• 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:
    Disclosed is a two-stroke internal combustion engine having a plurality of cylinders, wherein the two-stroke internal combustion engine is configured to inject into at least one of the cylinders a fuel gas via a fuel gas supply system. The fuel gas supply system comprises for at least one of the cylinders one or more fuel gas valves configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited. The one or more fuel gas valves having a fuel gas nozzle having one or more nozzle outlets for providing fuel gas to the interior of the cylinder, and wherein the fuel gas nozzle is configured to introduce a rotational movement in the fuel gas.
    公开号:DK201870806A1
    申请号:DKP201870806
    申请日:2018-12-11
    公开日:2020-05-04
    发明作者:Kunoy Jens
    申请人:MAN Energy Solutions；
    IPC主号:
    专利说明:

    Title Internal combustion engine
    Field
    The present invention relates to a two-stroke internal combustion engine and a fuel gas valve for a two-stroke internal combustion engine.
    Background
    Two-stroke internal combustion engines are used as propulsion engines in vessels like container ships, bulk carriers, and tankers. Reduction of unwanted exhaust gases from the internal combustion engines has become increasingly important.
    An effective way to reduce the amount of un-wanted exhaust gasses is to switch from fuel oil e.g. Heavy fuel oil (HFO) to fuel gas. Fuel gas may be injected into the cylinders at the end of the compression stroke where it may be immediately ignited by either the high temperatures which the gases in the cylinders achieve when compressed or by the ignition of a pilot fuel. However, injecting fuel gas into the cylinders at the end of the compression stroke requires large gas compressors for compressing the fuel gas prior to injection to overcome the large pressure in the cylinders.
    The large gas compressors are however expensive and complex to manufacture and maintain. On way to avoid the need of large compressors is to have fuel gas valves configured to inject the fuel gas in the beginning of the compression stroke where the pressure in the cylinders is significantly lower.
    EP3015679 discloses such a fuel gas valve.
    It may however be difficult to secure a fast and efficient mixing between the scavenge air in the cylinders and the fuel gas.
    DK 2018 70806 A1
    Having a non-homogenous mixture of fuel gas and scavenge air may result in a poor combustion of the fuel gas or even premature ignition resulting in knocking.
    One solution can be to inject the fuel gas very early in the compression stroke allowing the gasses to mix for a longer period of time. However, if the fuel gas is injected into the cylinder before the exhaust valve is closed, unwanted leakage of fuel gas may result.
    Thus, it remains a problem to improve the mixing of fuel gas and scavenge air in the cylinders.
    Summary
    According to a first aspect, the invention relates to a two-stroke uniflow scavenged crosshead internal combustion engine having a plurality of cylinders, wherein the two-stroke internal combustion engine is configured to inject into at least one of the cylinders a fuel gas via a fuel gas supply system, the fuel gas supply system comprising for the at least one cylinder one or more fuel gas valves configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the one or more fuel gas valves having a fuel gas nozzle having one or more nozzle outlets for providing fuel gas to the interior of the cylinder wherein the fuel gas nozzle is configured to introduce a rotational movement in the fuel gas.
    By introducing a rotational movement, i.e. a swirl in the fuel gas, a jet of fuel gas originating from an opening of the fuel gas nozzle will travel a shorter distance inside the cylinder before disintegrating than a corresponding jet of fuel gas without any substantial rotational movement. This enables deposition of the fuel gas at a desired location within the cylinder whereby a better mixing may be achieved. This will also allow a fuel gas jet originating from a relative large fuel gas outlet to be deposited in the
    DK 2018 70806 A1 central part of the cylinder instead of at the cylinder wall opposite to the fuel gas outlet, this enables both fast injection and good deposition of the fuel gas.
    The internal combustion engine is preferably a large low-speed turbocharged two-stroke crosshead internal combustion engine with uniflow scavenging for propelling a marine vessel having a power of at least 400 kW per cylinder. The combustion engine system may comprise a turbocharger driven by the exhaust gases generated by the internal combustion engine and configured to compress the scavenge air. The internal combustion engine may be a dual-fuel engine having a Otto Cycle mode when running on fuel gas and a Diesel Cycle mode when running on an alternative fuel e.g. heavy fuel oil or marine diesel oil. Such dual-fuel engine has its own dedicated fuel supply system for injecting the alternative fuel and this fuel supply system may also be used for injection of a pilot fuel when operating in the Otto Cycle mode for igniting the mixture of fuel gas and scavenge air.
