• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of operating an auto-ignition internal combustion engine having at least one cylinder (2) and a piston (3) movable in the at least one cylinder, the method comprising the steps of: forming an ignitable mixture by substantially homogeneously mixing a first fuel (F1) and Air (A), introducing this mixture into the at least one cylinder (2), compressing the ignitable mixture with the piston (3) in a compression stroke, during the compression stroke but before starting the combustion supplying a second fuel (F2) to the ignitable mixture whereby a cylinder charge is provided, the second fuel (F2) having a higher tendency to auto-ignition than the first fuel (F1), continuing the compression stroke until combustion commences at those points in the cylinder (2) where the concentration of the second fuel (F2) and / or the temperature of the mixture is highest, characterized a temperature of the cylinder charge, or the amount of the second fuel (F2) supplied to the ignitable mixture, or a combination thereof, is selected so that a desired burning time can be achieved.
    公开号:AT516289A1
    申请号:T50714/2014
    申请日:2014-10-06
    公开日:2016-04-15
    发明作者:Friedrich Gruber；Nikolaus Spyra；Christian Dr Trapp；Georg Tinschmann；Ettore Musu
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    The present invention is directed to a method of operating an internal combustion engine having the features of the preamble of claim 1 and to an internal combustion engine having the features of the preamble of claim 10.
    In the design of internal combustion engines, there is a trade-off in the reduction of various types of emissions such as nitrogen oxides (NOX), unburned hydrocarbons (HC), carbon monoxide (CO), and particulate matter (PM) reduction. A promising approach for high efficiency, low emission combustion is the so-called HCCI Concept, Homogeneous Charge Compression Ignition. Here, the ignition of a highly diluted (ie, lean mixed and / or with a high exhaust gas recirculation rate) and homogeneous fuel-air mixture is effected by the temperature rise during the compression stroke near top dead center. Very dilute fuel-air mixture allows combustion with extremely low levels of nitrogen oxides (NOX).
    Self-ignition of the fuel-air mixture in the combustion chamber is achieved by a combination of various measures, such as high geometric compression ratio ε and preheating of the charge by appropriate measures (eg, charge air preheating or exhaust gas recirculation, EGR).
    In the HCCI combustion process, since the fuel-air mixture ignites more or less simultaneously throughout the combustion chamber near top dead center, the combustion event is extremely rapid.
    In diesel engines, the ignition timing can be easily controlled or controlled by the injection timing. The control of the ignition timing in an HCCI engine is very demanding.
    From the prior art it is known to ignite lean and homogeneous fuel-air mixtures by the injection of a small amount of a second fuel, which has a higher tendency to auto-ignition than the first
    Fuel. In the selection of the injection timing of this second fuel, the current operating state of the internal combustion engine can be taken into account. As the load of the internal combustion engine increases, the amount of second fuel is adjusted.
    This concept is known as dual-fuel combustion. When the second fuel priming is injected partially premixed for low emissions, the process is called dual fuei PCCI or RCCI combustion. If the second fuel is injected in such a way that both fuels are mixed homogeneously, the combustion process is called dual-fuel HCCI.
    The combination of two fuels with different autoignition properties allows much better control of the combustion process. Without such a second fuel having different auto-ignition characteristics, the ignition timing may be adjusted via the exhaust gas recirculation rate, that is, the amount of recirculated exhaust gas. However, the variation of the exhaust gas recirculation rate is not a measure with a rapid effect but shows a delayed reaction.
    As is well known in the literature, all known PCCI, HCCI, and RCCI and dual fuel combustion processes are associated with high HC and CO emissions.
    US 6,659,071 shows an internal combustion engine that can be operated according to a PCCI method, wherein a mixer produces a mixture of a first fuel with intake air, a fuel injector is shown that can inject a second fuel directly into the combustion chamber, and a control system is shown which controls the injection of the fuel second fuel in such a manner controls that prior to autoignition by the compression of the charge at least one "control injection", that is, a control injection, takes place. According to US 6,659,071 it can be provided that the main fuel is natural gas and the second fuel is diesel.
    From WO 98/07973 a method for controlling a PCC internal combustion engine is known, wherein the control of combustion progress is made by measuring an operating condition of the internal combustion engine which is indicative of the combustion progress. To accurately control the onset of combustion, the temperature, pressure, equivalence ratio and / or auto-ignition properties of the fuel-air mixture are controlled.
    It is further described that the onset and rate of combustion are so regulated that, in effect, the entire combustion event occurs within certain crank angle limits, more specifically between 20 ° before top dead center and 35 ° after top dead center.
