CN105937452B - Method and control device for operating a dual fuel engine - Google Patents
Method and control device for operating a dual fuel engine Download PDFInfo
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- CN105937452B CN105937452B CN201610126657.1A CN201610126657A CN105937452B CN 105937452 B CN105937452 B CN 105937452B CN 201610126657 A CN201610126657 A CN 201610126657A CN 105937452 B CN105937452 B CN 105937452B
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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
- 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
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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
- 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
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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
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
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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
- 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
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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
- 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
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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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
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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
- 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
- F02D41/008—Controlling each cylinder individually
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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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/12—Engines characterised by precombustion chambers with positive ignition
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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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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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)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
Abstract
A method for operating a dual fuel engine (10), wherein the engine comprises a plurality of cylinders (11), wherein in a liquid fuel operating mode exclusively liquid Fuel (FK) is combusted in all cylinders (11), and wherein in a gaseous fuel operating mode exclusively gaseous fuel (GK) is combusted in all cylinders (11) if appropriate with an ignition fluid (ZF), and wherein in a combined fuel common operating mode exclusively liquid Fuel (FK) is combusted in at least one first cylinder (11) and exclusively gaseous fuel (GK) is combusted in at least one second cylinder (11) if appropriate with an ignition fluid (ZF).
Description
Technical Field
The invention relates to a method for operating a dual fuel engine. The invention also relates to a control device for carrying out the method.
Background
From the prior art, dual fuel engines are known in which liquid fuel is exclusively combusted in all cylinders in a liquid fuel operating mode, and in which gaseous fuel is exclusively combusted with an ignition fluid if appropriate in all cylinders in a gaseous fuel operating mode. Thus, DE 19621297C 1 discloses details of such a dual fuel engine, wherein in a gaseous fuel operating mode, an ignition fluid is utilized to ignite a gas-air mixture.
Also, it is known from practice to burn liquid and gaseous fuels simultaneously in each of its cylinders in a dual fuel engine, wherein this mode of operation is referred to as a joint fuel sharing mode of operation. This joint fuel sharing mode of operation of a dual fuel engine, in which both liquid and gaseous fuels are combusted simultaneously in each cylinder, is characterized by low efficiency and high fuel consumption, and by high emissions of unburned hydrocarbons and nitrogen oxides.
Disclosure of Invention
Starting from this, the invention is based on the creation of a novel method and control device for operating a dual-fuel engine.
This object is solved by a method according to claim 1. According to the invention, in a combined fuel sharing operating mode, liquid fuel is burned exclusively in at least one first cylinder and gaseous fuel (if appropriate with an ignition fluid) is burned exclusively in at least one second cylinder.
The present invention proposes a new mode of operation for a dual fuel engine. In the combined fuel common mode of operation according to the invention, exclusively liquid fuel is combusted in at least one first cylinder and exclusively gaseous fuel (if appropriate with an ignition fluid for igniting the gaseous fuel) is combusted in at least one second cylinder.
Thus, all cylinders operate in a monovalent (monovalent) mode of operation, and specifically at least one cylinder uses exclusively liquid fuel and at least one cylinder uses exclusively gaseous fuel (if appropriate an ignition fluid for igniting the gaseous fuel).
By doing so, fuel consumption and thus efficiency may be improved, and furthermore unburned hydrocarbon and nitrogen oxide emissions may be reduced, as compared to known co-fuel common operating modes.
According to an advantageous further development of the invention, the engine has a common supply of filling pressure for all cylinders, wherein, in the combined fuel-common operating mode, a filling pressure is used which is between the filling pressure for the liquid fuel operating mode and the filling pressure for the gaseous fuel operating mode. By adjusting such a filling pressure for the combined fuel-common operation mode according to the invention, the fuel consumption can be reduced and the emissions of the engine can likewise be reduced.
According to an advantageous further development of the invention, in the combined fuel-common operation mode, the centre of combustion of the or each cylinder burning exclusively liquid fuel is advanced with respect to the liquid fuel operation mode, wherein for this purpose the ignition fluid delivery start is preferably advanced with respect to the liquid fuel operation mode for the or each cylinder burning exclusively liquid fuel. By such adjustment of the combustion center, fuel consumption in the combined fuel-common operation mode can be advantageously reduced, likewise reducing polluting emissions.
According to an advantageous further development of the invention, in the combined fuel-common operating mode, the centre of combustion of the or each cylinder burning exclusively gaseous fuel with the ignition fluid is advanced with respect to the gaseous fuel operating mode, wherein for this purpose the ignition fluid delivery starts to be advanced with respect to the gaseous fuel operating mode for the or each cylinder burning exclusively gaseous fuel. By such adjustment of the combustion center, fuel consumption in the combined fuel-common operation mode can be advantageously reduced, likewise reducing polluting emissions.
