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    • 专利摘要:
    Method for operating at least one pre-chamber-ignited internal combustion engine (1), in particular a stationary gas Otto engine, with an antechamber (2) and a main combustion chamber (3) assigned to the prechamber (2), wherein the prechamber (2) serves as a purge gas ( S), wherein the purge gas (S) in a fuel reformer (4) generated synthesis gas (R) and a fuel (B2) are supplied from a fuel source and the fuel reformer (4) for the reforming a fuel (Bi) and at least one further material flow (D, L, A) is supplied, wherein at least one operating parameter of the at least one internal combustion engine is monitored, wherein, depending on a change of the at least one operating parameter, the chemical composition of the purge gas (S) by a change of the mass flow of the at least one further material flow (D, L, A) is changed.
    公开号:AT511351A4
    申请号:T1528/2011
    申请日:2011-10-19
    公开日:2012-11-15
    发明作者:Friedrich Gruber；Guenther Wall
    申请人:Ge Jenbacher Gmbh & Co Ohg；
    IPC主号:
    专利说明:

    70808 30 / hn 1
    The invention relates to a method for operating at least one pre-chamber-fired internal combustion engine, in particular a stationary gas Otto engine, with an antechamber and a main combustion chamber associated with the antechamber, wherein the pre-chamber a gas mixture is supplied as purge gas, wherein the purge gas is a syngas generated in a fuel reformer and a fuel is supplied from a fuel source and wherein the fuel reformer for the reforming process, a fuel and at least one further material flow are supplied.
    In Otto engine operated internal combustion engines, the ignition of a fuel-air mixture takes place in the combustion chamber by ignition devices, the mixture ignition is usually initiated by a sparkover at the electrodes of a spark plug. Alternatively, it is also known to use a laser spark plug as the ignition device, in which the required ignition energy is introduced in the form of laser light into the combustion chamber. In particular, in gas engines, in which a propellant gas-air mixture is ignited, one uses the lean concept for larger combustion chamber volumes. This means that a relatively large excess of air is present, whereby at maximum power density and high efficiency of the engine, the emission of pollutants and the thermal load on the components is minimized. The ignition and combustion of very lean fuel-air mixtures represents a significant challenge for the development and operation of modern high-performance gas engines.
    From a certain size of the gas engines (usually about six liters displacement), it is necessary to use booster to go through the correspondingly large flame paths in the combustion chambers of the cylinder in the shortest possible time, As such booster usually serve pre-chambers, the end the compression stroke highly compressed fuel-air mixture is ignited in a separated from the main combustion chamber of the cylinder relatively small side room. This is a main combustion chamber of the working piston, the
    Cylinder liner and limited to the cylinder head floor, wherein the auxiliary space (the prechamber) is connected by one or more overflow holes with the main combustion chamber. Frequently, such prechambers are purged or filled with propellant gas during the charge cycle phase to fatten the fuel-air mixture and thus improve the combustion and combustion properties. For this purpose, a small amount of propellant gas is diverted from the propellant gas supply to the main combustion chamber and introduced via a suitable, provided with a check valve supply device in the antechamber. This amount of propellant flushes during the charge cycle the antechamber and is therefore often referred to as purge gas. During the compression phase, the very lean fuel-air mixture of the main combustion chamber flows through the overflow holes in the antechamber and mixes there with the purge gas. The ratio of fuel to air in the mixture is given in the form of the excess air coefficient λ. An excess air ratio of λ = 1 means that the amount of air present in the mixture exactly corresponds to the amount required to allow complete combustion of the fuel. The combustion takes place stoichiometrically in such a case. Large gas engines are usually operated lean at full load at an A of about 1.9 to 2.0, that is, the amount of air in the mixture corresponds to about twice the stoichiometric amount of air. By flushing the prechamber with propellant gas results after mixing with the propellant gas-air mixture from the main combustion chamber, a mean λ in the antechamber of about 0.8 to 0.9. This results in optimal conditions of ignition and, due to the energy density, intensive ignition torches emerging into the main combustion chamber, which lead to a rapid burning through of the fuel-air mixture in the main combustion chamber. At such λ values, however, the combustion takes place at the maximum temperature level, so that the wall temperatures in the prechamber region are correspondingly high. On the one hand, this results in a correspondingly high thermal load on the pre-chamber and the components arranged therein (for example spark plug, valves) and, on the other hand, undesirably high nitrogen oxide emissions.
