• 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 and a piston movable in the at least one cylinder, the method comprising the steps of: forming an ignitable mixture by substantially homogenously mixing a first fuel and air and introducing that mixture into the at least one cylinder compressing the ignitable mixture with the piston in a compression stroke During the compression stroke, but before the start of combustion, injecting a second fuel to the ignitable mixture, thereby providing a cylinder charge, the second fuel having a higher tendency for auto-ignition than the first fuel continuing the compression stroke until combustion commences at those points of the at least one cylinder where the concentration of the second fuel and / or the temperature of the mixture is highest, the emission of combustion caused by the combustion at least one cylinder and / or the mechanical stress of the at least one cylinder are observed and when the emissions and / or the mechanical stress are above respective predetermined thresholds, the amount and / or the time of the injected second fuel and / or the temperature of the cylinder charge individually for the at least one cylinder are changed such that the emissions and / or the mechanical stress decrease below their respective predetermined threshold values.
    公开号:AT516320A1
    申请号:T50715/2014
    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；Peter Dipl Ing Christiner
    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 auto-ignition internal combustion engine having the features of the preamble of claim 1 and to an auto-ignition internal combustion engine having the features of the preamble of claim 19.
    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 HOMOOM (Homogeneous Charge Compression Ignition) concept. Here, the ignition of a highly dilute (ie, lean mixed and / or high exhaust gas recirculation rate) and homogeneous fuel-air mixture is caused by the temperature rise during the compression stroke near top dead center. The highly diluted fuel-air mixture permits 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 the 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 on the engine increases, the amount of second fuel is adjusted.
    This concept is known as dual-fuel combustion. If the second fuel is premixed and injected for low emissions, the process is called dual-fuel 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 the 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 internal combustion engines according to US6,463,907 is to determine the time of auto-ignition via the injection of a
    To determine 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, recirculated exhaust gas cooling, and high geometric compression ratios.
    The concepts known in the art can not maintain both emissions and mechanical stresses below certain thresholds. The object of the present invention is to control emissions and mechanical stresses.
    The object is achieved by a method according to claim 1 and by a self-igniting engine according to claim 19. Advantageous embodiments are given in the dependent claims.
    Although in the following discussion only one injection event of the second fuel will be discussed, it is to be understood that there may be two or more injection events of the second fuel. In case there is more than one injection event, the following action may be taken with respect to only one or more together.
    With respect to gases, percentages are by volume.
    The first fuel may be natural gas or a mixture of natural gas and CO2, such that the 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 of this is diesel fuel.
    By providing that the emissions of the at least one cylinder and / or the mechanical stresses of the at least one cylinder caused by the combustion are observed, and if the emissions and / or the mechanical stresses are above the respective predetermined thresholds, individually for the at least one cylinder - the amount and / or the time of injection of the second fuel and / or - the temperature of the cylinder charge are changed so that the emissions and / or the mechanical tension below the respective predetermined thresholds, thus it is achieved that the Internal combustion engine can operate much better in different environmental conditions. Examples of environmental conditions are the ambient temperature, the humidity, the altitude at which the engine is operated.
    Also, in view of the mechanical tolerances necessarily imposed on an internal combustion engine, the present method can better compensate for differences between individual cylinders with respect to individual fuel injectors, compression ratios, gas changes, deposits, etc. As fuel quality changes, the inventive concept can also compensate for these changes.
    It may be contemplated that monitoring of the emissions of at least one cylinder and / or the mechanical stress of the at least one cylinder caused by combustion is accomplished by measuring signals characteristic of the combustion event in the at least one cylinder.
    It is not necessary to measure the emissions directly, but the combustion characteristics may be used instead.
    This can be done in different ways:
    For example, it may be contemplated that the step of measuring signals indicative of the combustion event in the at least one cylinder comprises determining a characteristic time position in the combustion event and / or determining the duration of the combustion. Such a characteristic position of time For example, the combustion may be the center of gravity of combustion.
    Typically, the center of gravity and burning time are obtained by cylinder pressure measurements. However, there are also alternative approaches, such as ion current measurement or optical approaches.
    The duration of combustion, also called "burn time", is a measure of combustion progress in a combustion cycle, expressed as the fraction burned mass fraction during a particular crank angle (massfraction burned during a certain crank angle). For example, a burn time of Δθο-10% of 15 ° crank angle means that 10% of the charge mass is burned within 15 ° crank angle rotation.