    This is because ignition timing and combustion speed in a PCCI engine are dependent on temperature ratios, pressure ratios, and auto-ignition characteristics of the fuel, such as octane or methane number or activation energy and cylinder charge air composition (oxygen content, exhaust gas recirculation rate AGR, humidity, equivalence ratio, etc.). ). US Pat. No. 6,463,907 shows an HCCI internal combustion engine and a method for operating such an internal combustion engine, wherein the addition of a second fuel preferably sets diesel, the center of gravity of the combustion, to a preferred crank angle. The desired delay in the combustion is independent of the burning time of the main fuel, which in turn is defined by the EGR rate in conjunction with the fuel-air ratio. By adding the second fuel, the crank angle range in which the combustion takes place can now be kept constant over a wide range of rotational speeds of the internal combustion engine. Due to the relatively low burning rate of natural gas after ignition, relatively low exhaust gas recirculation rates and high boost pressure are employed. The power and speed of the subject HCCI engine are governed by fuel-air ratio or boost pressure.
    Also known are approaches to determine firing times via the external EGR rate. At high rates of recirculated exhaust gas, the burnup rate is retarded due to the reduced oxygen content.
    The control strategy for dual-fuel HCCI engines according to US6,463,907 is to determine the time of auto-ignition via the injection of a high-cetane fuel, typically diesel, before or early in the compression phase. The amount of high-cetane fuel supplied depends on the engine power and speed and is selected to set the ignition timing to an appropriate crank angle. The burning time is independently regulated by the EGR rate.
    In summary, the prior art auto-ignition conditions of a lean homogeneous fuel-air mixture are determined by high EGR rates, EGR cooling, and high geometric compression ratios.
    The disadvantage of the prior art solutions is that, due to the high geometric compression ratio ε, a very rapid increase in temperature is accompanied by rapid cooling after ignition by expansion in the combustion chamber.
    It is therefore an object of the present invention to provide a method and an internal combustion engine which allows better control over the combustion event.
    This is achieved by a method according to claim 1 and by an internal combustion engine according to claim 10. Preferred embodiments are given in the dependent claims.
    The cylinder charge is composed of a first fuel, a second fuel, air and possibly remaining gas from previous combustion cycles, and possibly gas supplied via external exhaust gas recirculation.
    In the design of each compression-ignition internal combustion engine, there are a number of boundary conditions, such as mechanical stress limits and power requirements, which then determine parameters of the internal combustion engine, such as the geometric compression ratio ε.
    The invention is based on the surprising finding that by varying a temperature of the cylinder charge or the amount of the second fuel or a combination of both measures, the duration of the combustion can be controlled in such a way that the raw emissions are very low and at the same time the efficiency of the Internal combustion engine is very high.
    The inlet temperature of the fuel-air mixture may be affected by intervention on the inter-stage air cooler and / or changes in the exhaust gas recirculation rate.
    With regard to emissions, the inventive method achieves that: NOX emissions are very low, since a very high air ratio lambda (a very lean mixture) can be used, such as would not be possible in a spark-ignition internal combustion engine. It is also important that both the first and second fuels be premixed with air or cylinder charge. - Emissions of carbon monoxide (CO) and unburned hydrocarbons (HC) are very low because the combustion is fast and ends near the top dead center and because the temperature of the cylinder charge is high. - The soot emissions are low, since both the first and the second fuel are premixed with air or the cylinder charge.
    As mentioned above, the efficiency of the internal combustion engine is surprisingly high in combination with the reduction of all harmful emissions, specifically NOx, soot, carbon monoxide (CO) and HC. The prior art solutions only allow for some of these results. For example, HCCIV combustion allows the reduction of NOx and soot, but is accompanied by higher HC and CO emissions.
    The benefits of the present invention appear to be due to the fact that the duration of combustion is significantly shorter than known in the art for very lean mixtures. This combination could not be achieved so far from the state of the art.
    It is known that fast combustion in conjunction with a lean mixture gives high efficiency.
    As already stated, the invention offers the possibility of influencing the burning time via the temperature of the cylinder charge. By supplying the second fuel at a time during the compression stroke but before commencement of combustion, the second fuel will be inhomogeneous in the combustible mixture of first fuel and air. In other words, there will be zones in the cylinder where the concentration and / or temperature of the second fuel is higher than at other locations in the cylinder. This inhomogeneity will determine the starting point of auto-ignition in the compression stroke. By choosing a higher temperature of the cylinder charge, the duration of the combustion can be shortened and thus the formation of unburned hydrocarbons and CO can be reduced and a higher efficiency of the internal combustion engine can be achieved. Thus, the invention combines low emissions with high efficiency.