    Enriching the rinsing gas with reactive gases allows the rinsing gas to be reduced with the same degree of ignition. Leaning of the pre-chamber gas leads to lower emissions. From the prior art it is known to enrich the purge gas to be supplied to an antechamber with appropriate gases in order to increase the ignitability of the purge gas during lean operation of the internal combustion engine. Thus, US Pat. No. 6,739,289 B2 shows a method for enriching a prechamber purge gas with hydrogen. The fuel for the pre-chamber is passed through a reformer to enrich the fuel with hydrogen. As a reformer known thermochemical reactors such as steam reformer can be used.
    Also known is a mixing of the synthesis gas stream with a second gas stream (mixture or gas) for setting a specific combustion air ratio lambda in the purge gas. No. 6,739,289 B2 proposes mixing the synthesis gas stream with a second gas stream (mixture or gas) to set a specific lambda in the purge gas. A disadvantage of this solution is that the reformer is operated at a constant rate and only the air ratio lambda is set in the purge gas.
    Since the reformer represents a power consumer of chemical energy, it is desirable that only as much as is currently required for influencing the combustion behavior and the emissions is implemented.
    Object of the present invention is to avoid the disadvantages described above and to provide a comparison with the prior art improved method for operating a pre-chamber-ignited internal combustion engine.
    This object is achieved by a method having the features of claim 1. Advantageous embodiments of the invention are indicated in the dependent claims.
    According to the invention, it is thus provided that at least one operating parameter of the at least one internal combustion engine is monitored, wherein the chemical composition of the purge gas is changed by a change of the mass flow of the at least one further material flow depending on a change of the at least one operating parameter.
    In this way, it can be achieved in particular that an optimum chemical composition of the purge gas for an individual operating point of the internal combustion engine can be provided in order to achieve optimum combustion behavior and low emissions.
    It can thus also be a safe and economical operation of a motor system with reformer done in which by regulating the mass flows for the reformer depending on current engine parameters only as much synthesis gas is generated, as is currently required for influencing the combustion behavior and emissions.
    Preferably, at least one of the following further streams can be supplied to the fuel reformer: water and / or water vapor and / or air and / or a fuel-air mixture and / or an exhaust gas of the at least one internal combustion engine.
    In a preferred embodiment it can be provided that a first operating parameter is monitored on the basis of a coefficient of variation of the indicated useful medium pressure in the main combustion chamber.
    The indicated utility pressure in a main combustion chamber is the average of the measured in-cylinder pressure over a combustion cycle. In order to determine the coefficient of variation, by means of suitable devices (for example cylinder pressure sensor in the main combustion chamber) a series of measurements of the respective indicated useful medium pressure in the main combustion chamber can be detected over a plurality of combustion cycles, for example over 50 combustion cycles. The arithmetic mean value and the empirical standard deviation can then be determined from the measured values of the indicated useful agent pressure in the main combustion chamber of a measurement series. The quotient of standard deviation and mean then gives the
    Coefficient of variation of the indexed Nutzmitteldrucks in the antechamber associated main combustion chamber.
    In this case, the coefficient of variation of a main combustion chamber or the arithmetic mean of the coefficients of variation of all the main combustion chambers of the internal combustion engine can be monitored as the first operating parameter.
    As the first operating parameter, it is also possible to monitor the coefficient of variation of a measurement series of measured values of the indicated useful medium pressure over several or all main combustion chambers of the internal combustion engine.
    The coefficient of variation, which is usually expressed as a percentage, is a measure of the stability of the combustion and is dependent on engine settings, e.g. NOx emissions. Typical values for the coefficient of variation in natural gas operation are, for example, 1.2% to 1.4% at 500 mg / Nm3 (milligrams per standard cubic meter) NOx emissions and 2.5% to 2.6% at 250 mg / Nm3 NOx emissions. The coefficient of variation thus depends heavily on the operating point of the internal combustion engine. The lower the NOx emissions, the higher the coefficient of variation.