According to an advantageous further development of the invention, the same mean pressure is adjusted in the combined fuel-common operating mode for all cylinders which, if appropriate, burn gaseous fuel with the ignition fluid, wherein, and preferably for all cylinders which burn liquid fuel exclusively, a mean pressure is adjusted which corresponds to the mean pressure of the cylinders which burn gaseous fuel. By this effect of the average pressure, fuel consumption and polluting emissions may be further reduced in the combined fuel-common operation mode.
Preferably, in the combined fuel common mode of operation, the cylinder or cylinders that burn exclusively liquid fuel and the cylinder or cylinders that burn exclusively gaseous fuel with the ignition fluid alternate cyclically. The torsional vibration level in the drive train can thus be checked and optimized.
A control device for performing the method is defined in claim 10.
Drawings
Preferred further developments of the invention emerge from the dependent claims and the following description. Exemplary embodiments of the invention are described in more detail with the aid of the figures, without being limited thereto. It shows that:
FIG. 1 is a block diagram of a dual fuel engine;
FIG. 2 is a block diagram of a cylinder of a dual fuel engine.
Detailed Description
Fig. 1 shows a block diagram of a bi-fuel engine 10, the bi-fuel engine 10 comprising a plurality of cylinders 11.
In the liquid fuel operating mode, liquid fuel FK is burned exclusively in all cylinders 11.
In the gas fuel operating mode, the gaseous fuel GK is burned exclusively in all cylinders 11 of the dual-fuel engine, i.e. an ignition fluid ZF is used for igniting the gaseous fuel GK.
In the exemplary embodiment shown in fig. 1, the dual-fuel engine 10 is assigned an exhaust-gas turbocharger 12, wherein the exhaust gas AG (formed during the combustion of the fuel in the cylinder 11 of the dual-fuel engine 10) is supplied to a turbine 13 of the exhaust-gas turbocharger 12 in order to expand the exhaust gas AG in the turbine 13 and to extract mechanical energy in the process. This mechanical energy is used in the compressor 14 of the exhaust gas turbocharger 12 in order to compress the filling air LL to be supplied to the cylinders 11 of the dual fuel engine 10 for fuel combustion. In the gas-fuel operating mode, a gas-air mixture is preferably formed from the charge air LL and the gaseous fuel GK, which is supplied to the cylinder 11 and which is ignited by the ignition fluid ZF.
Fig. 2 shows more details of the dual-fuel engine 10 in the region of its cylinder 11, wherein the piston 15 of the cylinder 11 can be moved up and down by means of a connecting rod 16.
In the liquid fuel operating mode, liquid fuel FK is introduced via the fuel injector 19 and charge air LL is introduced via the inlet valve 17 into the combustion chamber 26 of the cylinder 11, wherein exhaust gas AG formed during combustion is discharged from the combustion chamber 26 through the exhaust valve 18. The liquid fuel FK is supplied to the injector 19 by a fuel pump 20.
In the gas fuel operating mode, a mixture of filling air LL and gaseous fuel GK is introduced into the combustion chamber 26 of the cylinder 11 via the inlet valve 17, wherein an ignition fluid ZF is used to ignite the gas-air mixture, which ignition fluid ZF via the ignition fluid injector 21 is provided to the cylinder 11, i.e. to the further combustion chamber 24 of the cylinder 11 in the exemplary embodiment of fig. 2, starting from the ignition fluid pump 23, the ignition fluid storage unit 22, which combustion chamber 24 is coupled to the combustion chamber 26 via at least one connecting channel 25. It should be noted that the ignition fluid ZF may also be introduced directly into the combustion chamber 26.
The present invention now has a completely new type of operating mode for a bi-fuel engine 10, i.e. a combined fuel common operating mode, in which at least one first cylinder 11 of the bi-fuel engine 10 is exclusively used for combusting a liquid fuel FK and at least one second cylinder 11 of the bi-fuel engine 10 is exclusively used for combusting a gaseous fuel GK with an ignition fluid ZF for igniting the gaseous fuel GK.
Thus, all cylinders 11 of the dual fuel engine 10 are operated in a monovalent operating mode, wherein exclusively the liquid fuel FK is combusted in at least one first cylinder 11 and exclusively the gaseous fuel GK is combusted in at least one second cylinder by utilizing the ignition fluid ZF for igniting the gaseous fuel.
