• 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 a spark-ignited internal combustion engine having at least one cylinder and a piston movable in the at least one cylinder and at least one prechamber connected to the at least one cylinder, the method comprising the steps of: forming an ignitable mixture by substantially homogeneously mixing a first fuel and introducing this mixture into the at least one cylinder, compressing the ignitable mixture with the piston in a compression stroke, introducing a second fuel into the prechamber at an introduction time prior to combustion, thereby providing a prechamber charge, wherein the second fuel is the same or having a different chemical composition and / or concentration with respect to the first fuel, sparking the prechamber charge, wherein the emission of the at least one cylinder and / or the voltage caused by the combustion a are observed on the at least one cylinder and when the emissions and / or the mechanical tension is above respective predetermined thresholds, individually for the at least one cylinder, the chemical composition and / or the amount of supplied to the prechamber second fuel, and / or the temperature the cylinder charge, and / or the ignition timing are changed, such that the emissions and / or the mechanical stress go below their respective predetermined threshold values.
    公开号:AT516543A1
    申请号:T923/2014
    申请日:2014-12-19
    公开日:2016-06-15
    发明作者:Friedrich Gruber；Nikolaus Spyra；Christian 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 a spark-ignition internal combustion engine having the features of the preamble of claim 1 and to a spark-ignition internal combustion engine having the features of the preamble of claim 19.
    In the design of spark-ignited internal combustion engines, there is a trade-off in the reduction of various types of emissions such as nitrogen oxides (NOx), unburned hydrocarbons (HC) and carbon monoxide (CO).
    A promising approach for high efficiency, low emission combustion is the so-called HCCI (Homogeneous Charge Compression Ignition) concept. Here, the ignition of a highly dilute (ie, lean mixed and / or with a high exhaust gas recirculation rate) and homogeneous fuel-air mixture occurs through the temperature rise during the compression stroke near top dead center. The highly diluted fuel-air mixture allows combustion with extremely low levels of nitrogen oxides (NOx).
    The self-ignition of the fuel-air mixture in the combustion chamber is achieved by a combination of various measures, such as a high geometric compression ratio ε and a preheating of the charge by appropriate measures (for example, preheating the charge air or exhaust gas recirculation, EGR).
    Since in the HCCI combustion process the fuel-air mixture ignites more or less simultaneously in the entire combustion chamber near top dead center, the combustion event takes place extremely quickly.
    There are some problems with the HCCI concept. The burning is difficult to control. A second fuel with different
    Auto-ignition characteristics as the first fuel is a known concept to improve controllability. Of course, this has the disadvantage of requiring the handling of a second fuel.
    In contrast, in spark-ignited internal combustion engines, the timing of combustion can be easily controlled by the ignition timing. In large, spark-ignited internal combustion engines (typically with bores of 150 mm and more) pre-chambers are provided in which the ignition is initiated.
    Concepts are also known from the prior art for controlling spark-ignited internal combustion engines of the antechamber type. For example, JP 2013209967 shows an active prechamber, wherein the amount of fuel supplied to the prechamber can be controlled to prevent misfiring.
    The object of the present invention is to specify a method or a spark-ignited internal combustion engine which combines the advantages of the HCCI concept and the easy controllability of a spark-ignited internal combustion engine.
    This object is achieved by a method according to claim 1 and a spark-ignited internal combustion engine according to claim 19.
    According to the invention, the energy content of the prechamber and / or the chemical composition of the prechamber charge are used as control means to control the combustion process in the main combustion chamber.
    It should be noted that the fluid communication between the prechamber and the main "cylinder charge" combustion chamber means the charge from the common volume of main combustion chamber and prechamber when we talk about "cylinder charge".
    The invention can best be carried out when it is provided that a valve which ensures the supply of air and / or second fuel into the prechamber can be actively and individually controlled for each prechamber provided in the internal combustion engine.
    It is advantageous to have very fast combustion in the main combustion chamber with a very dilute (lean) cylinder charge. Very fast combustion increases combustion efficiency and reduces HC emissions. Due to the high dilution, the NOx emissions are low and the tendency to knock is reduced.
    Although the cylinder charge is very lean, by controlling the temperature of the cylinder charge and by affecting the energy content and / or the chemical composition of the prechamber charge, ignition and rapid combustion of the very lean cylinder charge is possible.
    The use of an active prechamber allows the energy content and chemical composition of the prechamber charge to be varied between individual prechambers.