    The coefficient of variation can be used as a measure of combustion stability. The lower the coefficient of variation, the more stable and uniform the combustion and the higher the efficiency of the internal combustion engine. For example, with a coefficient of variation of 1%, the combustion can be considered stable; with a coefficient of variation of 3% to 4%, the engine is close to the running limit, thus running unstably.
    According to a particularly preferred embodiment it can be provided that the chemical composition of the purge gas is changed if the first operating parameter exceeds a predefinable first limit value. In other words, therefore, a first limit can be set at which an intervention to improve combustion can or should take place. 6 • «· · · *« «« • • • • • • • • • • • • • a a a
    The first limit value for the coefficient of variation may for example be set at 2.5%, preferably at 2.75%. The first limit value can generally also be determined engine-specific.
    It can be provided that, when the first limit value is exceeded, the mass flow of the water vapor and / or the mass flow of the exhaust gas and / or the mass flow of the exhaust gas are increased, preferably in proportion to the change of the first operating parameter. In particular, when operating the internal combustion engine with exhaust gas recirculation, it may be useful to increase the mass flow of the exhaust gas in this case. When operating without exhaust gas recirculation, it may be sufficient to increase the mass flow of water vapor and / or the mass flow of the air.
    As a result, in particular the ratio of the mass flows of the reformer feed streams water vapor and fuel can be changed. Below the first limit value, however, this ratio can remain unchanged at a design-specific normal value. For example, the composition of the purge gas at the design-specific normal value is such that it has a hydrogen content of 10-35 vol.% And a methane content of 10-35 vol.%.
    Overall, more hydrogen can be achieved in the purge gas with the measure of increasing the mass flows of the specified material flows. As a result, a higher combustion speed and thus a higher stability in the combustion can be achieved.
    By changing the respective mass flows of the streams and the mass flow of the purge gas is changed accordingly, i. An increase in a mass flow of a material stream also leads to an increase in the mass flow of the purge gas and a reduction in a mass flow of a material stream leads to a reduction in the mass flow of the purge gas.
    In a preferred development can also be provided that the mass flow of the fuel is changed. As a result, the chemical composition of the purge gas can also be changed. It can be provided that, when the first limit value is exceeded, the mass flow of the fuel is reduced. In conjunction with the aforementioned change in the mass flows of the reformer feed streams, it is thus possible, for example, to keep the mass flow rate of the purge gas constant, thereby increasing the hydrogen content in the purge gas.
    The first limit value may be dependent on a power and / or a boost pressure of the at least one internal combustion engine and / or a charge air temperature or the temperature of a fuel-air mixture before the intake valves in the main combustion chamber of the at least one internal combustion engine.
    It has proven to be particularly advantageous if the first limit value is changed, preferably increased, with increasing load and / or increasing charge pressure of the at least one internal combustion engine.
    In a further embodiment, it can be provided that the proportion of synthesis gas in the purge gas is kept as low as possible during startup and / or idling and / or at low partial load of at least one internal combustion engine for reasons of economy of the overall system. The reformer operation can be reduced to a reasonable minimum, for example to 30% of the reformer input streams relative to the design-specific normal value. When starting up to full load, the proportion of synthesis gas in the purge gas can be increased to the nominal composition at the design-specific normal value.
    According to a further embodiment it can be provided that a second operating parameter is monitored based on a spark plug temperature of a spark plug in the prechamber.
    Here, it is a goal, under given conditions (operating point of the engine concerning NOx emission and load) to keep the temperature at the spark plug in an economically optimal range. The temperature at the spark plug should be as low as possible with as little synthesis gas as possible.
    As the second operating parameter while the electrode temperature of the spark plug can be monitored. Detection of the electrode temperature can be carried out in a known manner, e.g. done by a thermocouple on the ground electrode of the spark plug. Typical values of the electrode temperature in natural gas-fired internal combustion engines are 830 ° C to 850 ° C. By a corresponding chemical composition of the purge gas, the electrode temperature can be lowered significantly, for example by 100 ° C. A lower electrode temperature leads to a lower component load and thus to an increased service life, in particular to an increased spark plug life.