    The internal combustion engine may comprise a dedicated ignition system such as a pilot fuel system being capable of injecting a small amount of pilot fuel, e.g. heavy fuel oil or marine diesel oil, accurately measured out so the amount just is able to ignite the mixture of fuel gas and scavenge air such that only the necessary amount of pilot fuel is used. Such a pilot fuel system would in size be much smaller and more suitable for injecting a precisely amount of pilot fuel compared to the dedicated fuel supply system for the alternative fuel, which due to the large size of the components is not suitable for this purpose.
    The pilot fuel may be injected in a pre-chamber being fluidly connected to the combustion chamber of the internal combustion engine. Alternatively, the mixture of fuel gas and scavenge air may by ignited by means comprising a spark plug or a laser igniter.Each cylinder may be provided with one or more scavenge air inlets in the bottom of the cylinder and an exhaust outlet in the top of the cylinder. The fuel gas supply system is preferably configured to inject the fuel gas via the one or more fuel gas
    DK 2018 70806 A1 valves under sonic conditions, i.e. a velocity equal to the speed of sound, i.e. a constant velocity. Sonic conditions may be achieved when the pressure drop ratio across the nozzle throat (minimum area of cross section) is larger than approximately two.
    In some embodiments, the fuel gas nozzle is configured to introduce a rotational movement in the fuel gas so that the fuel gas exiting the one or more nozzle outlets will have a swirl number of at least 0.025, at least 0.05 or at least 0.1 at each of the one or more nozzle outlets.
    The swirl number is a well defined measure of swirl in a fluid. It is defined as the ratio of the axial flux of angular momentum to the axial flux of the axial momentum. It may be estimate by firstly establishing a cylindrical coordinate system at the nozzle outlet surface aligned with the geometrical nozzle outlet axis. Next, the entire nozzle outlet surface is divided into N sections each with a certain area At where each section has a certain radial distance η to the nozzle outlet axis. Using a large N will improve the precision of the estimate. Within each of the i'th sections the fuel gas velocity 3D vector v is either measured or calculated. The fuel gas velocity 3D vector v may be measured using standard techniques such as 3D hot-wire anemometry or particle image velocimetry. The fuel gas velocity 3D vector v may be calculated using computational fluid dynamics. These 3D vectors are each decomposed into an axial part, vaxiai, that points along the nozzle outlet axis and a tangential part, vtan, that points along the nozzle outlet surface and perpendicular to the radius vector of its section. The swirl number S may then be found using the below equation:
    „ _ i Σί=ι FiVfan,iVaxiai,iAi
    Rh ^=i(.vaxial,d2Ai where RH is the hydraulic diameter given by the area of the nozzle outlet surface divided with perimeter of the nozzle outlet surface. Note that the above equation will always result in a swirl number => 0 irrespectively of the sign convention used in the cylindrical coordinate system.
    DK 2018 70806 A1
    In some embodiments the one or more fuel gas valves are configured to inject a fuel gas into the cylinder during the compression stroke within 0 degrees to 160 degrees from bottom dead center, within 0 degrees to 130 degrees from bottom dead center or within 0 degrees to 90 degrees from bottom dead center.
    Examples of fuel gases are natural gas, methane, ethan, and Liquefied Petroleum Gas.
    In some embodiments, the fuel gas nozzle comprises a flow altering element configured to introduce the rotational movement in the gas.
    The flow altering element may be an insert or an integral part of fuel gas nozzle, i.e.the flow altering element and the fuel gas nozzle may be formed as one piece.
    In some embodiments, the flow altering element is configured to guide a first part of the gas in a first direction e.g. towards a first internal surface region of the fuel gas nozzle downstream from the flow altering element.
    In some embodiments, the flow altering element is further configured to guide a second part of the fuel gas in a second direction e.g. towards a second internal surface region of the fuel gas nozzle downstream of the flow altering element.
    In some embodiments, the flow altering element is further configured to guide a third part of the fuel gas in a third direction e.g. towards a third internal surface region of the fuel gas nozzle downstream of the flow altering element.