    With regard to the gases, all values given in% refer to percent by volume.
    The first fuel may be natural gas or a mixture of natural gas and carbon dioxide (CO 2) such that the amount of CO 2 and methane (CH 4) is greater than 80%. The second fuel may be natural gas or a combination of natural gas with a gas containing H2 greater than 10 vol%.
    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 the emissions and / or the mechanical stresses are above the respective predetermined threshold values individually for the at least one cylinder, the amount and / or the chemical composition of the second fuel supplied into the prechamber, and / or the temperature of the cylinder charge, ignition timing are changed such that the emissions and / or the mechanical stress are below their respective ones given thresholds, it is achieved that the engine much better in different environmental conditions such as Ambient temperature, humidity, altitude at which the machine is operated.
    Also with regard to mechanical tolerances - which are necessarily present in an internal combustion engine - can be achieved by the present invention
    Variations between individual cylinders in terms of energy content and chemical composition, which are present in individual prechamber charges, compression ratios, gas exchange deposits, etc., compensate much better.
    As fuel quality changes, the inventive concept can also compensate for these changes. It can be provided that the monitoring of the emission of the at least one cylinder and / or the mechanical stress of the at least one cylinder caused by the combustion is carried out by measuring signals characteristic of the combustion event in the at least one cylinder.
    It is not necessary to measure the emissions directly, but instead to use combustion characteristics. This can be done in several ways: e.g. that the step of measuring signals representative of the combustion event in the at least one cylinder comprises detecting a characteristic instant of the combustion event and / or the duration of the combustion event. Such a characteristic time of combustion may be e.g. be the center of gravity of the combustion. Typically, the center of gravity and burning time are obtained by cylinder pressure measurement; however, alternative approaches are ion current measurements and optical approaches. The duration of the combustion, also known as "burning time", is a measure of the combustion progress in a combustion cycle, expressed as the mass fraction burned within a certain crank angle. Thus, for example, the burning time of ΔΘ0-ιο% of 15 ° crank angle means that 10% of the charge mass are burned within 15 ° crank revolution. The combustion center of combustion is the state in which half of the fresh charge is burned, also known as MFB 50, which means that 50% of the mass is burned (mass fraction burned) See "Heywood, John B., Internal Combustion Engine Fundamentals, New York," McGraw-Hill, 1988, for references to engine manuals. For purposes of understanding the flame velocity, the following definitions apply in the context of the present invention:
    As described in the relevant literature, the laminar
    Flame velocity of a gas or gas mixture is the rate at which the flame of the ignited gas or gas mixture progresses normal to the flame front relative to the unburned gas or gas mixture. According to the invention, a charge having a low flame velocity is interpreted as a gas or gas mixture having a low laminar flame velocity. For example, a gas or gas mixture having a laminar flame velocity of less than 10 cm / second would be a charge having a low flame velocity.
    In general, the values reported are under normal conditions as described in the relevant literature, i. for example, with a combustion air ratio of 1 and atmospheric pressure.
    Methods for determining the laminar flame velocity of a gas are known in the art, e.g. by known experimental methods such as the Bunsen burner method or the flat flame method. In addition, the skilled person also knows numerical calculation methods by which the laminar flame velocity of a gas can be calculated from its gas composition.
    It may be provided that the step of changing the amount and / or the chemical composition of the second fuel introduced into the pre-chamber includes reducing the amount of the second fuel when the mechanical stress is too high.
    By changing the amount of the second fuel introduced and / or the chemical composition of the prechamber charge such that the energy content and / or the flame speed are reduced, the mechanical stress can be reduced.
    By reducing the amount of second fuel and / or adjusting the chemical composition of the prechamber charge, combustion is retarded, thereby reducing the peak pressure and thus reducing the mechanical stresses on the engine.
    It can also be provided that the step of changing the temperature of the cylinder charge comprises a lowering of 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 the intake charge. Intake charge is understood as either a mixture of first fuel and air or air alone.