    The center of gravity of the combustion characterizes the state in which half of the fresh charge is burned. It is also known as MFB50 value, which means 50% mass fraction burned.
    These terms can also be found in textbooks on internal combustion engines, see in particular Heywood, John B., Internal Combustion Engine Foundations, New York, McGraw-Hill, 1988.
    It may be provided that the step of changing the amount of injected second fuel includes a reduction in the amount of the second fuel when the mechanical stress is too high.
    By reducing the amount of second fuel, combustion is retarded, thereby reducing peak firing pressure, thereby reducing mechanical stresses on the engine.
    It may also be contemplated that the step of changing the temperature of the cylinder charge comprises decreasing the temperature of the cylinder charge when the mechanical tension is too great.
    This can be achieved, for example, by lowering the inlet temperature of the first fuel and air.
    Alternatively or additionally, when the internal combustion engine is equipped with a variable valve drive capable of individually varying intake or exhaust valve timing and / or the valve lift curves with respect to the at least one cylinder, the step of changing the temperature of the cylinder charge may be provided variable valvetrain is achieved, preferably by closing the exhaust valves earlier to increase the temperature of the cylinder charge, or by closing the exhaust valves later to reduce the temperature of the cylinder charge.
    Apart from the actuation times, it is also possible to control the valve lift curves in a variable valve train. The valve lift curve describes the respective position of the valves relative to the closed state with respect to the crank angle.
    By varying the valve lift curves, the remaining amount of exhaust gas can be modulated in a very advantageous manner. When the exhaust valves are reopened or left open in the intake phase, exhaust gases flow back into the cylinder, thereby increasing the temperature of the cylinder charge.
    In another example, if the intake valves also open during the exhaust stroke, exhaust gases may flow into the intake system thereby increasing the charge temperature in the intake, thereby increasing the charge temperature as the intake valve is opened during the regular intake process.
    Furthermore, it can be provided that the step of changing the temperature of the cylinder charge by means of a variable valve train is achieved by reopening a already closed exhaust valve during the intake stroke of the piston, and thus increases the temperature of the cylinder charge.
    This has the particular advantage that the charge temperature in the cylinder cylinder can be controlled individually. It is further advantageous that valve actuation times can be varied on a cycle by cycle basis, that is, the control response is very rapid.
    As a further alternative, it may be provided that the step of changing the cylinder charge temperature by means of variable valve train is achieved by reopening a closed intake valve during the exhaust stroke thereby increasing the temperature of the cylinder charge.
    By changing the valve operating times, the amount of residual exhaust gases in the cylinders is varied and thus the internal exhaust gas recirculation rate is varied. Since the temperature of the residual exhaust gases is very high, this measure is very effective to increase the charging temperature.
    It may further be provided that the step of changing the cylinder charge temperature is achieved by additional injection of the second fuel at the gas exchange TDC (top dead center) while the intake and exhaust valves are closed (negative valve overlap). Increasing the amount of combusted second fuel during a negative valve overlap increases the temperature of the cylinder charge, while decreasing the amount of combusted second fuel during a negative valve overlap reduces the temperature of the cylinder charge.
    In terms of emissions, it may be contemplated that the step of monitoring the emission of the at least one cylinder comprises differentiating between NOx and HCE emissions.
    This distinction is made by observing the combustion characteristics which are critical to the formation of the specific emission species.
    That is, for example, for a given lambda, mixed homogeneity, and exhaust gas recirculation rate, NOx emissions largely depend on the combustion location, that is, the center of gravity.
    The earlier the center of gravity (expressed in crank angle), the higher the NOx formation, the later the combustion position, the lower the NOx formation.
    The NOx formation is also affected by the combustion speed as the burning time (that is, the crank angle value for Δθιο-90%). The relationship is such that a high combustion rate (small ΔΘ) results in higher NOx, while a lower rate of combustion results in lower NOx. Because in the case of higher combustion speeds, the majority of the combustion takes place near top dead center and thus at relatively high temperatures. Since temperature is the determining parameter for NOx formation, high NOx results in high combustion rates. For the HC emission the following characteristics are relevant for their formation:
    The higher the burning rate, the lower the HC formation. That is, for HC emissions, the relationship to the combustion parameters given above is exactly opposite to the relationship for NOx formation.