As is clear from fig. 1, the dual fuel engine 10 has a common filling air supply with filling air LL for all cylinders 11. For the combined fuel-common operation mode according to the invention, a filling pressure of the filling air LL is utilized which is between the filling pressure for the liquid fuel operation mode and the filling pressure for the gaseous fuel operation mode.
In a specific exemplary embodiment, it is assumed that at a defined operating point of the dual fuel engine with a full engine load of, for example, 85%, in particular when the liquid fuel operating mode is started, a filling pressure for the filling air LL of 2.8 bar is selected, and in particular when the gaseous fuel operating mode is started at this operating point, a filling pressure for the filling air LL of 2.2 bar is selected. For the combined fuel common operation mode, the filling pressure for the filling air LL is selected such that it is between 2.8 bar and 2.2 bar, for example at 2.5 bar, at an operating point at full engine load of, for example, 85%.
In addition to the filling pressure, the combustion center of the cylinder 11 of the dual fuel engine 10 is also preferably influenced for the combined fuel common mode of operation.
Furthermore, the combustion center of the cylinder 11 or cylinders 11 burning exclusively the liquid fuel FK is preferably advanced relative to the liquid fuel operating mode in the combined fuel sharing operating mode and/or the combustion center of the cylinder 11 or cylinders 11 burning exclusively the gaseous fuel GK with the ignition fluid ZF is advanced relative to the gas fuel operating mode in the combined fuel sharing operating mode.
In the above specific example embodiment of the operating point of, for example, 85% full engine load, the combustion center is, for example, at 14 crank angle degrees after top dead center on all the cylinders 11 in the liquid fuel operating mode, and at this operating point, the combustion center is at 8 crank angle degrees after top dead center in the gas fuel operating mode. For the combined fuel common operation mode, the combustion center at 14 ° after the top dead center is shifted to, for example, 12 ° crank angle after the top dead center for the cylinder 11 that burns exclusively the liquid fuel FK, wherein for the cylinder 11 that burns the gaseous fuel using the ignition fluid ZF in the combined fuel common operation mode, the combustion center is shifted from 8 ° crank angle after the top dead center to, for example, 10 ° crank angle after the top dead center.
Thus, the center of combustion on the cylinder 11 that burns exclusively liquid fuel FK in the combined fuel sharing mode of operation is advanced relative to the liquid fuel mode of operation, while the center of combustion on the or each cylinder that burns gaseous fuel in the combined fuel sharing mode of operation is advanced relative to the gas fuel mode of operation.
The adjustment of the centre of combustion on the cylinder 11 or cylinders 11 exclusively combusting liquid fuel FK in the combined fuel common mode of operation is preferably performed in the following manner: the fuel delivery on the respective cylinder 11 starts to advance relative to the liquid fuel operating mode.
The adjustment of the center of combustion on the cylinder 11 or cylinders 11 that burn the gaseous fuel GK in the combined fuel common operation mode is preferably performed in the following manner: the ignition fluid delivery of the ignition fluid ZF starts to push back on the respective cylinder 11.
According to another advantageous further development of the invention, provision is made for the same mean pressure to be adjusted for all cylinders 11 of the dual-fuel engine that burn the gaseous fuel GK (i.e. that use the ignition fluid ZF for igniting the gaseous fuel GK) in the combined fuel-common operating mode. The mean pressure is a moment replacement variable familiar to those skilled in the art, which indicates the pressure required to act on the piston 15 of the respective cylinder in order to provide the desired moment. On all the cylinders 11 that burn exclusively the liquid fuel FK in the combined fuel common operation mode, the average pressure is adjusted, the average value of which corresponds to the average pressure of the cylinders 11 that burn the gaseous fuel GK in the combined fuel common operation mode. Thus, in the combined fuel common mode of operation, the average pressure is the same across all cylinders 11 combusting gaseous fuel, whereas the average pressure may deviate from each other across cylinders 11 combusting liquid fuel FK, whereas the average of the average pressure corresponds to the average pressure of cylinders 11 combusting gaseous fuel GK. In a dual fuel engine with a common rail injection system for liquid fuel FK, the same average pressure is also regulated on all cylinders combusting liquid fuel in the combined fuel common mode of operation.
The effects of the center of combustion and mean pressure may be achieved by closed loop combustion control or characteristic curve control based on cylinder pressure.
Preferably, the cylinder filling of the or each cylinder 11 burning exclusively liquid fuel is additionally lowered in the combined fuel-common operation mode relative to the liquid fuel operation mode, whereas in the combined fuel-common operation mode the cylinder filling of the or each cylinder 11 burning gaseous fuel is raised relative to the gaseous fuel operation mode.