    It can therefore be provided that the chemical composition of the purge gas is changed if the second operating parameter exceeds a predefinable second limit value. In particular, the mass flow of the water vapor and / or the mass flow of the air and / or the mass flow of the exhaust gas can be increased when the second limit value is exceeded.
    In particular, when operating the internal combustion engine with exhaust gas recirculation, it may be useful to increase the mass flow of the exhaust gas in this case. When operating without exhaust gas recirculation, it may be sufficient to increase the mass flow of water vapor and / or the mass flow of the air.
    To reduce the electrode temperature can also be provided that the mass flow of the fuel and / or the mass flow of the fuel is reduced or become.
    The second limit can be set at 750 ° C, for example. Overall, the adjustment of the chemical composition of the purge gas aims at this 9
    Case, to slightly lower the heating value of the purge gas or to increase the hydrogen content.
    It may also be useful to monitor the Zündspannungsbedarf a spark plug in the prechamber, as this statement can be made about the spark plug wear.
    Therefore, it can preferably be provided that a third operating parameter is monitored based on an ignition voltage requirement of a spark plug in the pre-chamber, wherein the chemical composition of the purge gas is changed if the third operating parameter exceeds a predefinable third limit. In particular, when the third limit value is exceeded, the mass flow of the fuel can be increased.
    The ignition voltage requirement, which can be detected for example by an engine management system, is dependent on the composition of the purge gas. By increasing the mass flow of the fuel, the CH4 content in the purge gas is increased, which can increase the flammability of the purge gas. A progressive spark plug wear can be detected by an increased Zündspannungsbedarf and the chemical composition of the purge gas can be adjusted accordingly to be able to cause a reliable ignition of the purge gas despite a larger spark gap.
    The proposed method can also be used in a multi-engine system. In this case, at least two internal combustion engines may be provided, wherein synthesis gas of the fuel reformer, optionally in each case with the admixture of fuel, is supplied as purge gas to the antechambers of the at least two internal combustion engines. Preferably, it can be provided that a fourth operating parameter is monitored based on the load and / or the boost pressure of at least one of the at least two internal combustion engines, wherein the mass flow of the purge gas is changed depending on a change of the fourth operating parameter. 10 10
    ···· Μ · * * · «« Μ * * * 4 · · · · Ψ 9 *
    The mass flow of the purge gas or the purge gas usually has a basic setting in relation to the mass or volume flows of the input material streams for the reformer and with respect to the fuel, which can form the purge gas together with the synthesis gas from the reformer. The basic setting is usually set so that the amount of purge gas corresponds to approximately 1.5 times the prechamber gas requirement (total volume of all prechambers according to the combustion cycle).
    In operation, the amount of purge gas can now be adjusted so that it is changed depending on a change in the load of at least one of the at least two internal combustion engines (as a fourth operating parameter). It can also be provided that the purge gas is changed depending on a change in the total load of all internal combustion engines of a multi-engine system (as a fourth operating parameter). The amount of purge gas can be changed accordingly, for example, via appropriate control valves for mass or Voiumenströme for the input material flows for the reformer and the fuel.
    The amount of purge gas can also be adjusted so that the pressure of the purge gas after a purge gas compressor through which the purge gas can be compressed prior to introduction into the antechamber, is always higher by a certain amount than the boost pressure of the fuel-air mixture for the main combustion chambers internal combustion engine. As a result, changes in the engine load can also be taken into account via the dependence on the boost pressure. A suitable difference between charge pressure and purge gas pressure is, for example, 50 mbar, i. The pressure of the purge gas after a purge gas compressor can be tracked to the boost pressure, so that it is always higher by 50 mbar than the boost pressure. A rapid adjustment of the purge gas pressure can be done for example by a correspondingly regulated bypass line. The bypass line connects a purge gas line through which the purge gas is introduced into the antechambers with a fuel line through which e.g. the fuel-air mixture is introduced into the main combustion chambers. In principle, it can also be provided that a change in the amount of purge gas depends on a change in the boost pressure, preferably in proportion to a change in the boost pressure. As a result, fluctuations in the charge pressure and in particular in a multi-engine system with a common reformer, the requirements of individual internal combustion engines can be compensated.