    It should be noted that because of the small amounts of added second fuel, the temperature of the second fuel has little effect, while the chemical energy of the second fuel has the dominating influence.
    In the following, the terms "duration of combustion" and "center of gravity" (combustion) are used. The duration of combustion, also referred to as combustion duration, is a measure of combustion progress in a combustion cycle and is expressed as the fraction of mass burned within a particular crank angle. For example, the burn time of Δθο-10% of 15 ° crank angle means that 10% of the charge mass is burned within 15 ° crank revolution.
    The combustion center of gravity describes the state in which half of the fresh charge is burnt. This is also known as MFB 50, that is, 50% of the mass is burned (mass fraction burned). For the terms, reference is made to textbooks on internal combustion engines, see in particular Heywood, John B., Internal Combustion Engine Foundations, New York, McGraw-Hill, 1988.
    The center of gravity of the combustion affects the efficiency of the engine and the amount of emissions produced.
    Particularly preferred is the embodiment wherein the center of gravity of the combustion, that is, where half of the energy was released for combustion, is tuned to 5 to 7 degrees after top dead center.
    In order to determine the center of gravity of the combustion, the crank angle of the peak firing pressure can be used.
    In a further preferred embodiment it is provided that at least one of the cylinders of the internal combustion engine is supplied with at least two fuels having different auto-ignition properties.
    For gases, the percentages are by volume.
    The first fuel may be natural gas or a mixture of natural gas and CO2 such that the total amount of CO 2 and CH 4 is greater than 80%.
    The second fuel may be a fuel having a cetane number between 30 and 70, preferably between 40 and 60. An example is diesel fuel.
    According to another preferred embodiment, it may be provided that that of the at least two fuels having the higher propensity for self-ignition (this normally entails a higher cetane number) is supplied to the at least one cylinder of the engine later than the fuel having the lower one Propensity to autoignition (this usually involves a higher octane / methane number).
    The injection timing of the second fuel and the amount of the second fuel, both of which affect the center of gravity of combustion, are to be selected to achieve the desired efficiency of the engine and to keep the amount of emissions and mechanical stresses within acceptable limits. This can be achieved by an early center of gravity, for example from 0-15 ° crank angle after top dead center.
    To begin, a broad parameter set is defined. The first fuel is natural gas, the second fuel is diesel. An example: - Injection time of the second fuel is at 180 to 40 ° crank angle before top dead center (Zünd-OT, English firing top dead οβηίθή - The second fuel acts as a source of auto ignition (English), - mixture with excess air and EGR, Air ratio lambda greater than 1.6 and EGR in the range of 0 to 40%, EGR either internal or external, as well as cooled or uncooled possible - Quantity of second fuel 0.1 to 15% based on the energy content (for full load, increase the amount of second fuel at part-load operation) - Mixture temperature at the cylinder inlet between 50 to 130 ° C.
    From the above range of parameters, a starting parameter set is now selected depending on the given type of internal combustion engine (size of the engine, speed, geometric compression ratio, available fuels).
    As a second step, the selected first fuel and air are premixed to obtain a homogeneous combustible mixture at a desired air-fuel ratio lambda. The flammable mixture should be lean (ie Lambda should be high) to achieve low NOx emissions. There are various possibilities for this, for example via a carburetor or a gas mixer or via a port injection valve or a gas injection directly into the combustion chamber. Now select certain parameters from the wide parameter and operate the engine. Measure the efficiency of the internal combustion engine, the amount of emissions (NOx and hydrocarbons, preferably carbon monoxide), the center of gravity and the burning time. For example, the center of gravity and burning duration may be derived from the measurement of time variations of the cylinder pressure, as will be apparent to those skilled in the art.
    If the efficiency and emissions of the internal combustion engine are already in a desired range, the original parameter set is retained.
    If the burning time is too long (that is, the efficiency is too low and / or the emissions too high, especially the hydrocarbon emissions), for example, the burning time is longer than 20-30 ° crank angle regardless of the engine speed, then increase the cylinder charge temperature, for example by increasing the inlet temperature of the mixture and / or increasing the residual gases in the cylinder and / or increasing the amount of second fuel added to the combustible mixture, and note that the higher the temperature of the cylinder charge, the lower the required amount of second fuel and vice versa.
