• 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:
    Method for controlling a Duai Fuei engine (1), wherein at least one combustion chamber (4) of the engine power in the form of a first, gaseous fuel and in the form of a self-igniting - is supplied - in particular liquid - second fuel, one for the at least one Combustion chamber (4) is detected, wherein in the presence of a knock signal, which indicates a knock with at least a first intensity, the amount of first fuel, which is the at least one combustion chamber (4) of the engine (1) is supplied increased , and the increased power input into the combustion chamber (4) caused by the increase in the amount of first fuel is compensated by a corresponding reduction in the power contribution of the second fuel, in the presence of a knock signal indicative of a knock of at least a second intensity, which is greater is the first intensity, the amount of first fuel, which e is supplied to the at least one combustion chamber (4) is reduced.
    公开号:AT516426A1
    申请号:T789/2014
    申请日:2014-10-28
    公开日:2016-05-15
    发明作者:Dino Imhof；Herbert Schaumberger；Mark James Lemke
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    The present invention relates to a method for controlling a dual-fuel engine, having the features of the preamble of claim 1 and a dual-fuel engine having the features of claim 10.
    Generic engines may be operated in pure diesel or heavy oil operation or in a so-called dual-fuel mode in which the predominant fuel is a gas and diesel oil is used only for ignition assistance. Such an internal combustion engine is apparent from US 8,671,911 B2.
    This publication provides the arrangement of a knock sensor by which the presence of a knock is detectable. Depending on the detection signal, a control unit may regulate the amounts of gaseous and liquid fuel to the combustion chambers of the internal combustion engine.
    A disadvantage of the prior art is that an ignition delay ("retard ignition") is mandatory in response to the detection of a knock. This policy does not take account of the fact that knocking can occur for a variety of reasons and is therefore not always expedient. It may therefore be necessary in some cases to take additional measures, as also described in US 8,671,911 B2 (reduction of the amount of gas introduced).
    The object of the invention is to provide a method for controlling a generic dual-fuel engine and to provide a dual-fuel engine, which responds more differentiated to the presence of knocking.
    This object is achieved by a method having the features of claim 1 and a dual-fuel engine having the features of claim 10.
    Unlike the prior art, the amount of first gaseous fuel supplied to the combustion chamber of the engine is not reduced immediately in the presence of knocking. On the contrary, the invention provides (based on a duty cycle of the dual-fuel engine), the amount of first, gaseous
    Fuel first (until it exceeds a higher threshold or the decay of knocking) to increase. It should be noted for the present disclosure that the gaseous state of matter of the first fuel need only be present at the time of combustion.
    In order to keep the total power of the combustion chamber constant during this work cycle, the power contribution caused by the second fuel is correspondingly reduced, for example by a reduction in the amount of second fuel introduced and / or a delay in the timing of introduction of the second fuel and / or a change in the injection characteristic of the second fuel second fuel is made.
    In other words, the combustion in the at least one combustion chamber is moderated to keep the extent of knocking within an acceptable range. This allows operation of the engine at an operating point with the highest possible proportion of first fuel, which is both desirable for economic reasons and, secondly, emission-wise advantageous.
    Advantageous embodiments are defined in the dependent claims.
    The intensity of the knock signal is determined by the frequency of the knocking events and the severity of the knocking events. For example, high intensity knocking may result from frequent, weak knocking and rare, severe knocking.
    Injection characteristic is the shape of the profile of the mass flow of the injected fuel as a function of time. The area under the profile, which corresponds to the total amount of fuel injected, does not necessarily have to change due to such a change in shape. The change in the injection characteristic may be made such that the majority of the injected amount of second fuel occurs later. By "later" is meant at a later time within the injection event. The person skilled in the art is familiar with variations of the injection characteristics.
    It is also possible to change the injection characteristic in such a way that the start of injection - possibly without changing the shape of the profile of the mass flow - occurs later. In other words, here the entire injection event takes place later.
    Particularly preferably, it is provided that the first fuel before introduction into the at least one combustion chamber is admixed with an air. Alternatively, a mixture of the first fuel and the air in the at least one combustion chamber may take place prior to actual combustion.
    For example, when premixing the first fuel with air in front of the at least one blast space, the amount of first fuel supplied to the at least one combustion chamber may be increased to lower the temperature of the mixture of air and first fuel even without changing the pressure (boost pressure). Of course, an increase in the amount of first fuel supplied can also be done by increasing the pressure (boost pressure).
    It may also be provided that the first fuel is admixed with an air (before at least one combustion chamber) and the ratio of first fuel and air is increased in order to increase the quantity of the first fuel. This measure is possible both in port injection engines (through a port injection valve) and in mixed charge engines (through a gas metering device).
