CN103216341B - An internal combustion engine with a combined fuel oil and fuel gas operation mode - Google Patents
An internal combustion engine with a combined fuel oil and fuel gas operation mode Download PDFInfo
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- CN103216341B CN103216341B CN201310019505.8A CN201310019505A CN103216341B CN 103216341 B CN103216341 B CN 103216341B CN 201310019505 A CN201310019505 A CN 201310019505A CN 103216341 B CN103216341 B CN 103216341B
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- 239000002737 fuel gas Substances 0.000 title claims abstract description 146
- 239000000295 fuel oil Substances 0.000 title claims abstract description 141
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 79
- 239000000446 fuel Substances 0.000 claims abstract description 101
- 238000010304 firing Methods 0.000 claims description 43
- 239000007789 gas Substances 0.000 claims description 35
- 239000002131 composite material Substances 0.000 claims description 21
- 239000003949 liquefied natural gas Substances 0.000 description 22
- 238000012360 testing method Methods 0.000 description 17
- 230000001105 regulatory effect Effects 0.000 description 15
- 239000000203 mixture Substances 0.000 description 8
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 239000002912 waste gas Substances 0.000 description 6
- 238000011160 research Methods 0.000 description 5
- 239000007921 spray Substances 0.000 description 5
- 238000001704 evaporation Methods 0.000 description 4
- 230000008020 evaporation Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000002000 scavenging effect Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 230000001276 controlling effect Effects 0.000 description 3
- 238000011068 loading method Methods 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 239000010763 heavy fuel oil Substances 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 description 1
- 239000005864 Sulphur Substances 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000000872 buffer Substances 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000001143 conditioned effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 239000011229 interlayer Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000010759 marine diesel oil Substances 0.000 description 1
- 239000011159 matrix material Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 238000010992 reflux Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
- 239000013535 sea water Substances 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 239000010729 system oil Substances 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
-
- 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
-
- 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
- F02D41/403—Multiple injections with pilot injections
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Combustion (AREA)
- Regulation And Control Of Combustion (AREA)
Abstract
Disclosed is an internal combustion engine (1), such as a two-stroke crosshead diesel engine or a four-stroke diesel engine, comprising cylinders (11) with combustion chambers and a fuel oil supply system (23) and a fuel gas supply system (19) providing a fuel oil control system (20) and a fuel gas control system (30) with fuel oil and fuel gas to be combusted in the combustion chambers of the cylinders (11), and the internal combustion engine comprises a fuel oil operating mode, wherein engine regulation of fuel provided into the combustion chambers of the cylinders (11) is with the fuel oil control system (20), and a combined fuel oil and fuel gas operating mode, wherein the combined fuel oil and fuel gas operating mode, the engine regulation of fuel provided into the combustion chambers of the cylinders (11) is automatically alternated in time between the fuel oil control system (20) and the fuel gas control system (30) so that the combustion in the combustion chambers of the cylinders (11) is based either on fuel oil or fuel gas in consecutive time intervals.
Description
Technical field
The present invention relates to a kind of internal-combustion engine, for example two-stroke crosshead diesel engine or four-cycle diesel, described internal-combustion engine comprises having the cylinder of firing chamber and providing to have fuel oil and the fuel oil control system of fuel gas and fuel oil supply system and the fuel gas supply system of fuel gas control system that will in the firing chamber of cylinder, burn, and internal-combustion engine comprises fuel oil operator scheme and composite fuel oil and fuel gas operator scheme, in described fuel oil operator scheme, the motor that is provided to the fuel in the firing chamber of cylinder by fuel oil control system regulates.
Background technique
The discharge that reduces the carbon dioxide, nitrogen oxides and the sulphur that produce due to the operation of internal-combustion engine is more and more paid close attention to, and therefore the substitute fuel of research tradition fuel oil replace form.Such as the operation of the large two-stroke diesel engine of MAN Diesel12K80MC-GI-S demonstrated by fuel gas as the operation of primary fuel (primary fuel) and traditional fuel oil phase than aspect effulent, be safe, reliably and environment aspect be desirable.As for the large two-stroke diesel engine for maritime affairs market, the duel fuel engine with fuel oil and fuel gas supply system becomes more and more and receives publicity, especially for liquified natural gas carrier (LNGC) (LNG cargo ship), be wherein regarded as natural wastage from the boil-off gas of gas holder at the In transit that must be handled.
