode when running on an alternative fuel e.g. heavy fuel oil or marine diesel oil.
  • Such dual-fuel engine has its own dedicated alternative fuel supply system for injecting the alternative fuel.
  • the engine 100 further comprise one or more fuel injectors 116 arranged in the cylinder cover 112 forming part of an alternative fuel supply system.
  • the fuel injectors 116 are configured to inject the alternative fuel e.g. heavy fuel oil at the end of the compression stroke under high pressure.
  • Fig. 2 shows schematically a cross-section of fuel gas valve 200 for a two stroke internal combustion engine according to an embodiment of the invention.
  • the fuel gas valve comprises a valve shaft 201 , a valve head 202, a valve seat 203, and a fuel gas nozzle 204 having a nozzle outlet 206.
  • the fuel gas valve is further provided with an actuator 207 for opening the fuel gas valve.
  • the fuel gas valve may further be provided with a spring (not shown) configured to keep the valve closed in the absence of a force from the actuator.
  • the actuator 207 may be operationally connected to a control unit 208, the control unit 208 being configured to send control signals to the actuator to control the actuator to open the valve and / or close the valve.
  • the control unit 208 may be configured to control the fuel gas valve to inject fuel gas into the at least one cylinder during a compression stroke during at least a first fuel gas injection event and a second fuel gas injection event following the first fuel gas injection event.
  • Fig. 3a-e show different types of fuel gas injection events performed by a single fuel gas valve according to embodiments of the invention.
  • the horizontal axis in each figure represents crank angles and the vertical axis in each figure represents mass flow rate.
  • a first fuel gas injection event 301 and a second fuel gas injection event 302 are shown, where both the duration and the mass flow rate is the same in the first fuel gas injection event 301 and the second fuel gas injection event.
  • the mass flow rate is zero and there is an idle period between the two fuel gas injection events 301 302.
  • a first fuel gas injection event 301 and a second fuel gas injection event 302 are shown, where the duration of the first fuel gas injection event 301 and the second fuel gas injection event 302 is the same but the mass flow rate of the first fuel gas injection event 301 is higher than the mass flow rate of the second fuel gas injection event 302.
  • the mass flow rate is zero between the two fuel gas injection events 301 302 but there is no idle period.
  • a first fuel gas injection event 301 and a second fuel gas injection event 302 are shown, where the mass flow rate in both fuel gas injection events 301 302 are the same.
  • the mass flow rate is not zero between the two fuel gas injection events 301 302.
  • the fuel gas valve does is not completely closed between the two fuel gas injection events.
  • a first fuel gas injection event 301 and a second fuel gas injection event 302 are shown, where the mass flow rate is the same in the first fuel gas injection event 301 and the second fuel gas injection event 302 but the duration of the first fuel gas injection event 301 is longer than the duration of the second fuel gas injection event 302.
  • the mass flow rate is zero and there is an idle period between the two fuel gas injection events 301 302.
  • a first fuel gas injection event 301 , a second fuel gas injection event 302, and a third fuel gas injection event 303 are shown, where both the duration and the mass flow rate is the same in all three fuel gas injection events 301 302303.

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

Abstract

L'invention concerne un moteur deux temps à combustion interne à crosse et balayage longitudinal comprenant au moins un cylindre, une culasse de cylindre, un piston, un système d'alimentation en gaz combustible et un système d'air de balayage. Le moteur à combustion interne à deux temps est conçu pour injecter dans le(s) cylindre(s) un gaz combustible par l'intermédiaire du système d'alimentation en gaz combustible, ledit système d'alimentation en gaz combustible comprenant pour le(s) cylindre(s) une ou plusieurs soupape(s) de gaz combustible agencée(s) au moins partiellement dans la paroi du cylindre. Le système d'alimentation en gaz combustible est conçu pour injecter du gaz combustible dans le(s) cylindre(s) pendant une course de compression, pendant au moins un premier événement d'injection de gaz combustible et un second événement d'injection de gaz combustible consécutif au premier événement d'injection de gaz combustible.
PCT/DK2020/050348 2019-12-06 2020-12-07 Moteur à combustion interne WO2021110229A1 (fr)

Priority Applications (3)

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CN202080083305.7A CN114746641A (zh) 2019-12-06 2020-12-07 内燃发动机
KR1020227022679A KR20220104054A (ko) 2019-12-06 2020-12-07 내연 엔진
JP2022533380A JP2023504688A (ja) 2019-12-06 2020-12-07 内燃機関

Applications Claiming Priority (2)

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DKPA201970750 2019-12-06
DKPA201970750 2019-12-06

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WO2021110229A1 true WO2021110229A1 (fr) 2021-06-10

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KR (1) KR20220104054A (fr)
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