    The first gaseous fuel may be, for example, a methane dominated fuel (eg, natural gas), biogas, propane gas (LPG), gasified liquefied natural gas (LNG), gasified LPG, or gasified gasoline. The second fuel may be, for example, diesel, vegetable oil or heavy fuel oil.
    In the invention, the multiple injection concept known per se for the introduction of diesel or heavy fuel oil can be used for the control of the injection characteristic. The second fuel is injected at multiple intervals in this case. Preferably, this concept is used when there is a knocking signal indicative of a knock of an intensity that is between the first and second intensities.
    As described above, according to the invention, the total power of the spark gap during a duty cycle of the dual-fuel engine must be kept constant. Therefore, the power contribution caused by the second fuel is correspondingly reduced over a duty cycle of the dual-fuel engine integrated accordingly. However, it can well be provided that more second fuel is injected at an earlier crankshaft angle as long as it is ensured that the overall contribution to performance is low, for example by correspondingly later introduction of the remaining injection quantity with correspondingly less efficient combustion.
    Further details of the invention will be discussed by way of example with reference to the figures. Show it:
    1 shows the method as a schematic flow diagram in a first
    Embodiment,
    2 shows the method as a schematic flow chart in another
    Embodiment,
    Fig. 3 is a graph of lambda versus substitution rate and Fig. 4 is a schematic representation of a dual-fuel engine.
    Fig. 1 shows the method in a first embodiment as a schematic flow diagram. When knocking occurs, there are two branches. Although in the left branch the knock intensity is above the first threshold (i.e., a knock signal is detected that indicates knock over the first intensity), it is below the second threshold (i.e., a knock signal indicative of knock below the second intensity is detected). Then, the amount of first fuel supplied to the combustion chamber is increased.
    As a result, the increased power input caused by increasing the amount of first fuel is compensated by a reduction in the power contribution of the second fuel. Possible interventions to reduce the contribution of the second fuel are, for example (individually or in any combination), the reduction of the
    Amount of second fuel, the delay of the injection timing of the second fuel, the change of the injection rate of the second fuel, multiple injection of the second fuel. There are also possibilities of indirectly influencing the contribution of the second fuel, such as reducing the cylinder charge temperature or increasing the boost pressure, etc. If the knock intensity exceeds the second threshold, then with a reduction in the amount of first fuel supplied to the at least one combustion chamber, encountered. This is shown in Fig. 1 in the right branch. Next, both branches then return to the knock detection unit. If no knock is detected, the engine control is dominated by the normal power controller, which is prior art and therefore need not be described further here. Thus, according to this embodiment, the power regulator is arranged in parallel with the knock control circuit. The knock control circuit only takes effect when knocking is detected.
    An alternative embodiment is shown in FIG. In this embodiment, the power control loop is connected in series with the knock control circuit. This means that after execution of the control interventions described with reference to FIG. 1 in the case of knocking the loop leads directly to the power controller. So here is the knock detection as part of the power controller to see. It only becomes active when knocking is detected. If there is no knock signal, the same control as in Fig. 1 at the point "Start".
    In Figs. 1 and 2, the power control circuit according to the prior art is formed. In a stationary dual-fuel engine (for example, in a genset), the power specification may be in the form of, for example, a torque or a speed. In a dual-fuel engine of a motor vehicle, this can be done, for example, in the form of a speed request.
    Fig. 3 shows a graph of the combustion air ratio lambda as a function of the proportion of the second fuel, expressed as a percentage of the contribution of power. At the origin of the diagram is the share of the second
    Fuel's zero. Shown are two sets of curves for different loading pressures. The lower set of curves, which consists of a solid and a dotted line, represents the case for a lower boost pressure, the upper set of curves for a higher boost pressure.
    The solid line represents the global lambda, i. the air ratio relative to both fuels dar. shown dotted lambda is based on the first fuel. A larger lambda means lean mixture.
    It can be seen that even if the power contribution of the second fuel changes, the global lambda, i. H. the global mixture composition remains constant in its stoichiometric ratio to the combustion air. This is accomplished by increasing the lambda of the first fuel (shown dotted) as the proportion of second fuel increases. An increase of the lambda means a higher dilution, that is an emaciation of the mixture. The diagram graphically illustrates how it is possible to keep the global combustion air ratio constant even as the proportion of second fuel changes.