According to an advantageous further development of the invention, provision is made that in the combined fuel common operating mode according to the invention, the cylinder or cylinders 11 which burn exclusively the liquid fuel FK and the cylinder or cylinders 11 which burn the gaseous fuel GK alternate periodically. The level of torsional vibrations in the drive train can thus be advantageously adjusted.
The transition process in the combined fuel common operation mode between exclusively combusting the liquid fuel FK to combusting the gaseous fuel GK with the ignition fluid ZF, and the reverse transition from combusting the gaseous fuel GK to combusting the liquid fuel FK can take place on the respective cylinders, similar to what is known from practice for dual fuel engines, where the transition is from the liquid fuel operation mode to the gas fuel operation mode, or from the gas fuel operation mode to the liquid fuel operation mode. The cylinder selective transition in the combined fuel common operating mode according to the present invention occurs similarly.
By the method according to the invention utilizing the combined fuel-sharing operating mode according to the invention, both the liquid fuel FK and also the gaseous fuel GK are selectively combusted in the cylinder 11 of the dual fuel engine 10. Here, the liquid fuel FK is exclusively combusted in the at least one first cylinder and the gaseous fuel GK, which utilizes the ignition fluid ZF for igniting the gaseous fuel GK, is exclusively combusted in the at least one second cylinder. Fuel reduction and emission reduction for the dual fuel engine 10 may thereby be achieved as compared to known co-fuel sharing modes of operation, in which both liquid fuel and also gaseous fuel are combusted simultaneously in each cylinder.
The combined fuel common operating mode is preferably utilized in a defined load range of the engine, preferably between 15% and 110% of full engine load.
In a six cylinder engine, the relative contribution of gaseous fuel consumption in total fuel consumption is at 0% or 16.5% or 33% or 50% or 66% or 84.5% or 100%, depending on the number of first cylinders burning exclusively liquid fuel, and depending on the number of second cylinders burning exclusively gaseous fuel (how well ignition fluid is utilized). In an eight cylinder engine, the relative contribution is at 0% or 12.5% or 25% or 37.5% or 50% or 62.5% or 75% or 87.5% or 100%.
The invention also relates to a control device for an engine for carrying out the method according to the invention. The control device is preferably an engine control unit. It comprises means for performing the method, wherein these means are hardware means and software means.
The hardware means comprise a data interface for exchanging data with the components involved in performing the method according to the invention. The hardware means further comprise a storage unit for data storage and a processor for data processing.
The software means are program modules for performing the method according to the invention.
Claims (9)
1. A method for operating a dual fuel engine comprising a plurality of cylinders, wherein in a liquid fuel operating mode exclusively liquid fuel is combusted in all cylinders and in a gaseous fuel operating mode exclusively gaseous fuel is combusted in all cylinders, if appropriate with an ignition fluid, characterized by a combined fuel common operating mode exclusively liquid fuel is combusted in at least one first cylinder and in at least one second cylinder exclusively gaseous fuel is combusted with an ignition fluid, if appropriate;
wherein in the combined fuel-common mode of operation, the centre of combustion of the or each cylinder burning exclusively liquid fuel is advanced relative to the liquid fuel mode of operation.
2. Method according to claim 1, characterized in that in the combined fuel-common operation mode the cylinder or cylinders that burn exclusively liquid fuel and, if appropriate, the cylinder or cylinders that burn exclusively gaseous fuel with an ignition fluid are cyclically alternated.
3. A method according to claim 1 or 2, characterised in that the engine has a common filling pressure supply for all cylinders, wherein in the combined fuel-common operation mode a filling pressure is used which is between the filling pressure for the liquid fuel operation mode and the filling pressure for the gaseous fuel operation mode.
4. A method according to claim 1, characterized in that for this purpose, in the combined fuel-common operating mode, the fuel delivery start is advanced with respect to the liquid fuel operating mode for the or each cylinder burning exclusively liquid fuel.
5. A method according to claim 1 or 2, characterized in that in the combined fuel-common operation mode, the centre of combustion of the or each cylinder which burns gaseous fuel exclusively with ignition fluid is, if appropriate, pushed back relative to the gaseous fuel operation mode.
6. A method according to claim 5, characterised in that for this purpose, in the combined fuel-common operating mode, ignition fluid delivery is started to be retarded relative to the gaseous fuel operating mode for the or each cylinder burning exclusively gaseous fuel.
7. Method according to claim 1 or 2, characterized in that in the combined fuel-common operation mode the same average pressure is adjusted for all cylinders that, if appropriate, use the ignition fluid to burn gaseous fuel exclusively.