    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 HC emissions. This distinction is made by observing the combustion characteristics which are critical to the formation of the specific emission species. That for example, given a lambda, mixture homogeneity, and given EGR rate, NOx emissions largely depend on the combustion position, i. 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 caused by the combustion speed expressed as the burning time (for example, the crank angle amount for ΔΘ10-90%). The relationship is such that a high combustion speed (small ΔΘ) results in higher NOx, while a lower combustion speed results in lower NOx. This is because, in the case of high combustion rates, most of the combustion occurs near top dead center and thus at relatively high temperatures. Since temperature is the determining parameter for NO x formation, this results in high NO x values for high burn rates. For HC emission, the following characteristics are relevant to their formation: the higher the combustion temperature, the lower the HC formation. That for HC emissions, the relationship to the combustion parameters given above is exactly opposite to the ratio for NOx formation. It may therefore be provided that, when the NOx emissions are too high, the amount of second fuel supplied to the prechamber is reduced and / or the chemical composition of the prechamber charge is changed such that the flame speed is reduced and / or the temperature of the cylinder charge is reduced.
    Because the amount of second fuel supplied to the prechamber and / or the prechamber charge chemical composition determine the duration in the main combustion chamber after ignition of the prechamber, the prechamber also affects NOx formation.
    At the same time, reducing the amount of second fuel introduced into the prechamber and / or changing the chemical composition of the prechamber charge in a flame rate reducing manner will result in a longer duration of combustion in the prechamber and thus lower NOx formation.
    If the NOx emissions are too high, the amount of second fuel supplied to the prechamber is changed so as to reduce the energy content supplied by the second fuel to the prechamber.
    Conversely, if the HC emissions are too high, the amount of second fuel fed into the pre-chamber is increased and / or the pre-chamber charge chemical composition is changed to increase the flame speed and / or the spark timing is advanced and / or the temperature of the cylinder charge increases.
    The temperature of the cylinder charge may e.g. be increased by using both external and / or internal EGR. Alternatively or additionally, the air temperature could be increased. The step of changing the cylinder charge temperature may be achieved by external EGR so that when the cylinder charge temperature is to be increased, the external EGR rate is increased. If the temperature of the cylinder charge is to be reduced, the external EGR rate is reduced.
    That is, when NOx emissions are too high, the amount of second fuel supplied to the prechamber is reduced and / or the chemical composition of the prechamber charge is changed so that the
    Flame velocity is reduced and / or the ignition is delayed and / or the temperature of the cylinder charge is reduced.
    With regard to emissions, it can be stated that according to the inventive method: NOx emissions are very low, since a very high air-fuel ratio (a very lean mixture) can be used, such as would not be possible in a spark-ignited internal combustion engine. It is also important that both the first and second fuels be premixed with air or cylinder charge prior to the start of combustion. - CO and HC emissions are low because the combustion is fast and ends near top dead center and because the temperature of the cylinder charge is high. - The soot emissions are low because both the first and the second fuel are premixed with air or cylinder charge.
    Alternatively or additionally, the internal combustion engine is equipped with a variable valve train, which is able to vary with respect to the at least one cylinder, the valve opening times and / or the valve lift curves of the exhaust and / or the inlet valve. Provision may be made to effect the step of changing the temperature of the cylinder charge through the variable valve train, preferably by closing the exhaust valve earlier to increase the cylinder charge temperature or closing the exhaust valve later to the cylinder charge temperature to reduce. Apart from the actuation times, the valve lift curves can also be controlled 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 amounts of remaining exhaust gas can be modulated very advantageously.
    As the exhaust valves reopen or are kept open during the intake phase, exhaust gases flow back to the cylinder, increasing the cylinder charge temperature. As another example, if the intake valves also open during the exhaust stroke, exhaust gases flow into the intake system, thereby increasing the charge temperature in the intake, thus, when the engine is running
    Intake valves are opened during the regular intake stroke, the charge temperature increases.
    Furthermore, it can be provided that the step of changing the temperature of the cylinder charge is achieved by a variable valve train by an already closed exhaust valve is opened again in the intake stroke of the piston, whereby the temperature of the cylinder charge is increased. This has the particular advantage that the in-cylinder charge temperature can be controlled individually for each cylinder. It is further advantageous that the valve timing can be changed on a cycle by cycle basis, i. H. the control response is very fast.
    As a further alternative, it may be provided that the step of changing the temperature of the cylinder charge by a variable valve train is achieved by reopening a closed intake valve during the exhaust stroke of the piston, thereby increasing the temperature of the cylinder charge.
    By changing the valve opening times, the amounts of remaining exhaust gas in the cylinders are varied, thereby varying the internal EGR rate. Since the temperature of the remaining exhaust gas is very high, this measure is very effective to increase the charge temperature.
    It may be provided that the step of changing the temperature of the cylinder charge by a variable valve train is achieved by closing the exhaust valve to increase the internal EGR and thereby increase the cylinder charge temperature or by closing the exhaust valve such that the internal EGR decreases is and thus the temperature of the cylinder charge is reduced.