    4 schematically shows a combustion chamber of a dual-fuel engine 1 according to the invention. The combustion chamber has an inlet side and an outlet side. Through the intake tract 2, the combustion chamber 4 is provided with a quantity Qi.fUei fuel within a time unit, i. H. a "Q-point" of a first fuel (1.Fuel), Qi.fUei, fed in terms of units, this is a performance because chemical energy is introduced within a unit of time. Also, a mass flow (mass per time) of air is introduced into the combustion chamber, in the figure, this is referred to as mair.
    As the respective contributions to the fuel contribution are critical in the context of the present application, it should be emphasized at this point that not only the-typically volumetrically or gravimetrically-metered-amount of fuel delivered is crucial to the contribution of a fuel. By measures known per se, the power delivery of an added amount of fuel in the combustion chamber can be varied. An example is the change of an ignition point. In the description, alternative measures such as changing the injection characteristic have been discussed. The amount supplied is therefore not to be equated with the corresponding contribution to performance, but rather a measure taken to possibly vary this power development is taken into account.
    The supply of first fuel and air into the intake tract 2 is made clear by black arrows. Also shown is an injection unit 5, via which the second fuel (2 nd fuel) can be introduced into the combustion chamber. The amount of second fuel per unit time is referred to in the figure as Q 2.fuei. The feed to the second fuel is also visualized by a black arrow.
    Also indicated is a knock sensor 6, by means of which a knocking signal representative of the at least one combustion chamber 4 can be fed to a control or regulating device 7 of the dual-fuel engine 1.
    List of reference numbers used: 1 dual-fuel engine 2 intake tract 3 exhaust tract 4 combustion chamber 5 injection unit 6 knock sensor 7 control or regulating device λ combustion air ratio lambda
    权利要求:
    Claims (10)
    [1]
    A method for controlling a dual-fuel engine (1), wherein at least one combustion chamber (4) of the engine power in the form of a first, gaseous fuel and in the form of a self-igniting - in particular liquid - second fuel is supplied, one for at least a knock signal representative of a combustion chamber (4) is detected, characterized in that - in the presence of a knock signal indicating a knock of at least a first intensity, the amount of first fuel which is supplied to the at least one combustion chamber (4) of the engine (1) , is increased, and the increased power input into the combustion chamber (4) caused by the increase in the amount of first fuel is compensated by a corresponding reduction in the power contribution of the second fuel, - in the presence of a knock signal indicating a knock of at least a second intensity, which is greater is considered the first intensity t, the amount of first fuel supplied to the at least one combustion chamber (4) is reduced.
    [2]
    2. The method of claim 1, wherein the reduction of the power contribution of the second fuel is made by reducing the amount of second fuel introduced and / or delaying the timing of the introduction of the second fuel and / or changing the injection characteristic of the second fuel.
    [3]
    A method according to claim 1 or 2, wherein the first fuel is mixed with air and the temperature of the mixture of air and first fuel is decreased to increase the amount of first fuel.
    [4]
    4. The method according to at least one of the preceding claims, wherein for increasing the amount of the first fuel, a boost pressure of the first fuel is increased.
    [5]
    5. The method according to at least one of the preceding claims, wherein the first fuel is mixed into an air and to increase the amount of first fuel, the ratio of the first fuel and air is increased.
    [6]
    A method according to at least one of the preceding claims, wherein the amount of increase in the amount of first fuel depends on how great the intensity of the knocking signal is, preferably increasing in proportion to the intensity of the knocking signal.
    [7]
    A method according to at least one of claims 2 to 6, wherein the injection characteristic is changed so that the majority of the injected amount of second fuel is later.
    [8]
    8. The method according to at least one of claims 2 to 7, wherein the injection characteristic is changed so that the beginning of the injection - optionally without changing the shape of the profile - takes place later.
    [9]
    The method of at least one of claims 1 to 8, wherein the second fuel is injected at multiple intervals.
    [10]
    10. dual-fuel engine (1), with at least one combustion chamber (4), the power in the form of a first, gaseous fuel and in the form of a self-igniting - in particular liquid - second fuel can be fed, wherein a knock sensor (6) is provided by which a knock signal representative of the at least one combustion chamber (4) can be supplied to a control or regulation device (7) of the engine (1), characterized in that the control device (7) is designed to - in the presence of a knock signal indicates a knock of at least a first intensity, increasing the amount of first fuel supplied to at least one combustion chamber (4) of the dual-fuel engine (1), and increasing the increase in power caused by the increase in the amount of first fuel Combust combustion chamber (4) by a corresponding reduction in the power contribution of the second fuel, - in the presence of a knock signal, which it is indicative of a knock of at least a second intensity greater than the first intensity to reduce the amount of first fuel supplied to the at least one combustion chamber (4).
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