Known a kind of for controlling bi-fuel internal combustion engine for preventing from forming the method for black smoke by JP2009133256,, the method that reduces effulent for the operation period at motor in the time that the calorific value of fuel gas is low, wherein the mixture of fuel oil and fuel gas is conditioned simultaneously and is ejected in firing chamber under the serviceability limiting in advance.
WO2009/046713 discloses a kind of internal-combustion engine, wherein comprises the optimized mixed cell of use of the mixture that makes the different fuel oil with different fuel oil characteristic to the fuel supply device of cylinder of internal-combustion engine with combustion sensor.
Before internal-combustion engine enters use, internal-combustion engine is not only tested for all loading conditions that typically use subsequently for it, but also tested under all fuel supplies mix.Test to guarantee the structure temperature integrity of motor, thus emission level within the limits requiring and fuel consumption suit the requirements.In the traditional marine engine that only uses fuel oil, this hint is tested the load of the representative group along propeller cavitation curve.Using in the duel fuel engine of fuel oil and fuel gas, need to test the load of the representative group along propeller cavitation curve, the fuel oil of representative group and may mixing of fuel gas are also contained in this test.At this, the dimension of test matrix is increased to two dimension from one dimension.
Summary of the invention
Based on this, an object of the present invention is to provide a kind of internal-combustion engine, described internal-combustion engine utilizes the advantage of fuel oil and fuel gas and before motor enters running, reduces the scope of required Engine Block Test.
For this object, internal-combustion engine according to the present invention is characterised in that under composite fuel oil and fuel gas operator scheme, the motor that is provided to the fuel in the firing chamber of cylinder is adjusted between fuel oil control system and fuel gas control system and automatically replaces in time, make burning in the firing chamber of cylinder in continuous time interval based on fuel oil or fuel gas.
Be adjusted between fuel gas control system and fuel oil control system alternately by make to be provided to the motor of the fuel in the firing chamber of cylinder under composite fuel oil and fuel gas operator scheme, obtain the continuous use of two kinds of fuel.This is desirable from user's viewpoint, and this is because the fuel gas being provided under composite fuel oil and fuel gas operator scheme in the firing chamber of cylinder can use the boil-off gas from LNG cargo ship.In addition, this guarantees the stable operation of fuel gas supply system, and described fuel gas supply system may need the constant release of at least a portion of boil-off gas with keeping system pressure stability.From the viewpoint of test, only need the operation of the motor to only depending on fuel oil and only depend on the test of the operation execution motor of the motor of fuel gas.The motor that is wherein provided to the fuel in the firing chamber of cylinder regulates the operation cycle that the time lag of the composite fuel oil that undertaken by fuel oil control system or fuel gas control system and fuel gas operator scheme is significantly shorter than motor to be also shorter than equally the operation cycle that motor turns round under fuel oil operator scheme.Can with second and minute scope in the time lag obtain the expectation of fuel gas and use continuously, and operation cycle under fuel handling pattern is conventionally in the scope in sky.
This operation of motor contributes to the test of motor, this test must under multiple different loads, carry out along helical curve (propeller curve) with the specification of inspection motor and with the accordance of Abgasgesetz.Therefore, owing to only need to testing under multiple different loads for each fuel type, therefore obviously reduce the amount of required test according to internal-combustion engine of the present invention, and spray and need under multiple different loads, test at the interior of the wide range of possible fuel mixture when the combination of for example fuel gas and fuel oil.Even in the time there is multiple Fuel Control Systems and corresponding fuel system, the simple engine that for example also can provide the fuel in cylinder to spray according to internal-combustion engine of the present invention regulates, and compares the more Fuel Control System of simple designs is provided with the motor of the burning of the injection of the mixture with the fuel based on for example dissimilar in identical combustion process.
Additional advantage of the present invention is that can not need mainly to revise existing fuel oil control system by improving fuel gas control system for available engine obtains according to internal-combustion engine of the present invention, this is because speed regulating control is undertaken by fuel oil control system or fuel gas control system such as the adjusting of the injection timing of the fuel that will spray and the key parameter of emitted dose.
Be preferably with the fuel gas using together with the burning of the time lag and the fuel gas based on composite fuel oil and fuel gas operator scheme the gas naturally gas tank by LNG cargo ship being evaporated, available boil-off gas is not enough to as the unique fuel for the integrated operation of internal-combustion engine during carrying.