    It can be provided that the step of changing the temperature of the cylinder charge by a variable valve train is achieved by reopening an already closed exhaust valve in the intake stroke of the piston and thereby increasing the temperature of the cylinder charge. It can be provided that the step of changing the temperature of the cylinder charge by a variable valve train is achieved by reopening a closed intake valve during the exhaust stroke of the piston and thus increasing the temperature of the cylinder charge.
    It may be provided that the step of changing the temperature of the cylinder charge comprises either increasing the backpressure to increase the temperature of the cylinder charge or decreasing the backpressure to reduce the temperature of the cylinder charge. An increased backpressure level increases the internal EGR rate and vice versa.
    It may be provided that the step of changing the cylinder charge is achieved by an additional introduction of the second fuel in the prechamber and by the prechamber charge is ignited before combustion in the main combustion chamber in the gas exchange top dead center, while the inlet and exhaust valves are closed. One skilled in the art will understand the consequences of the measure of controlling the amount of energy released in this first combustion affecting the charge temperature.
    The invention is preferably carried out on a 4-stroke engine, but is by no means limited to a 4-stroke engine. For example, the invention may be practiced with a 2-, 5-, or a 6-stroke engine.
    Other objects and advantages of the invention will become apparent in the light of the accompanying drawings, wherein:
    Fig. 1a shows a flow chart of the control logic relating to NOx emissions,
    FIG. 1b shows a flow chart of the control logic relating to HC emissions and FIG
    Fig. 2 shows a flow chart of the control logic relating to the mechanical stress.
    Fig. 1a shows a flow chart of the control logic for 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.
    In the event that the NOx emissions exceed the predetermined threshold (left side of the flowchart), one or more of the following measures are taken to counter NOx emissions: Reduce the amount of second fuel introduced into the pre-chamber. - Decrease the energy content in the antechamber. - reduce the temperature of the cylinder charge. - delay the ignition timing (closer to TDC).
    After performing the above measures, the loop goes back to comparing NOx emissions with a predetermined threshold.
    Similarly, Figure 1b shows a flow chart of the control logic for 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. In the event that the HC emissions exceed the preset threshold (left side of the flowchart), one or more of the following actions will be taken to counter HC emissions: - Increase the amount of second fuel introduced into the prechamber. - Increase the energy content in the antechamber. - Present the ignition timing. - Increase the 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 (voltages) on the engine. Signals characteristic of the mechanical stress are detected by suitable sensors (not shown). The values indicative of the mechanical stress are then compared with a threshold value specified for the mechanical stress. In case the values for the mechanical tension are below the threshold, the loop goes back to the start. In the event that the values for the mechanical stress exceed the predetermined threshold, one or more of the following measures are taken to reduce the mechanical stress: - Reduce the content of the second fuel introduced into the pre-chamber. - Decrease the energy content in the antechamber. - reduce the temperature of the cylinder charge. - delay the ignition timing (closer to TDC).
    After execution of the above measures, the loop goes back to comparing the values for the mechanical tension to a predetermined threshold value.
    Innsbruck, 27th January 2015
    权利要求:
    Claims (19)
    [1]
    claims:
    A method of operating a spark-ignited internal combustion engine having at least one cylinder and a piston movable in the at least one cylinder and at least one prechamber connected to the at least one cylinder, the method comprising the steps of: forming an ignitable mixture by substantially homogeneously mixing a first one Fuel and air and introducing this mixture into the at least one cylinder, - Compressing the ignitable mixture with the piston in a compression stroke, - Introducing a second fuel in the pre-chamber at an introduction time before the start of combustion, thereby providing a pre-chamber charge, wherein the second fuel has the same or a different chemical composition and / or concentration with respect to the first fuel, - sparking the Vorkammerladung, characterized in that the emission of the at least one cylinder and / or by the combustion v caused voltage to be observed on the at least one cylinder and if the emissions and / or the mechanical tension is above respective predetermined thresholds, individually for the at least one cylinder - the chemical composition and / or the amount of supplied to the prechamber second fuel, - and / or the temperature of the cylinder charge, - and / or the ignition timing are changed in such a way that the emissions and / or the mechanical stress go below their respective predetermined threshold values.
    [2]
    A method according to claim 1, characterized in that 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 higher than 80%.