    Therefore, it may be provided that when the NOx emissions are too high and the amount of injected second fuel is reduced and / or the injection timing of the second fuel is advanced and / or the temperature of the cylinder charge is reduced.
    Since the amount of second fuel determines the cylinder charge temperature after ignition of the second fuel, the amount of second fuel also affects NOx formation.
    Therein, reducing the amount of the second fuel causes a lower charge temperature and thus lower NOx formation. Further, by decreasing the fuel concentration in the cylinder by reducing the amount of second fuel, NOx formation is reduced after higher fuel concentrations generally promote NOx formation.
    Conversely, if the HC emissions are too high, the amount of injected second fuel is increased and / or the injection timing of the second fuel is delayed and / or the temperature of the cylinder charge is increased. The temperature of the cylinder charge may be increased, for example, by external and / or internal AGR. Alternatively or additionally, the air temperature may be increased.
    That is, when NOx emissions are too high, the amount of injected second fuel is reduced and / or the injection timing of the second fuel is advanced and / or the temperature of the cylinder charge is reduced.
    Other features and advantages of the invention will become apparent in the light of the accompanying figures, wherein:
    Fig. 1a is a flowchart of the control logic with respect to NOx
    Emissions shows
    Fig. 1 b is a flowchart of the control logic with respect to the HC
    Emissions shows
    Fig. 2 shows a flow chart of the control logic with respect to the mechanical stresses.
    FIG. 1a shows a flowchart of the control logic with respect to the NOx emissions. In a first step, the current NOx emissions are compared with a predetermined threshold. In the event that the NOx emissions do not exceed the predetermined threshold, the loop goes back to start.
    However, in the case where the NOx emissions exceed the predetermined threshold (left side of the flowchart), the following NOx emission control measures are performed: reducing the amount of injected second fuel and / or advancing the injection timing and / or decreasing the temperature of the NOx cylinder charge.
    After execution of the above measures, the loop goes back to compare NOx emissions with a predetermined threshold.
    Similarly, Figure 1b shows a flow chart of the control logic relating to hydrocarbon (HC) emissions. In a first step, the current HC emissions are compared with a predetermined threshold. In case the HC emissions do not exceed the preset threshold, the loop goes back to the start. However, in the event that the HC emissions exceed the predetermined threshold (left side of the flowchart), the following measures are taken to meet the HC emissions: increase the amount of injected second fuel and / or delay the injection time of the second fuel and / or increase the HC Temperature of the cylinder charge.
    After execution of the above measures, the loop goes back to comparing the HC emissions with a predetermined threshold.
    FIG. 2 shows a flow chart of the control logic relating to the mechanical loads (voltage) on the internal combustion engine. For the mechanical stress characteristic signals are determined by suitable sensors (not shown here). The mechanical stress indicative values are then compared to a predetermined threshold for the stress. In the event that the values for the mechanical stress are less than the threshold, the loop goes back to the start. In the event that the values for the mechanical stress exceed the predetermined threshold value, the following measures for reducing the mechanical stresses are carried out: Reduce the amount of injected second fuel and / or reduce the temperature of the cylinder charge
    After execution of the above measures, the loop goes back to the comparison of the values for the mechanical tension to a predetermined threshold.
    权利要求:
    Claims (19)
    [1]
    Claims 1. A method of operating an auto-ignition internal combustion engine having at least one cylinder and a piston movable in the at least one cylinder, the method comprising the steps of: forming an ignitable mixture by substantially homogeneously mixing a first fuel and air and introducing that mixture into the at least one cylinder; Compacting the ignitable mixture with the piston in a compression stroke - during the compression stroke, but before the start of combustion, injecting a second fuel into the ignitable mixture, thereby creating a cylinder charge, the second fuel having a higher propensity for autoignition than the first fuel continuation the compression stroke until the combustion at those points of the at least one cylinder begins, where the concentration of the second fuel and / or the temperature of the mixture is highest, characterized in that d the emission of at least one cylinder and / or the mechanical stress of the at least one cylinder caused by the combustion are observed, and if the emissions and / or the mechanical stress are above respective predetermined threshold values, the quantity and / or the time of the injected second fuel and / or the Temperature of the cylinder charge are individually changed for the at least one cylinder such that the emissions and / or the mechanical stress fall below their respective predetermined threshold values.
    [2]
    A method according to claim 1, wherein the first fuel 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 of claim 1 or 2, wherein the second fuel has a cetane number between 30 and 70, preferably between 40 and 60.