    The operation of a multi-engine system can also be such that the reformer input material flows are changed depending on the total load of all internal combustion engines of a multi-engine system and a fine control of the purge gas composition and quantity in relation to the respective boost pressure of the internal combustion engine is done individually for each internal combustion engine,
    In general, the following operating parameters are suitable for monitoring in order to set an optimum purge gas composition and purge gas quantity with respect to their modification and thus to achieve an optimum operating state of the internal combustion engine or multi-engine system: total output electric power of all internal combustion engines of a multi-engine system, supercharging pressures of the individual internal combustion engines, variation coefficients of the Indicated Nutzmitteldrucks the main combustion chambers of the individual internal combustion engines, temperatures at the respective ground electrodes of the spark plugs of the individual internal combustion engines, ignition voltage requirement of the respective spark plugs of the individual internal combustion engines,
    Depending on a change in at least one of the above operating parameters of the internal combustion engine and at least one of the following parameters of the fuel reformer can be changed: temperature and / or pressure of at least one stream at the input of the fuel reformer, temperature in the fuel reformer, temperature at the output of the fuel reformer, CO concentration in the synthesis gas, C02 concentration in the synthesis gas, mass flow of the fuel, mass flow of the exhaust gas.
    Further details and advantages of the present invention will be explained with reference to the following description of the figures. Showing:
    1 is a schematic block diagram of an internal combustion engine with reformer and purge gas,
    Fig. 2 is a schematic block diagram of a multi-engine system with a reformer and a purge gas and
    Fig. 3 measured values of the indicated Nutzmitteldrucks in a main combustion chamber of an internal combustion engine.
    1 shows a schematic representation of an internal combustion engine 1 with an antechamber 2 and a main combustion chamber 3 assigned to the prechamber 2. The prechamber 2 is supplied with a purge gas S. This purge gas S comprises a synthesis gas R and a fuel B2. The synthesis gas R and the fuel B2 are mixed in a purge gas mixer 9 and the resulting gas mixture as purge gas S of the pre-chamber 2 and the antechambers 2 of the internal combustion engine 1 is supplied.
    The synthesis gas R is generated in a fuel reformer 4. For the known reforming process in which a hydrocarbon-containing fuel Bi reacts to a H2 and CO-containing synthesis gas R, the fuel reformer 4 several streams Bi, D, L, A are supplied. The supply of these streams Bi, D, L, A takes place in this example via a material flow mixer 7, which mixes the streams supplied him Bi, D, L, A to a stream mixture and fed to the fuel reformer 4.
    The fuel Bi for the fuel reformer 4, which may be an autothermal chemical reactor, may e.g. Natural gas from a natural gas supply (for example natural gas pipeline). The fuel B2, which is supplied to the purge gas S in the purge gas mixer 9, can come from the same fuel source as the fuel Bi or from a separate fuel source.
    For monitoring the internal combustion engine 1, which may be, for example, a stationary gas Otto engine, an engine management system 5 is provided in this example. This engine management system 5 can store operating data of the 13 • ♦ ♦ · · · · · · · · · · · · ·.
    Detect internal combustion engine 1 and evaluate accordingly. Operating data or operating parameters of the internal combustion engine 1, which can be monitored by the engine management system 5, for example: the coefficient of variation of the indicated Nutzmitteldrucks in the main combustion chamber 3, the electrode temperature of a spark plug in the prechamber 2, the Zündspannungsbedarf a spark plug in the pre-chamber 2, the performance of Internal combustion engine 1, the boost pressure of the charge air or the fuel-air mixture for the main combustion chamber 3, the boost pressure of purge gas S for the pre-chamber 2 or the temperature of the charge air or the fuel-air mixture for the main combustion chamber. 3
    Depending on a change in at least one monitored operating parameter of the internal combustion engine 1, the purge gas S can be influenced. For this purpose, a purge gas regulator 6 is provided, to which the monitored operating parameters of the internal combustion engine 1 can be supplied as input signals. The operating parameters supplied to the purging gas regulator 6 (for example variation coefficient of the indicated useful medium pressure in the main combustion chamber 3) may originate from the engine management system 5 or be reported as signals directly from suitable monitoring devices (for example sensors) on the internal combustion engine 1 to the purging gas regulator 6.