    In some embodiments, the flow altering element is further configured to guide a fourth part of the fuel gas in a fourth direction towards a fourth internal surface region of the fuel gas nozzle downstream of the flow altering element.
    In some embodiments, the flow altering element comprises a first channel configured to guide the first part of the gas in the first direction.
    DK 2018 70806 A1
    In some embodiments, the flow altering element comprises a second channel configured to guide the second part of the gas in the second direction.
    The first channel may be a substantially straight channel extending along a first central axis, the second channel may be a substantially straight channel extending along a second central axis, wherein the first central axis and the second central axis are non-parallel. The angle between the direction vector of the first central axis and the directional vector of the second central axis may be at least 10 degrees, at least 20 degrees, or at least 30 degrees.
    In some embodiments, the flow altering element comprises a third channel configured to guide the third part in the third direction.
    In some embodiments, the flow altering element comprises a fourth channel configured to guide the fourth part of the gas in the fourth direction.
    The third channel may be a substantially straight channel extending along a third central axis, the fourth channel may be a substantially straight channel extending along a fourth central axis, wherein the third central axis and the fourth central axis are non-parallel. The angle between the directional vector of the third central axis and the directional vector of the fourth central axis may be at least 10 degrees, at least 20 degrees, or at least 30 degrees.
    In some embodiments, the flow altering element comprises a first surface having an angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element of at least 5 degrees, at least 10 degrees, or at least 20 degrees.
    In some embodiments, the flow altering element comprises a second surface having an angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element of at least 5 degrees, at least 10 degrees, or at least 20 degrees.
    DK 2018 70806 A1
    In some embodiments, the flow altering element comprises a third surface having an angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element of at least 5 degrees, at least 10 degrees, or at least 20 degrees.
    In some embodiments, the flow altering element comprises a fourth surface having an angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element of at least 5 degrees, at least 10 degrees, or at least 20 degrees.
    The first, second, third, and I or fourth surface may be substantially planar surfaces. The first, second, third, and I or fourth surface may be oriented differently so that the first surface is configured to guide the first part of the gas towards the first internal surface region of the fuel gas nozzle, the second surface is configured to guide the second part of the gas towards the second internal surface region of the fuel gas nozzle, the third surface is configured to guide the third part of the gas towards the third internal surface region of the fuel gas nozzle, and I or the fourth surface is configured to guide the fourth part of the gas towards the fourth internal surface region of the fuel gas nozzle.
    In some embodiments, the fuel gas supply system comprises for at least one of the cylinders a first nozzle outlet and a second nozzle outlet, wherein the fuel gas supply system is configured to introduce a rotational movement in the fuel gas exiting the first nozzle outlet and the second nozzle outlet, and wherein the rotational movement of the fuel gas exiting the first nozzle outlet is stronger than the rotational movement of the fuel gas exiting the second nozzle outlet. Consequently, a jet of fuel gas originating from the first nozzle outlet may travel a shorter distance inside the cylinder before disintegrating than a jet of fuel gas originating from the second nozzle outlet. Thus, the fuel gas from the two jets may be deposited with at different positions within the cylinder, whereby an even more effective mixing fuel gas and scavenge air results.
    DK 2018 70806 A1
    In some embodiments, the fuel gas supply system comprises for at least one of the cylinders a first fuel gas valve and a second fuel gas valve, the first fuel gas valve and the second fuel gas valve are configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the first fuel gas valve and the second fuel gas valve have a fuel gas nozzle, and wherein the first nozzle outlet is a nozzle outlet of the fuel gas nozzle of the first fuel gas valve and the second nozzle outlet is a nozzle outlet of the fuel gas nozzle of the second fuel gas valve.
    In some embodiments, the first fuel gas valve comprises a first flow altering element and the second fuel gas valve comprises a second flow altering element.
    In some embodiments, the fuel gas supply system comprises for at least one of the cylinders a first fuel gas valve configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the first fuel gas valve has a fuel gas nozzle, and wherein both the first nozzle outlet and the second nozzle outlet are nozzle outlets of the fuel gas nozzle of the first fuel gas valve.