In actual embodiment, internal-combustion engine also comprises fuel gas operator scheme.Under this operator scheme, the motor that is provided to the fuel in the firing chamber of cylinder regulates to be handled by fuel gas control system.The consumption of fuel oil is remained to minimum value by this permission, and described minimum value is not only desirable for reducing particle emission, and the time period that must be discharged from fuel gas supply system at a large amount of fuel gas.This can be for example the situation that highly depends on the Large LNG cargo ship of ambient temperature for the amount of the gas that wherein cargo ship tank evaporates.In addition, because the test of fuel oil operator scheme and fuel gas operator scheme is enough for the composite fuel oil for wherein speed regulating control replaces between fuel oil control system and fuel gas control system and the test of fuel gas operator scheme, therefore the test of all needs can only be carried out by test fuel oil operator scheme and fuel gas operator scheme.The motor that is wherein provided to the fuel in the firing chamber of cylinder regulates the composite fuel oil that undertaken by fuel oil control system or fuel gas control system and the time lag of fuel gas operator scheme to be significantly shorter than the operation cycle, and is shorter than equally the operation cycle that motor turns round under fuel gas operator scheme.
In the embodiment of further research, in the time that the motor adjusting of the fuel in the firing chamber that is provided to cylinder is controlled by fuel gas control system, pilot fuel oil is provided in cylinder.This known better control that is provided for the combustion process to compression-ignition engine, and be also desirable for the operation in the time burning based on fuel gas.Pilot fuel oil makes in firing chamber, to start in a manner known way igniting, but the fuel gas of Actual combustion based on being provided in the firing chamber of cylinder.Therefore, start gaseous combustion such as the incendiary agent of pilot fuel, laser, spark or hot-bulb.
In the embodiment of further research, in the time that the motor of the fuel in the firing chamber that is provided to cylinder regulates by the control of fuel oil control system, be provided to from the boil-off gas of fuel gas supply system in the firing chamber of cylinder.This improves the operation of fuel gas control system in the time keeping fuel gas control system to avoid sealing oil in the time that the cylinder head by sealing oil is clean, and this is because fuel gas supply is kept to be greater than zero.This principle can also be applied to composite fuel gas and fuel oil operator scheme, wherein, in the time that the motor of the fuel in the firing chamber that is provided to cylinder regulates by the control of fuel oil control system, be provided in the firing chamber of cylinder from a fraction of boil-off gas of fuel gas supply system.
In a preferred embodiment, for cycle of engine, fuel is interrupted to providing between continuous time interval in the firing chamber of cylinder.Therefore, because Fuel Control System is not controlled the ignition order of ignition procedure under operation, so guarantee the correct ignition order of each cylinder when fuel being provided to being controlled in the firing chamber of cylinder and switching between different Fuel Control Systems.
In a further embodiment, realize composite fuel oil and fuel gas operator scheme by cylinder, cylinder is operated with different mode.Be that during pressure in fuel oil operator scheme and fuel gas supply system requires than fuel oil operator scheme, operable fuel gas discharges in the situation of more fuel gas in preferred operator scheme, can by making the cylinder of burning based on fuel gas in more than one cylinder, the burning in remaining cylinder reduces pressure based on fuel oil in simple and effective mode.Obviously, this more preferably reduces pressure than only making fuel gas supply system discharge.
In a preferred embodiment, fuel gas supply system comprises the knock out drum of eliminating the discontinuous demand to fuel gas.If for example fuel gas, by the LNG tank transmission from LNG cargo ship, will have the continuous evaporation of the gas containing in tank.Because the amount of boil-off gas is especially along with variation of ambient temperature, therefore the amount of boil-off gas does not probably conform to operable amount in combustion process in internal-combustion engine according to the present invention.
In this embodiment's further research, the time lag is determined in advance.Therefore, the time lag can be determined in advance to meet the particular requirement of ship itself, for example, to effulent is remained on minimum.The speed that the time lag can also can be provided to fuel gas fuel gas control system according to the structure of knock out drum and/or fuel gas supply system is determined.To under fixed temperature, evaporation rate is relatively constant, but in the time of temperature variation for example, can regulate the time lag in the operation period of internal-combustion engine.This adjusting can combine with the measurement of the amount of the fuel gas in knock out drum.
In this embodiment's further research, in based on fuel supply system can with fuel oil and/or the measured value of the amount of fuel gas determine the time lag.Therefore, can also determine determining of the time lag by the total amount of consideration available fuel.