    For economic reasons, it may be preferable to keep the amount of second fuel as low as possible (but not so low that the center of gravity of the combustion can no longer be influenced), as well as to maintain constant and increase only the temperature of the cylinder charge.
    Operate the engine further with the changed temperature and check the burning time with respect to the efficiency of the engine and emissions. If the burning time is still too long, increase the temperature of the combustible mixture, preferably without increasing the amount of second fuel (if economic considerations apply).
    If the burn time is now too short (efficiency and emissions are OK, but the spark pressure in the cylinder is too high and / or the pressure rise rate is too steep), reduce the cylinder charge temperature, preferably without changing the amount of second fuel. Repeat this procedure until the burn time is within a desired range. The ignition pressure (English peak firing pressure) and pressure gradients are suitable indicators of mechanical stresses on the internal combustion engine, with a high ignition pressure and large gradients mean high mechanical loads.
    A narrower set of parameters could look like this (the first fuel is natural gas, the second fuel is diesel): - Injection time of the second fuel at 80 ° to 60 ° before ignition TDC. - The second fuel acts as a source of auto-ignition - Mixture with excess air and EGR, lambda between 2.3 and 2.6 or 2.6 to 2.9, and internal EGR in a range of 3 to 20% - Quantity of second fuels ( for example diesel) 1 to 7% based on the energy content
    - Mixture temperature at cylinder inlet 70 to 100 ° C
    A specific example may be that the first fuel is natural gas and the second fuel is diesel.
    - Injection timing of the second fuel 70 ° before ignition TDC - The second fuel acts as a source of auto-ignition - mixture with excess air and EGR, lambda equal to 2.4 and internal AGR10% - amount of second fuel (for example diesel) 5% based on the energy content - Mixture temperature at cylinder inlet 75 ° CBpreferably provided that - the mean pressure (English, break mean effective pressure, BMEP) is between 14 and 26 bar - the compression ratio ε is between 10 and 14 and - the inlet valve closing at 1 mm stroke between 30 ° before the lower dead center and 30 ° after the bottom dead center during the intake stroke.
    The invention will be explained in more detail with reference to FIGS. With regard to the figures, diesel is discussed as an example of the second fuel.
    Fig. 1 shows the normalized heat release rate against the crank angle plotted in the prior art in comparison with the present invention.
    FIG. 2 shows the effect of increased internal EGR, increased diesel amount or charge temperature or delayed injection time on the combustion for the present invention, FIG.
    Fig. 3 shows the compensation of opposing changes induced by one parameter by changing another parameter in the opposite direction,
    Figure 1 shows the normalized energy release rate plotted against the crank angle in degrees after top dead center. Negative values mean that the event takes place before the ignition TDC. The heat release rate has already been explained and is a measure of the combustion characteristics.
    The dashed line represents the normalized energy release rate for combustion in a standard gas engine. The solid line represents the normalized energy release rate as achieved by the present invention. It will be appreciated that the combustion event as achieved by the present invention is narrower and more centered around top dead center than prior art combustion.
    Figure 2 shows schematically the effect of increasing internal EGR, increasing the amount of diesel or increasing the charge temperature or retarding the injection timing of combustion according to the invention. The arrow indicates how the combustion reacts to the respective increase of the mentioned variable EGR, amount of diesel or charge temperature resp. The delay in the injection time of the second fuel.
    It will be appreciated that increasing the internal EGR, increasing the charge temperature or increasing the amount of diesel or injecting the second fuel later increases the combustion rate and shifts the combustion position to earlier. In each case, only one of the parameters (internal EGR, inlet temperature or diesel quantity) was changed, while the others were kept constant. Although the respective effect of these measures is of course different in magnitude, the qualitative trend is the same.
    Figure 3 shows how two of the four parameters have been changed, but in the opposite direction, to achieve the same firing position. In such a way, respective changes can be compensated, for example, that with an increase in the internal EGR, the amount of diesel fuel or the inlet temperature (or both) would have to be reduced to obtain the same combustion state.
    The solid, dotted and dashed curves refer to the same set of parameters. The figure shows that by changing individual parameters, the combustion event can be set to the same position.