    In some embodiments, the fuel gas nozzle of the first fuel gas valve comprise a main channel having an inlet and an outlet, a first secondary channel having an inlet and an outlet, a second secondary channel having an inlet and an outlet, and a manifold having an inlet a first outlet and a second outlet, wherein the outlet of the main channel is connected to the inlet of the manifold, the first outlet of the manifold is connected to the inlet of the first secondary channel, the second outlet of the manifold is connected to the inlet of the second secondary channel, the outlet of the first secondary channel being the first nozzle outlet, and the outlet of the second secondary channel being the second nozzle outlet.
    DK 2018 70806 A1
    In some embodiments, the first secondary channel comprises a first flow altering element.
    In some embodiments, the second secondary channel comprises a second flow altering element, wherein the first flow altering element is configured to introduce a rotational movement in the gas that is stronger than the rotational movement in the gas introduced by the second flow altering element.
    According to a second aspect, the invention relates to a fuel gas valve for a two stroke internal combustion engine as disclosed in relation to the first aspect, wherein the fuel gas valve is adapted to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the fuel gas valve has a fuel gas nozzle, the fuel gas nozzle having one or more nozzle outlets for providing fuel gas to the interior of the cylinder, wherein the fuel gas nozzle is configured to introduce a rotational movement in the fuel gas.
    The different aspects of the present invention can be implemented in different ways including as two-stroke internal combustion engines and fuel gas valves as described above and in the following, each yielding one or more of the benefits and advantages described in connection with at least one of the aspects described above, and each having one or more preferred embodiments corresponding to the preferred embodiments described in connection with at least one of the aspects described above and/or disclosed in the dependant claims. Furthermore, it will be appreciated that embodiments described in connection with one of the aspects described herein may equally be applied to the other aspects.
    Brief description of the drawings
    The above and/or additional objects, features and advantages of the present invention, will be further elucidated by the following illustrative and non
    DK 2018 70806 A1 limiting detailed description of embodiments of the present invention, with reference to the appended drawings, wherein:
    Fig. 1 shows schematically a cross-section of a two-stroke internal combustion engine according to an embodiment of the invention.
    Fig. 2 shows schematically a cross-section of fuel gas valve 200 for a two stroke internal combustion engine according to an embodiment of the invention.
    Fig. 3a-c show a flow altering element 300 according to an embodiment of the invention.
    Fig. 4 shows a flow altering element 400 according to an embodiment of the invention.
    Fig. 5a-b show a flow altering element 500 according to an embodiment of the invention.
    Detailed description
    In the following description, reference is made to the accompanying figures, which show by way of illustration how the invention may be practiced.
    Fig. 1 shows schematically a cross-section of a large low-speed turbocharged two-stroke crosshead internal combustion engine with uniflow scavenging 100 for propelling a marine vessel according to an embodiment of the present invention. The two-stroke internal combustion engine 100 comprises a scavenge air system 111, an exhaust gas receiver 108 and a turbocharger 109. The two stroke internal combustion engine has a plurality of cylinders 101 (only a single cylinder is shown in the cross-section). Each cylinder 101 comprises a scavenge air inlet 102 for providing scavenge air, a piston 103, an exhaust valve 104, and one or more fuel gas valves 105 (only schematically illustrated). The scavenge air inlet 102 is fluidly connected to the scavenge air system. The piston 103 is shown in its lowest position (bottom dead center). The piston 103 has a piston rod connected to a
    DK 2018 70806 A1 crankshaft (not shown). The fuel gas valves 105 are only shown schematically. The fuel gas valves 105 are configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the fuel gas valves 105 have a fuel gas nozzle, the fuel gas nozzle have one or more nozzle outlets for providing fuel gas to the interior of the cylinder. The fuel gas nozzle is configured to introduce a rotational movement in the fuel gas. The fuel gas valves 105 may be configured to inject a fuel gas into the cylinder 101 in the beginning of the compression stroke within 0 degrees to 130 degrees from bottom dead center, i.e. when the crankshaft has rotated between 0 degrees and 130 degrees from its orientation at bottom dead center. Preferably the fuel gas valves 105 are configured to start injecting fuel gas after the crankshaft axis has rotated a few degrees from bottom dead center so that the piston has moved past the scavenge air inlets 102 to prevent fuel gas from exiting through the exhaust valve 104 and scavenge air inlets 102. The scavenge air system 111 comprises a scavenge air receiver 110 and an air cooler 106.