For particular requirement, for example drainage rate, advantageously determines that the time lag is to make motor operate as primary fuel using the fuel gas of fixed amount.This can also guarantee during LNG carries, to use for example fuel gas from the specified quantitative of LNG cargo ship, if expect to use the LNG tank of capacity in a big way, inevitable boil-off gas.
For possibility further, determine the time lag to motor is operated as primary fuel using the fuel oil of fixed amount.This can be minimum for the consumption of fuel oil is remained to, for example, keep the specified level definite by ship itself.
In a further embodiment, internal-combustion engine comprises multiple Fuel Control Systems.The different fuel oil of this burning that allows for example fuel oil operator scheme based on thering is different fuel oil characteristic.Different fuel oil can for example mix before the injection by mixed cell, or can for example spray by other independent Fuel Control System, the motor that makes to be provided to the fuel in the firing chamber of cylinder is adjusted between multiple Fuel Control Systems and automatically replaces in time.
In an actual embodiment, comprise that the burning in the operator scheme of gaseous combustion is the fuel that adopts rare gas engine of premixed combustion, that is, gas is by scavenging or by being sprayed and be provided in firing chamber in early days at compression stage.
Brief description of the drawings
Example of the present invention and embodiment illustrate in greater detail below with reference to the view of highly signal, in the accompanying drawings:
Fig. 1 is the total figure according to motor of the present invention;
Fig. 2 is according to the example of the motor of the operator scheme in composite fuel oil and fuel gas of the present invention; With
Fig. 3 a, Fig. 3 b and Fig. 3 c show according to different operation modes of the present invention.
Embodiment
Internal-combustion engine 1 according to a preferred embodiment of the present invention can be two-stroke crosshead diesel engine as shown in Figure 1.MC or ME type that this motor 1 can for example be manufactured for MAN Diesel, or be
sulzer RT-flex or the Sulzer RTA type manufactured, or be MitsubishiHeavy Industries manufacture.Such motor is the big-block engine that is typically used as the master motor in ship or is used as the stationary engine in power station.Cylinder can for example have the cylinder barrel in the scope from 25cm to 120cm, and motor can for example have the power in the scope from 3000kW to 120.000kW.Engine speed is conventionally in the scope from 40rpm to 250rpm.Can be alternatively for thering is for example engine speed in the scope from 300rpm to 1400rpm and for example four-cycle diesel of the engine power in the scope from 1300kW to 30.000kW according to motor of the present invention.Conventionally can use heavy fuel oil as primary fuel according to compression-ignition engine of the present invention.
The motor 1 of Fig. 1 has multiple cylinders, and described multiple cylinders have the cylinder sleeve 2 in the cylinder part 3 of engine frame of being arranged on 4.Expulsion valve housing 5 is arranged in cylinder cap 6, and exhaust duct 7 extends to the total waste gas receiver 8 of multiple or all cylinders from each cylinder.In waste gas receiver, change and be balanced to more uniform pressure by the caused pressure of the waste gas pulse of sending from exhaust duct, and one or more turbosupercharger 9 receive from the waste gas of waste gas receiver 8 and by air after compression and are sent to the scavenging air system that comprises scavenging air receiver 10, and it is elongated pressurized container that described scavenging air receiver is similar to waste gas receiver.
In each cylinder, piston is arranged on the piston rod being connected with the crank pin on crankshaft with connecting rod (not shown) by crosshead.If motor is four stroke engine, piston is directly connected to connecting rod.Fuel injector injects fuel in firing chamber, and in described firing chamber, described fuel is automatic ignition due to the airborne high temperature of piston top.Enter air and have high temperature because piston is compressed during compression stroke upwards.But the present invention may be used on the internal-combustion engine based on premixed combustion conventionally, i.e. fuel homogeneous distribution in firing chamber.