    With the help of the purge gas regulator 6, the chemical composition of the purge gas S can be changed. The purge gas controller 6 can send signals to various devices via corresponding signal lines (shown in dashed lines) in order to influence them. The devices which can be influenced by the purge gas regulator 6 are e.g. the material flow mixer 7 or its volume control devices 8 for the streams Bi, D, L, A, a fuel volume control device 13, a synthesis gas control device 10, a Spülgasregeleinrichtung 11 or Spülgasvolumenregeleinrichtung 12. By influencing one or more of the described devices 8, 13, 10, 11 , 12, the chemical composition of the purge gas S and / or at least a physical size of the purge gas S (eg pressure, temperature, mass flow) can be changed. * * ·· * * * »« «φ I · Μ · * * V Φ I *« Φ I »**« (1 · ♦ t * «· * ·» * «*« 14 * .. *:
    In particular, it can thus be achieved that a coefficient of variation of the indicated Nutzmitteidrucks is monitored in the main combustion chamber 3 and a mass flow of the at least one stream Bi, D, L, A is changed depending on a change in the coefficient of variation. A change in the mass flows of the streams Bi, D, L, A can thereby with the aid of known Voiumenregeleinrichtungen 8, such. Valves, done. For this purpose, the purge gas controller 6 sends appropriate control signals to the Voiumenregeleinrichtungen 8 of the streams Bi, D, L, A.
    Preferably, an operation can take place in such a way that, when a predeterminable first limit value of the monitored coefficient of variation is exceeded, the mass flows of the water vapor D and of the air L are increased. As a result, the fuel reformer 4 generates more hydrogen. In particular, during operation of the internal combustion engine 1 with exhaust gas recirculation and the mass flow of the exhaust gas A can be increased.
    The chemical composition of the purge gas S can also be changed by changing the mass flow of the fuel B2. By changing the mixing ratio of fuel B2 and synthesis gas R in the purge gas mixer 9, it is possible to influence the chemical composition of the purge gas S in a targeted manner. The setting of the desired mixing ratio of fuel B2 and synthesis gas R can thereby be carried out by the purge gas regulator 6 and in response to a change in the monitored operating parameter, for example by changing the mass flow of the fuel B2 by means of the fuel volume control device 13 (e.g., metering valve). For further advantageous effects of the purge gas S can also be provided that, for example, the temperature and / or the water content of the synthesis gas R is influenced by the purge gas 6. Preferably, it can also be provided that the temperature, the pressure and the amount of purge gas S introduced into the pre-chamber 2 are changed by the purge gas regulator 6. A change in temperature and water content of the synthesis gas R can be carried out, for example, with the aid of at least one synthesis gas control device 10. * * * * * «* ♦ *« · · * · «···« »* * * * ·« «« «· · · ·« «· · · · · · * * * * *:
    These may be per se known heat exchangers or cooling devices or Kondensatabscheideeinrichtungen.
    By means of at least one purge gas control device 11, for example, the temperature and / or the pressure of the purge gas S can be changed by the purge gas 6. The purge gas control device 11 may be, for example, a heat exchanger and / or a compressor. To change the mass flow of the purge gas S to be supplied to the pre-chamber 2, a known purge gas volume control device 12, such as a metering valve, can be used.