    Fig. 2 shows schematically a cross-section of fuel gas valve 200 for a two stroke internal combustion engine according to an embodiment of the invention. The fuel gas valve comprises a valve shaft 201, a valve head202, a valve seat 203, and a fuel gas nozzle 204 having a nozzle outlet 206. The fuel gas nozzle may be provided with a flow altering element 205 (only schematically shown).
    Fig. 3a-c show a flow altering element 300 according to an embodiment of the invention, wherein fig. 3a shows a front view, fig. 3b shows a top view, and fig. 3c shows a perspective view of a central part 301 of the flow altering element 300. The flow altering element comprises a first channel 302 configured to guide a first part of the gas in a first direction e.g. towards a first internal surface region of a fuel gas nozzle downstream from the flow altering element 300, a second channel 303 configured to guide a second part of the gas in a second direction e.g. towards a second internal
    DK 2018 70806 A1 surface region of the fuel gas nozzle downstream of the flow altering element 301, a third channel 304 configured to guide a third part of the fuel gas in a third direction e.g. towards a third internal surface region of the fuel gas nozzle downstream of the flow altering element 301, and a fourth channel 305 configured to guide a fourth part of the fuel gas in a fourth direction e.g. towards a fourth internal surface region of the fuel gas nozzle downstream of the flow altering element 301.
    Fig. 4 shows a flow altering element 400 according to an embodiment of the invention. The flow altering element comprises a first surface 401 having an first angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element 400, a second surface 402 having a second angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element 400, a third surface 403 having a third angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element 400, and a fourth surface 404 having a fourth angle of incidence relative to flow direction of the fuel gas upstream of the flow altering element 400. The first, second, third and fourth angle of incidence is at least 5 degrees, at least 10 degrees, or at least 20 degrees. The first, second, third and fourth angle of incidence may differ om may be the same. The first, second, third, fourth surface 401 402 403 404 are oriented differently so that the first surface 401 is configured to guide a first part of the gas towards a first internal surface region of the fuel gas nozzle, the second surface 402 is configured to guide a second part of the gas towards a second internal surface region of the fuel gas nozzle, the third surface 403 is configured to guide a third part of the gas towards a third internal surface region of the fuel gas nozzle, and the fourth surface 404 is configured to guide a fourth part of the gas towards a fourth internal surface region of the fuel gas nozzle.
    Fig. 5a-b show a flow altering element 500 according to an embodiment of the invention, where fig. 5a shows a top view and fig. 5b shows a perspective view. The flow altering element 500 comprises a first
    DK 2018 70806 A1 channel 501 extending along a centerline 507 and a second channel 502 extending along a centerline 506, the first channel 501 having an inlet 503 and an outlet, the second channel 502 having an inlet and an outlet 505, the outlet of the first channel 501 being connected to the inlet of the second channel 502, and where the angle between the directional vector of the centerline of the first channel 507 and the directional vector of the centerline of the second channel 506 is at least 30 degrees, 60 degrees or 80 degrees,
    i.e. in this embodiment 90 degrees. The first channel 501 is furthermore arranged of-centered from the second channel, i.e. so that the center line of the first channel 501 does not cross the center line of the second channel 502 e.g. the distance between the two center lines 501 502 may be at least 5% of the average diameter of the outlet 505 of the second channel.
    Although some embodiments have been described and shown in detail, the invention is not restricted to them, but may also be embodied in other ways within the scope of the subject matter defined in the following claims. In particular, it is to be understood that other embodiments may be utilised and structural and functional modifications may be made without departing from the scope of the present invention.
    In device claims enumerating several means, several of these means can be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims or described in different embodiments does not indicate that a combination of these measures cannot be used to advantage.
    It should be emphasized that the term comprises/comprising when used in this specification is taken to specify the presence of stated features, integers, steps or components but does not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof.
    权利要求:
    Claims (10)
    [1] Claims:
    1. A two-stroke uniflow scavenged crosshead internal combustion engine having a plurality of cylinders, wherein the two-stroke internal combustion engine is configured to inject into at least one of the cylinders a fuel gas via a fuel gas supply system, the fuel gas supply system comprising for the at least one cylinder one or more fuel gas valves configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the one or more fuel gas valves having a fuel gas nozzle having one or more nozzle outlets for providing fuel gas to the interior of the cylinder wherein the fuel gas nozzle is configured to introduce a rotational movement in the fuel gas.