    权利要求:
    Claims (10)
    [1]
    Claims 1. A method of operating an auto-ignition internal combustion engine having at least one cylinder and a piston (3) movable in the at least one cylinder (2), the method comprising the steps of: forming an ignitable mixture by substantially homogeneously mixing a first fuel (F1 ) and air (A), introducing this mixture into the at least one cylinder (2), compressing the ignitable mixture with the piston (3) in a compression stroke, but during the compression stroke, before starting the combustion, supplying a second fuel (F2) to the ignitable mixture whereby a cylinder charge is provided, the second fuel (F2) having a higher tendency to auto-ignition than the first fuel (F1), continuing the compression stroke until combustion commences at those points in the cylinder (2) where the concentration of the second fuel (F2) and or the temperature of the mixture is highest, thereby g characterized in that a temperature of the cylinder charge, or the amount of the second fuel (F2) supplied to the ignitable mixture, or a combination thereof, is selected so that a desired burning time can be achieved.
    [2]
    A method according to claim 1, characterized in that the first fuel (F1) is natural gas or a mixture of natural gas and CO 2, such that the amount of CO 2 and CH 4 is greater than 80%.
    [3]
    3. The method according to claim 1 or 2, characterized in that the second fuel (F2) has a cetane number between 30 and 70, preferably between 40 and 60.
    [4]
    4. The method according to at least one of claims 1 to 3, characterized in that the second fuel (F2) is supplied to the at least one cylinder (2) at a later time than the first fuel (F1).
    [5]
    Method according to at least one of the preceding claims, characterized in that the temperature in the cylinder (2) is controlled or regulated either by an internal EGR rate during gas exchange or by recirculated external exhaust gas recirculation.
    [6]
    6. The method according to at least one of the preceding claims, characterized in that - the injection timing of the second fuel (F2) having a higher tendency to auto-ignition is selected between 180 ° to 40 ° before ignition TDC, - a lambda value of greater than 1, 6, - an EGR rate between 0 and 40%, - the amount of second fuel between 0.1% to 15% based on the energy content of the charge and - the mixture temperature at the cylinder inlet between 50 ° and 130 ° C is selected.
    [7]
    7. The method according to at least one of the preceding claims, characterized in that - the injection timing of the fuel, which has a higher tendency for self-ignition, is selected between 80 to 60 ° before ignition TDC, - a lambda value between 1.8 and 2.3, - an internal EGR rate between 3 to 20%, - the amount of fuel with the higher tendency to auto-ignition between 1 to 7% based on the energy content of the charge, and - the mixture temperature at cylinder inlet between 70 ° and 100 ° C is selected.
    [8]
    8. The method according to at least one of claims 1 to 6, characterized in that - the injection timing of the fuel, which has a higher tendency to autoignition is selected between 80 ° to 60 ° before ignition TDC, - a lambda value between 2.3 to 2.6 or 2.6 to 2.9 or 2.3 to 2.9 is chosen - an internal EGR rate between 3 to 20% is chosen - the amount of fuel with the higher propensity for autoignition is between 1 and 7% is selected on the energy content of the charge, - the mixture temperature is selected at cylinder inlet between 70 ° to 100 ° C.
    [9]
    9. The method according to claim 7 or 8, characterized in that - the mean pressure is between 14 and 26 bar - the compression ratio is between 10 and 14 and - the inlet valve close at 1mm stroke between 30 ° before the bottom dead center and 30 ° after the bottom dead center during the intake stroke.
    [10]
    10. An auto-ignition internal combustion engine having at least one cylinder and a piston movable in the at least one cylinder and an injection unit for injecting the second fuel with an electronic control unit adapted to carry out a method according to at least one of claims 1 to 9.
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50714/2014A|AT516289B1|2014-10-06|2014-10-06|Method for operating an auto-ignition internal combustion engine|ATA50714/2014A| AT516289B1|2014-10-06|2014-10-06|Method for operating an auto-ignition internal combustion engine|
    US14/858,474| US20160097338A1|2014-10-06|2015-09-18|Method for operating an internal combustion engine|
    EP15002715.9A| EP3006708B1|2014-10-06|2015-09-19|Method for operating a combustion engine|
    BR102015024886A| BR102015024886A2|2014-10-06|2015-09-28|method for driving a self-igniting internal combustion engine|
    CN201510626336.3A| CN105484884A|2014-10-06|2015-09-28|Method for operating combustion engine and combustion engine|
    KR1020150138456A| KR20160041005A|2014-10-06|2015-10-01|Method for operating an internal combustion engine|
    JP2015195753A| JP2016075275A|2014-10-06|2015-10-01|Operational method for internal combustion engine|
    KR1020170105111A| KR20170102443A|2014-10-06|2017-08-04|Method for operating an internal combustion engine|
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