8. Method according to claim 1 or 2, characterized in that in the combined fuel-common operation mode, for all cylinders burning exclusively liquid fuel, the average pressure is adjusted, the average value of which corresponds to the average pressure of the cylinders burning exclusively gaseous fuel.
9. A control device of an engine, characterized by means for performing the method according to any one of claims 1 to 8.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102015002961.4A DE102015002961A1 (en) | 2015-03-07 | 2015-03-07 | Method and control for operating a dual-fuel engine |
| DE102015002961.4 | 2015-03-07 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105937452A CN105937452A (en) | 2016-09-14 |
| CN105937452B true CN105937452B (en) | 2020-02-28 |
Family
ID=56738746
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610126657.1A Expired - Fee Related CN105937452B (en) | 2015-03-07 | 2016-03-07 | Method and control device for operating a dual fuel engine |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JP2016164414A (en) |
| KR (1) | KR20160108813A (en) |
| CN (1) | CN105937452B (en) |
| DE (1) | DE102015002961A1 (en) |
| FI (1) | FI20165173L (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3372811A1 (en) * | 2017-03-09 | 2018-09-12 | Winterthur Gas & Diesel AG | Method for operating a large diesel engine and large diesel engine |
| EP3862611A1 (en) * | 2020-02-07 | 2021-08-11 | Winterthur Gas & Diesel AG | Flange connection for connecting two double-walled pipe parts, gas supply system and large motor |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1051228A (en) * | 1989-10-25 | 1991-05-08 | S·E·M·T·皮尔斯蒂克公司 | The internal-combustion engine that is used for propellant fuel transport boats and ships |
| CN101639013A (en) * | 2008-07-31 | 2010-02-03 | 福特环球技术公司 | Fuel delivery system for a multi-fuel engine |
| CN101688502A (en) * | 2007-05-23 | 2010-03-31 | 连锁建筑股份有限公司 | A method of manufacturing and installation of high pressure liquid lpg fuel supply and dual or mixed fuel supply systems |
| CN102213153A (en) * | 2010-04-08 | 2011-10-12 | 福特环球技术公司 | Fuel injector diagnostic for dual fuel engine |
| CN103216341A (en) * | 2012-01-20 | 2013-07-24 | 曼恩柴油机涡轮股份公司曼恩柴油机涡轮德国分公司 | An internal combustion engine with a combined fuel oil and fuel gas operation mode |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19621297C1 (en) | 1996-05-28 | 1997-12-04 | Man B & W Diesel Ag | Device for control and regulation of ignition oil injection in gas engine |
| US9494090B2 (en) * | 2013-03-07 | 2016-11-15 | GM Global Technology Operations LLC | System and method for controlling an engine in a bi-fuel vehicle to prevent damage to a catalyst due to engine misfire |
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2015
- 2015-03-07 DE DE102015002961.4A patent/DE102015002961A1/en active Pending
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2016
- 2016-03-03 FI FI20165173A patent/FI20165173L/en not_active IP Right Cessation
- 2016-03-04 JP JP2016041909A patent/JP2016164414A/en active Pending
- 2016-03-04 KR KR1020160026330A patent/KR20160108813A/en not_active Withdrawn
- 2016-03-07 CN CN201610126657.1A patent/CN105937452B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1051228A (en) * | 1989-10-25 | 1991-05-08 | S·E·M·T·皮尔斯蒂克公司 | The internal-combustion engine that is used for propellant fuel transport boats and ships |
| CN101688502A (en) * | 2007-05-23 | 2010-03-31 | 连锁建筑股份有限公司 | A method of manufacturing and installation of high pressure liquid lpg fuel supply and dual or mixed fuel supply systems |
| CN101639013A (en) * | 2008-07-31 | 2010-02-03 | 福特环球技术公司 | Fuel delivery system for a multi-fuel engine |
| CN102213153A (en) * | 2010-04-08 | 2011-10-12 | 福特环球技术公司 | Fuel injector diagnostic for dual fuel engine |
| CN103216341A (en) * | 2012-01-20 | 2013-07-24 | 曼恩柴油机涡轮股份公司曼恩柴油机涡轮德国分公司 | An internal combustion engine with a combined fuel oil and fuel gas operation mode |
Also Published As
| Publication number | Publication date |
|---|---|
| FI20165173L (en) | 2016-09-08 |
| DE102015002961A1 (en) | 2016-09-08 |
| JP2016164414A (en) | 2016-09-08 |
| KR20160108813A (en) | 2016-09-20 |
| CN105937452A (en) | 2016-09-14 |
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