In Fig. 2, cylinder part 3 is shown as only has single cylinder 11, but motor has multiple cylinders, for example, in the time that described motor is two stroke IC engine, be 4-15 cylinder, and in the time that described motor is four stroke engine, is for example 4-20 cylinder.As schematically shown in Fig. 2, internal-combustion engine 1 comprises fuel oil supply system 23 and fuel gas supply system 19, and described fuel oil supply system 23 and described fuel gas supply system 19 provide fuel oil and fuel gas to be provided in the firing chamber of cylinder 11 for fuel oil control system 20 and fuel gas control system 30.In this example, fuel oil control system 20 and fuel gas control system 30 control to respectively fuel oil in the firing chamber of cylinder 11 and the injection of fuel gas.The General Principle of Fuel Control System 20,30 is that each cylinder 11 is associated with controlling such as being connected to the petrolift of fuel injector 13,14 in cylinder cap 6 or the cylinder control unit 12 of one or more fuel dosing devices of valve 15,16.Sparger 13,14 depends on the power of cylinder 11 for the quantity of each cylinder.Each cylinder at least comprises fuel oil sparger 13 and fuel gas sparger 14.In compared with puffer, for each fuel type, single sparger can be enough to spray the amount of the required fuel of combustion process, and in larger more powerful motor, may need two or three spargers for each fuel type.In the time that each cylinder 11 arranges multiple sparger, each sparger 13,14 can have a fuel dosing device 15,16.The control unit of engine 12 of Fuel Control System 20,30 and then controlled by the control unit of engine 17 of communicating by letter with the bridge (bridge) of boats and ships.
Preferably fuel gas supply system 19 is connected to LNG Liquefied natural gas (LNG) tank 18 of the LNG ships that transport of operation at sea.The LNG tank of LNG ships that transport keeps at low temperatures, but inevitably heated because the outside heat from seawater and atmosphere is passed by the interlayer of tank.Due to the intrusion of outside heat, a part of LNG is vaporized, i.e. vaporization, and pressure tank increases gradually.For pressure tank is remained under acceptable level, then liquefaction system (not shown) can be for the boil-off gas that liquefies again.Alternatively, or be combined with liquefaction system again, when by 30 instruction of fuel gas control system, boil-off gas compressor can provide high-pressure evaporation gas.At described cylinder place, the fuel gas proportioning device 16 of being controlled by cylinder control unit 12 affects the timing of fuel gas sparger 14 and opens.Knock out drum 22 offers fuel gas control system 30 boil-off gas before for storing by fuel gas supply system 19.In the LNG tank of LNG cargo ship, inevitably the amount of boil-off gas is not enough to the unique fuel as the operation of the internal-combustion engine for LNG cargo ship conventionally, but the amount of boil-off gas can be advantageously with internal-combustion engine according to the present invention in fuel oil be used in combination.
In fuel oil control system 20, fuel oil proportioning device 15 can be petrolift, and in this case, fuel oil supply system 23 only need to be with relatively low supply pressure in fuel feed pipe 24, and for example the pressure in the scope from 2 bar to 15 bar is sent to fuel dosing device by fuel oil from fuel oil drum 21.Alternatively, fuel oil proportioning device 15 can be valve or with the combined valve of measuring apparatus, and fuel feed pipe and then be high-voltage tube, in described high-voltage tube, fuel under the pressure higher than jet pressure, for example at 500 bar to the supply pressure in the scope of 1500 bar.This fuel oil supply system 23 is known as common rail system.In either case, fuel oil proportioning device 15 is connected to fuel feed pipe 24 by having the lateral of the valve that remains in open position during normal.Fuel oil proportioning device 15 is connected to fuel oil sparger 13 by fuel under high pressure oil-piping.Reflux line leads to fuel oil return line (not shown) from fuel oil sparger.The fuel oil that offers cylinder typically is heavy fuel oil or marine diesel oil.
Can be by fuel gas supply system 19 and fuel gas control system 30 be arranged on the available engine with fuel oil supply system as above and be provided according to internal-combustion engine 1 of the present invention.Install and conventionally in order to make the control strategy of combustion process simply easy in order to simplify, conventionally preferably independent cylinder control unit 12a, 12b control respectively fuel oil in the firing chamber that is provided to cylinder 11 and the amount of fuel gas.Similarly, fuel oil control system 20 and fuel gas control system 30 both comprise self-contained engine control unit 17a, 17b.Obviously, as known in the field of marine diesel engine, at least fuel oil control system 20 is preferably unnecessary, exists and has to the other control unit of engine of the unnecessary cable run of cylinder control unit.In the time operating according to internal-combustion engine of the present invention, the motor of fuel control regulates and is undertaken by fuel oil control system 20 or fuel gas control system 30.Conventionally, control unit of engine 17 receives engine speed signal and other engine operation parameters from sensor, and amount and the speed of controlling the fuel in the firing chamber that will be provided to cylinder 11, this is also called as the speed regulating control (governor control) of motor.Can under fuel oil operator scheme, fuel gas operator scheme and composite fuel oil and fuel gas operator scheme, move according to internal-combustion engine of the present invention.Operator scheme can be by the bridge instruction of ship.Switching between operator scheme is carried out by the motor switching unit that is connected to fuel oil control system and fuel gas control system, and preferably motor switching unit is connected to fuel gas supply system 19.Under composite fuel oil and fuel gas operator scheme, motor switch control unit 25 is determined the critical timing of the combustion process in internal-combustion engine and regulates whether pass through fuel oil control system 20 or fuel gas control system 30, and motor switching unit 25 switches speed regulating control between fuel oil control system 20 and fuel gas control system 30.Therefore, under composite fuel oil and fuel gas operator scheme, blocked operation automatically between fuel oil operator scheme and fuel gas operator scheme.