    FIG. 2 shows a schematic block diagram according to FIG. 1 for the case of a multi-engine system. In this example, two internal combustion engines 1 are shown. The purge gas S for the prechambers 2 of these internal combustion engines 1 is in each case composed of synthesis gas R from a fuel reformer 4 and fuel B2, which is in each case mixed with the synthesis gas R in a purge gas mixer 9 associated with an internal combustion engine 1. As a result, a fuel reformer 4 can generate synthesis gas R for a plurality of internal combustion engines 1. By changing the reformer feed streams Bi, D, L, A by means of volume control devices 8 and by means of the previously described devices 13, 10, 11, 12, the chemical composition and / or at least one physical size of the purge gas S can be varied individually for each internal combustion engine 1 , In the example shown, operating parameters of an internal combustion engine 1 are monitored by the engine management system 5 assigned to the internal combustion engine 1 and corresponding signals are signaled to the purge gas regulator 6. The purge gas controller 6 can evaluate these signals and, depending on a change of at least one operating parameter of at least one of the internal combustion engines 1, make appropriate interventions on the devices 8, 13, 10, 11, 12 in order to determine the respective chemical composition and / or at least one physical parameter of the system Purify purge gas S, which is supplied to the antechambers 2 of a respective internal combustion engine 1. 16
    3 shows a diagram with measured values of the indicated useful-medium pressure in a main combustion chamber 3 of an internal combustion engine 1. The x-axis of the diagram represents the time t or the measured value n. The y-axis of the diagram shows the respective indicated useful-substance pressure p, of a measured value n. The diagram shows three measurement series I, II and III. With the measurement values n of the measurement series I, the values for the indicated utility pressures p fluctuate relatively little around the arithmetic mean of the indicated utility pressures Pi (dashed line). In comparison, the measurement series II and III show measured values n, in which the values for the respective indicated useful agent pressures p, deviate more strongly from one another. For each series of measurements I, II, III, the arithmetic mean and the empirical standard deviation of the indexed useful-medium pressures p < determined. The quotient of the empirical standard deviation and the arithmetic mean in each case gives the coefficient of variation for the respective measurement series I, II, III. The double arrows 14 each show the double coefficient of variation for the respective measurement series ί, II, III.
    Innsbruck, 18 October 2011
    权利要求:
    Claims (13)
    [1]
    • «* · * *» I * * * * * * * * * * * * t «* * V # *» «1 ·· * · * ··» ·· ** ·· * · 70808 30 / 1. A method for operating at least one pre-chamber-ignited internal combustion engine (1), in particular a stationary gas Otto engine, with an antechamber (2) and a main combustion chamber (3) assigned to the prechamber (2), wherein the prechamber (2) a gas mixture is supplied as purge gas (S), wherein the purge gas (S) in a fuel reformer (4) generated synthesis gas (R) and a fuel (B2) are supplied from a fuel source and wherein the fuel reformer (4) for the reforming process Fuel (Bi) and at least one further stream (D, L, A) are supplied, characterized in that at least one operating parameter of the at least one internal combustion engine is supervised, wherein depending on a change of the at least one operating parameter, the chemical composition of the purge gas (S) by a Changing the mass flow of the at least one further stream (D, L, A) is changed.
    [2]
    2. The method according to claim 1, characterized in that the fuel reformer (4) at least one of the following further streams is supplied: water and / or water vapor (D) and / or air (L) and / or a fuel-air mixture and / or an exhaust gas (A) of the at least one internal combustion engine (1).
    [3]
    3. The method according to claim 1 or 2, characterized in that a first operating parameter is monitored based on a coefficient of variation of the indicated Nutzmitteldrucks in the main combustion chamber (3), wherein the chemical composition of the purge gas (S) is changed if the first operating parameter a predetermined first Exceeds limit.
    [4]
    4. The method according to claim 3, characterized in that when the first limit value is exceeded, the mass flow of the water vapor (D) and / or the mass flow of the air (L) and / or the mass flow of the exhaust gas (A) is increased , are preferably proportional to the change of the first operating parameter.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the mass flow of the fuel (B2) is changed, is preferably reduced when exceeding the first limit value.
    [6]
    6. The method according to any one of claims 3 to 5, characterized in that the first limit value with increasing load and / or increasing boost pressure of at least one internal combustion engine (1) changed, preferably increased, is.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that a second operating parameter is monitored based on a spark plug temperature of a spark plug in the prechamber (2), wherein the chemical composition of the purge gas (S) is changed if the second operating parameter exceeds the predetermined second limit.