    [4]
    4. A method according to at least one of the preceding claims, wherein observing the combustion of at least one cylinder and / or the mechanical stress on at least one cylinder is performed by measuring signals representative of the combustion event in the at least one cylinder.
    [5]
    5. The method of claim 4, wherein the step of measuring the signals characteristic of the combustion in the at least one cylinder comprises determining a characteristic instant of the combustion event and / or duration of the combustion event.
    [6]
    6. The method of claim 1, wherein the step of changing the amount of injected second fuel comprises reducing the amount of the second fuel when the mechanical tension is too high.
    [7]
    The method of at least one of the preceding claims, wherein the step of changing the temperature of the cylinder charge comprises decreasing the temperature of the cylinder charge when the mechanical stress is high.
    [8]
    8. The method of claim 7, wherein the temperature of the cylinder charge is reduced by decreasing the inlet temperature of the first fuel and air.
    [9]
    The method of at least one of the preceding claims, wherein the step of observing the emission of the at least one cylinder comprises a distinction between NO x and HC emissions.
    [10]
    10. The method of claim 9, wherein when the NOX emissions are too high, the amount of injected second fuel is reduced and / or the injection timing of the second fuel is advanced and / or the temperature of the cylinder charge is reduced.
    [11]
    11. The method of claim 9, wherein if the HC emissions are too high, the amount of injected second fuel increases and / or the injection timing of the second fuel is delayed and / or the temperature of the cylinder charge is increased.
    [12]
    A method according to at least one of the preceding claims, characterized in that the in-cylinder temperature is controlled either by an internal EGR rate maintained in the combustion chamber during the gas exchange process or by an external EGR rate returned to the intake system.
    [13]
    13. The method according to at least one of the preceding claims, characterized in that the internal combustion engine comprises a variable valve train which is capable of individually varying the actuation times and / or the valve lift curves of the intake or exhaust valves with respect to the at least one cylinder.
    [14]
    A method according to claim 13, characterized in that the step of changing the temperature of the cylinder charge is achieved by the variable valve spool, preferably by closing the exhaust valve in such a way as to increase the internal EGR and thus the temperature of the cylinder charge or by the exhaust valve in such We conclude that the internal EGR and thus the temperature of the cylinder charge are reduced.
    [15]
    A method according to claim 13 or 14, characterized in that the step of changing the temperature of the cylinder charge by means of the variable valve drive is achieved by re-opening an already closed exhaust valve in the intake phase of the piston and thereby increasing the temperature of the cylinder charge.
    [16]
    16. The method of claim 13, wherein the step of changing the temperature of the cylinder charge through the variable valve train is achieved by re-opening a closed intake valve during the exhaust stroke thereby increasing the temperature of the cylinder charge.
    [17]
    The method of at least one of the preceding claims, wherein the step of changing the temperature of the cylinder charge comprises either increasing the back pressure to increase the cylinder charge temperature or decreasing the back pressure to reduce the cylinder load.
    [18]
    18. A method according to at least one of the preceding claims, wherein the step of changing the temperature of the cylinder charge is achieved by additional injection of the second fuel and combustion at the gas exchange TDC while the intake and exhaust valves are closed.
    [19]
    19. An auto-ignition internal combustion engine having at least one cylinder and a piston movable in the at least one cylinder and an injector for injecting the second fuel with an electronic control unit configured to carry out a method according to any one of claims 1 to 18.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50715/2014A|AT516320B1|2014-10-06|2014-10-06|Method for operating an auto-ignition internal combustion engine|ATA50715/2014A| AT516320B1|2014-10-06|2014-10-06|Method for operating an auto-ignition internal combustion engine|
    EP15002783.7A| EP3006707B1|2014-10-06|2015-09-28|Method for operating a self-igniting combustion engine|
    CN201510860299.2A| CN105545459B|2014-10-06|2015-09-29|For running the method and the compression ignition engine of compression ignition engine|
    JP2015196661A| JP2016075278A|2014-10-06|2015-10-02|Method of operating compression ignition engine|
    US14/873,621| US9810139B2|2014-10-06|2015-10-02|Method for operating a compression ignition engine|
    BR102015025312A| BR102015025312A2|2014-10-06|2015-10-02|process for operating an automatic ignition internal combustion engine|
    KR1020150139563A| KR20160041010A|2014-10-06|2015-10-05|Method for operating a compression ignition engine|
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