In actual embodiment, in the time that the response of speed regulating control will be switched between Fuel Control System 20,30, motor switching unit 25 is parts of fuel gas control system 30 and communicates by letter with control unit of engine 17a, 17b.The for example input about the level of available boil-off gas in knock out drum 22 based on from fuel gas supply system of switching between Fuel Control System 20,30 and being subject to and the impact of communicating by letter of corresponding control unit of engine 17a, 17b.Switching between Fuel Control System 20,30 also may be based on detecting in predetermined time interval or fuel gas control system 30 leakage and be affected.Conventionally, fuel gas supply system 19 can trigger motor switching unit 25, to provide speed regulating control to fuel oil control system 20 and to abandon composite fuel oil and fuel gas operator scheme or gas-operated pattern and motor is kept under fuel oil operator scheme.
Fig. 3 a shows the fuel consumption under fuel oil operator scheme, and wherein combustion process is provided in cylinder as main fuel based on fuel oil, and speed regulating control is undertaken by fuel oil control system 20.The fuel oil mass consuming represents by region 40, and described region representation is along with the fuel index (index) that the time changes, and will be provided in cylinder and especially depend on engine loading and the amount of the fuel oil that slowly changes in time.A part for chart is expressed as shadow region 41, and described shadow region shows the boil-off gas from fuel gas supply system 30 on a small quantity.For the pressure of fuel gas supply system 30 is remained in specified limits, even if preferably also a small amount of boil-off gas is ejected in cylinder in the time that motor moves under fuel oil operator scheme.But speed regulating control entirety is undertaken by fuel oil control system 20.This small amount of fuel gas also can be along with the time changes, and be in a ratio of considerably less amount with the primary fuel that the burning in cylinder firing chamber is used, and for example based on fuel oil is injected in ongoing combustion process.
Fig. 3 b shows the use of the fuel gas under fuel gas operator scheme, and wherein combustion process is provided in cylinder as main fuel based on fuel gas, and speed regulating control is undertaken by fuel gas control system 30.The fuel gas scale of construction consuming represents by dash area 50, and described dash area shows the fuel index changing along with the time, is provided in cylinder firing chamber and especially depends on the amount of the fuel gas that engine loading slowly changes in time.Non-shaded portion 51 shows pilot fuel oil (pilot fuel oil), also has described pilot fuel oil in the time turning round under the fuel oil operator scheme of motor at Fig. 3 a and when preferred control combustion process.Conventionally, pilot fuel was injected in firing chamber before the injection of for example primary fuel.
Fig. 3 c shows the fuel consumption under composite fuel oil and fuel gas operator scheme, and wherein speed regulating control automatically switches between fuel oil control system 20 and fuel gas control system 30 by control unit of engine 25 in continuous time interval.Shadow region 50,41 shows the amount of the fuel gas consuming with certain hour interval, and non-hatched area 51,40 shows the amount of the fuel oil consuming with certain hour interval.In addition, fraction 41,51 shows respectively fraction boil-off gas as above and pilot fuel oil.The single-fuel type of burning based on as primary fuel, and dissimilar fuel is provided to the continuous time lag in the firing chamber of cylinder obtain the continuous use of fuel gas along with the time by switch speed regulating control between fuel oil control system 20 and fuel gas control system 30.Obviously, the fuel oil being provided in the firing chamber of cylinder 11 can be the mixture of different fuel oil, and fuel gas can be the mixture of the different fuel gas that exists in rock gas for example.At certain time intervals, for example, carry out the multiple fuel injections as the fuel type of primary fuel, and therefore internal-combustion engine completes and turns more during the time lag.The time lag can be based on knock out drum volume and consumption fuel quantity within the scope of 1-10 minute and even reach about 1/2 hour to 1 hour.Obviously, the time lag changes the rate of change of the boil-off gas along with in LNG tank, thereby can also effectively increase, and makes the operation of relatively large LNG for internal-combustion engine.