    [8]
    8. The method according to claim 7, characterized in that when the second limit value is exceeded, the mass flow of the water vapor (D) and / or the mass flow of the air (L) and / or the mass flow of the exhaust gas (A) is increased or be.
    [9]
    9. The method according to claim 7 or 8, characterized in that the mass flow of the fuel (Bi) and / or the mass flow of the fuel (B2) is reduced or become.
    [10]
    10. The method according to any one of claims 1 to 9, characterized in that a third operating parameter is monitored based on a Zündspannungsbedarf a spark plug in the pre-chamber (2), wherein the chemical composition of the purge gas (S) is changed, if the third operating parameter exceeds the predetermined third limit.
    [11]
    11. The method according to claim 10, characterized in that when the third limit value is exceeded, the mass flow of the fuel (B2) is increased.
    [12]
    12. The method according to any one of claims 1 to 11, characterized in that at least two internal combustion engines (1) are provided, wherein synthesis gas (R) of the fuel reformer (4), optionally in each case with the admixture of fuel (B2), as purge gas (S) the pre-chambers (2) of the at least two internal combustion engines (1) is supplied,
    [13]
    13. The method according to claim 12, characterized in that a fourth operating parameter is monitored based on the load and / or the boost pressure of at least one of the at least two internal combustion engines (1), the mass flow of the purge gas (S) being dependent on a change of the fourth operating parameter. is changed. Innsbruck, 18 October 2011
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    公开号 | 公开日 | 专利标题
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    同族专利:
    公开号 | 公开日
    US20140224208A1|2014-08-14|
    AT511351B1|2012-11-15|
    WO2013056284A3|2013-06-13|
    WO2013056284A2|2013-04-25|
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    CN103958865A|2014-07-30|
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    JP2006342772A|2005-06-10|2006-12-21|Nissan Motor Co Ltd|Sub-chamber type internal combustion engine|
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    AT516543B1|2014-12-19|2021-01-15|Innio Jenbacher Gmbh & Co Og|Method for operating a spark-ignited internal combustion engine|
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    AT517206B1|2015-06-30|2016-12-15|Ge Jenbacher Gmbh & Co Og|Method for controlling an internal combustion engine|
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    US10495035B2|2017-02-07|2019-12-03|Southwest Research Institute|Dedicated exhaust gas recirculation configuration for reduced EGR and fresh air backflow|
    US10557403B2|2018-01-31|2020-02-11|Fca Us Llc|Venturi-based purge vapor supply system for turbulent jet ignition engines|
    DE102019123537A1|2019-09-03|2021-03-04|Volkswagen Ag|Fuel supply system for active purging of an antechamber of an internal combustion engine operated by a gasoline engine with fuel vapor or a fuel vapor / air mixture by means of a fuel vaporizer upstream of the antechamber|
    US11268434B1|2020-08-20|2022-03-08|Saudi Arabian Oil Company|Method and system for extending dilution limit of a prechamber spark ignition engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA1528/2011A|AT511351B1|2011-10-19|2011-10-19|METHOD FOR OPERATING AT LEAST ONE PRE-CHAMBER IGNITION ENGINE|ATA1528/2011A| AT511351B1|2011-10-19|2011-10-19|METHOD FOR OPERATING AT LEAST ONE PRE-CHAMBER IGNITION ENGINE|
    PCT/AT2012/000247| WO2013056284A2|2011-10-19|2012-10-02|Method for operating at least one precombustion chamber-fired internal combustion engine|
    CN201280058139.0A| CN103958865A|2011-10-19|2012-10-02|Method for operating at least one precombustion chamber-fired internal combustion engine|
    EP12783847.2A| EP2769070A2|2011-10-19|2012-10-02|Method for operating at least one precombustion chamber-fired internal combustion engine|
    US14/250,757| US9574487B2|2011-10-19|2014-04-11|Method for operating at least one precombustion chamber-fired internal combustion engine|
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