    [3]
    3. The method of claim 1 or 2, wherein the second fuel is natural gas or a combination of natural gas and a gas with more than 10 volume percent H2.
    [4]
    4. A method according to at least one of the preceding claims, wherein observing the emission of the at least one cylinder and / or the mechanical stress of the at least one cylinder caused by the combustion is carried out by measuring signals characteristic of the combustion event in the at least one cylinder.
    [5]
    5. The method of claim 4, wherein the step of measuring the combustion event characteristic signals in the at least one cylinder comprises determining a characteristic time of the combustion event and / or duration of the combustion event.
    [6]
    6. The method according to claim 1, wherein the step of changing the amount of introduced second fuel and / or the chemical composition of the pre-chamber charge comprises a reduction of the energy content in the pre-chamber compared to the energy content in the main combustion chamber when the mechanical stress increases is high.
    [7]
    7. A method according to 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 too high.
    [8]
    8. The method of claim 7, wherein the temperature of the cylinder charge is reduced by lowering the temperature of the inlet charge and / or the first fuel.
    [9]
    9. The method of claim 1, wherein the step of monitoring the emission of the at least one cylinder comprises discriminating between NOx and HC emissions.
    [10]
    10.A method according to claim 9, wherein when the NOx emissions are too high, the amount of second fuel introduced into the pre-chamber is changed in such a way that the energy content supplied by the second fuel into the prechamber is reduced.
    [11]
    A method according to claim 9 or 10, wherein when the HC emissions are too high, the amount of second fuel introduced into the pre-chamber is changed such that the energy content in the prechamber is increased compared to the energy content in the main combustion chamber.
    [12]
    12. A method according to at least one of the preceding claims, characterized in that the step of changing the cylinder charge temperature by external EGR is achieved such that when the cylinder charge temperature is to be increased, the external EGR rate is increased or the temperature of the cylinder charge is to be reduced, the external EGR rate is reduced.
    [13]
    13. The method according to at least one of the preceding claims, wherein the internal combustion engine comprises a variable valve train, which is able to vary the intake and / or exhaust valve timing and / or valve lift curves individually with respect to the at least one cylinder.
    [14]
    14. The method of claim 13, wherein the step of changing the temperature of the cylinder charge is achieved by a variable valve train - preferably by closing the exhaust valve such that the internal EGR is increased and thereby the temperature of the cylinder charge is increased, or by closing the Exhaust valves such that the internal EGR is reduced and thereby the temperature of the cylinder charge is reduced.
    [15]
    15. The method of claim 13, wherein the step of changing the temperature of the cylinder charge by a variable valve train is achieved by reopening an already closed exhaust valve in the intake stroke of the piston thereby increasing the temperature of the cylinder charge.
    [16]
    16. The method of claim 13, 14 or 15, wherein the step of changing the temperature of the cylinder charge through a variable valve train is achieved by reopening a closed intake valve during the exhaust stroke of the piston thereby increasing the temperature of the cylinder charge.
    [17]
    17. A method according to 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 reducing the back pressure to reduce the cylinder charge temperature.
    [18]
    18. The method of claim 1, wherein the step of changing the cylinder charge temperature is achieved by additionally introducing the second fuel into the prechamber and igniting the prechamber charge before combustion in the main combustion chamber in the gas exchange OT while the intake and exhaust valves are closed.
    [19]
    19. A spark-ignited internal combustion engine having at least one cylinder and a piston movable in the at least one cylinder and an antechamber connected to the at least one cylinder and a device for introducing second fuel into the prechamber with an electronic control unit configured therefor at least one of claims 1 to 18 carry out. Innsbruck, 27th January 2015
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA923/2014A|AT516543B1|2014-12-19|2014-12-19|Method for operating a spark-ignited internal combustion engine|ATA923/2014A| AT516543B1|2014-12-19|2014-12-19|Method for operating a spark-ignited internal combustion engine|
    EP15002862.9A| EP3034845A3|2014-12-19|2015-10-07|Method for operating a spark-ignited internal combustion engine|
    US14/877,216| US10323598B2|2014-12-19|2015-10-07|Method for operating a spark ignited engine|
    KR1020150156003A| KR20160075309A|2014-12-19|2015-11-06|Method for operating a spark ignited engine|
    JP2015240908A| JP6768290B2|2014-12-19|2015-12-10|How to operate a spark ignition engine|
    CN201510940595.3A| CN105715397A|2014-12-19|2015-12-16|Method for operating a spark ignited engine|
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