Preferably, pre-determine the length in the time lag, make the automatic switchover of speed regulating control be optimized to the specific operation condition for internal-combustion engine.Therefore, preferably determine the time lag according to the size of knock out drum 22, described knock out drum is configured to the conventional fuel gas tank such as LNG again.In the time that speed regulating control is undertaken by fuel oil control system 20, be stored in knock out drum 22 from the boil-off gas of fuel gas tank, and in the time that speed regulating control is undertaken by fuel gas control system 30, the boil-off gas being stored in knock out drum 22 is used as fuel gas.Obviously, the boil-off gas that is stored in the specified quantitative in knock out drum can be for determining the time lag, and further, can based on fuel feeding mechanism 20,30 in can with fuel oil and the measured value of the amount of fuel gas determine the time lag.In the time that the evaporation rate of the gas tank 18 of feed fuels gas supply system 19 can change in time, can carry out the adjusting in the corresponding time lag.
In one embodiment, can on cylinder seat, realize composite fuel oil and fuel gas operator scheme, cylinder 11 is operated with different mode.This embodiment becomes easy owing to only needing a cylinder control unit 12b of control unit of engine 17b control to carry out this operation.
Have realized that in the situation that not needing fuel combination type by the present invention but can obtain the actual simple test of internal-combustion engine and the controlled use of different fuel type by automatically switch speed regulating control between dissimilar Fuel Control System.
Claims (14)
1. an internal-combustion engine (1), described internal-combustion engine comprises cylinder (11) and fuel oil supply system (23) and the fuel gas supply system (19) with firing chamber, described fuel oil supply system and described fuel gas supply system are that fuel oil control system (20) and fuel gas control system (30) provide fuel oil and the fuel gas that will in the firing chamber of cylinder (11), burn, and internal-combustion engine comprises fuel oil operator scheme and composite fuel oil and fuel gas operator scheme, wherein in described fuel oil operator scheme, the motor that is provided to the fuel in the firing chamber of cylinder (11) regulates and is undertaken by fuel oil control system (20), it is characterized in that:
Under composite fuel oil and fuel gas operator scheme, the motor that is provided to the fuel in the firing chamber of cylinder (11) is adjusted between fuel oil control system (20) and fuel gas control system (30) and automatically replaces in time, make burning in the firing chamber of cylinder (11) in the continuous time lag based on fuel oil or fuel gas.
2. internal-combustion engine according to claim 1 (1), wherein, described internal-combustion engine also comprises fuel gas operator scheme.
3. internal-combustion engine according to claim 2 (1), wherein, in the time that the motor adjusting of the fuel in the firing chamber that is provided to described cylinder (11) is controlled by described fuel gas control system (30), pilot fuel oil is provided in described cylinder (111).
4. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, in the time that the motor adjusting of the fuel in the firing chamber that is provided to described cylinder (11) is controlled by described fuel oil control system (20), be provided in the firing chamber of described cylinder (11) from the boil-off gas of described fuel gas supply system (19).
5. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, for cycle of engine, fuel is interrupted to providing between continuous time interval in the described firing chamber of described cylinder (11).
6. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, described composite fuel oil and fuel gas operator scheme by cylinder implement, described cylinder (11) is operated with different mode.
7. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, described fuel gas supply system (19) comprises the knock out drum (22) of eliminating the discontinuous demand to fuel gas.
8. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, the described time lag is determined in advance.
9. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, according in described fuel system (19,23) can with fuel oil and/or the measured value of the amount of fuel gas determine the described time lag.
10. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, determine the described time lag so that described motor turns round as primary fuel using the fuel gas of fixed amount.
11. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, determines the described time lag so that described motor turns round as primary fuel using the fuel oil of fixed amount.
12. according to the internal-combustion engine (1) described in any one in claim 1-3, comprises multiple fuel systems and Fuel Control System (23,20; 19,30).
13. according to the internal-combustion engine (1) described in any one in claim 1-3, wherein, comprises that the burning in the operator scheme of gaseous combustion is the burning that adopts the lean-burn gas engine of premixed combustion.
14. internal-combustion engines according to claim 1 (1), wherein, described internal-combustion engine is two-stroke crosshead diesel engine or four-cycle diesel.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK201270034 | 2012-01-20 | ||
| DKPA201270034A DK177572B1 (en) | 2012-01-20 | 2012-01-20 | An internal combustion engine with a combined fuel oil and fuel gas operation mode |
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| Publication Number | Publication Date |
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| CN103216341A CN103216341A (en) | 2013-07-24 |
| CN103216341B true CN103216341B (en) | 2014-10-29 |
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| CN201310019505.8A Active CN103216341B (en) | 2012-01-20 | 2013-01-18 | An internal combustion engine with a combined fuel oil and fuel gas operation mode |
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| Country | Link |
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| JP (2) | JP5813674B2 (en) |
| KR (1) | KR101305442B1 (en) |
| CN (1) | CN103216341B (en) |
| DK (1) | DK177572B1 (en) |
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| KR101599401B1 (en) * | 2014-07-18 | 2016-03-14 | 대우조선해양 주식회사 | Operation Method of Engine for a Ship |
| DE102015002961A1 (en) * | 2015-03-07 | 2016-09-08 | Man Diesel & Turbo Se | Method and control for operating a dual-fuel engine |
| KR102066631B1 (en) * | 2015-08-12 | 2020-01-15 | 대우조선해양 주식회사 | Engine system of vessel |
| WO2019049362A1 (en) * | 2017-09-11 | 2019-03-14 | 新潟原動機株式会社 | Engine operation method and engine system |
| EP3872330A1 (en) * | 2020-02-25 | 2021-09-01 | Winterthur Gas & Diesel AG | Large diesel engine and method for operating a large diesel engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1497150A (en) * | 2002-10-07 | 2004-05-19 | 株式会社日立制作所 | Fuel Injection Control Device for Dual Fuel Internal Combustion Engine |
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| JPS60259734A (en) * | 1984-06-06 | 1985-12-21 | Kawasaki Heavy Ind Ltd | Control equipment for gas and oil-fired diesel plants |
| KR860008364A (en) * | 1985-04-15 | 1986-11-15 | 사에키 쇼우고 | Double Fuel Diesel Engine Control |
| JPS62168938A (en) * | 1986-01-20 | 1987-07-25 | Mitsui Eng & Shipbuild Co Ltd | Gas operation switching method for combined fuel diesel engine |
| DK174242B1 (en) * | 1996-01-15 | 2002-10-14 | Man B & W Diesel As | A method of controlling the fuel supply to a diesel engine capable of supplying fuel oil and fuel gas with high pressure injection boats, and a high pressure gas injection engine of the diesel type. |
| AU2001261247A1 (en) * | 2000-05-08 | 2001-11-20 | Cummins, Inc. | Internal combustion engine operable in pcci mode with early control injection and method of operation |
| US6694242B2 (en) | 2002-03-20 | 2004-02-17 | Clean Air Power, Inc. | Dual fuel engine having multiple dedicated controllers connected by a broadband communications link |
| KR200436336Y1 (en) | 2006-11-30 | 2007-08-01 | 주식회사 동화엔텍 | Pressure Compensation System for Dual Fuel Engine of Gas Carrier |
| DE102007044522B4 (en) * | 2007-09-18 | 2019-01-17 | Man Diesel & Turbo Se | Device for controlling an internal combustion engine which can be operated with liquid and / or gaseous fuel |
-
2012
- 2012-01-20 DK DKPA201270034A patent/DK177572B1/en active
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2013
- 2013-01-16 KR KR1020130004874A patent/KR101305442B1/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1497150A (en) * | 2002-10-07 | 2004-05-19 | 株式会社日立制作所 | Fuel Injection Control Device for Dual Fuel Internal Combustion Engine |
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| Publication number | Publication date |
|---|---|
| JP5813674B2 (en) | 2015-11-17 |
| JP2013148094A (en) | 2013-08-01 |
| DK177572B1 (en) | 2013-10-28 |
| CN103216341A (en) | 2013-07-24 |
| KR101305442B1 (en) | 2013-09-06 |
| KR20130085973A (en) | 2013-07-30 |
| JP2015052322A (en) | 2015-03-19 |
| DK201270034A (en) | 2013-07-21 |
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