    [2] 2. A two-stroke internal combustion engine according to claim 1, wherein the fuel gas nozzle comprises a flow altering element configured to introduce the rotational movement in the gas.
    [3] 3. A two-stroke internal combustion engine according to claims 1 or 2, wherein the flow altering element is configured to guide a first part of the gas in a first direction.
    [4] 4. A two-stroke internal combustion engine according to claim 3, wherein the flow altering element is further configured to guide a second part of the fuel gas in a second direction..
    [5] 5. A two-stroke internal combustion engine according to claims 3 or 4, wherein the flow altering element comprises a first channel configured to guide the first part of the gas in the first direction.
    DK 2018 70806 A1
    [6] 6. A two-stroke internal combustion engine according to any one of claims 2 to 5, wherein the flow altering element comprises a first surface having an angle of incidence relative to the flow direction of the fuel gas upstream of the flow altering element of at least 5 degrees, at least 10 degrees, or at least 20 degrees.
    [7] 7. A two-stroke internal combustion engine according to any one of claims 1 to 6, wherein the fuel gas supply system comprises for at least one of the cylinders a first nozzle outlet and a second nozzle outlet, wherein the fuel gas supply system is configured to introduce a rotational movement in the fuel gas exiting the first nozzle outlet and the second nozzle outlet, so that the rotational movement of the fuel gas exiting the first nozzle outlet is stronger than the rotational movement of the fuel gas exiting the second nozzle outlet.
    [8] 8. A two-stroke internal combustion engine according to claim 7, wherein the fuel gas supply system comprises for at least one of the cylinders a first fuel gas valve and a second fuel gas valve, the first fuel gas valve and the second fuel gas valve are configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the first fuel gas valve and the second fuel gas valve have a fuel gas nozzle, and wherein the first nozzle outlet is a nozzle outlet of the fuel gas nozzle of the first fuel gas valve and the second nozzle outlet is a nozzle outlet of the fuel gas nozzle of the second fuel gas valve.
    [9] 9. A two-stroke internal combustion engine according to claim 7, wherein the fuel gas supply system comprises for at least one of the cylinders a first fuel gas valve configured to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the first fuel gas valve has a fuel gas nozzle, and wherein both
    DK 2018 70806 A1 the first nozzle outlet and the second nozzle outlet are nozzle outlets of the fuel gas nozzle of the first fuel gas valve.
    [10] 10. A fuel gas valve for a two stroke internal combustion engine according to
    5 any one of claims 1 to 9, wherein the fuel gas valve is adapted to inject fuel gas into the cylinder during the compression stroke enabling the fuel gas to mix with scavenge air and allowing the mixture of scavenge air and fuel gas to be compressed before being ignited, the fuel gas valve has a fuel gas nozzle, the fuel gas nozzle having one or more nozzle outlets for providing
    10 fuel gas to the interior of the cylinder, wherein the fuel gas nozzle is configured to introduce a rotational movement in the fuel gas.
    类似技术:
    公开号 | 公开日 | 专利标题
    US20080127947A1|2008-06-05|OPOC engine
    JP6721647B2|2020-07-15|Large uniflow scavenging two-cycle gas fuel engine and operating method of large uniflow scavenging two-cycle gas fuel engine
    US10451012B2|2019-10-22|Gaseous fuel combustion apparatus for an internal combustion engine
    KR920701621A|1992-08-12|2-stroke internal combustion engine with diesel-compressed ignition
    DK180103B1|2020-05-04|Internal combustion engine
    CN113396274A|2021-09-14|Engine assembly
    DK180388B1|2021-03-05|Internal combustion engine
    DK180375B1|2021-02-12|Internal combustion engine
    JP2021195953A|2021-12-27|Internal combustion engine
    KR20210008298A|2021-01-21|Internal combustion engine
    JP2022019616A|2022-01-27|Internal combustion engine
    RU2344299C1|2009-01-20|Two-stroke gasoline engine with direct injection of fuel and electronic control system
    WO2021110229A1|2021-06-10|Internal combustion engine
    JP2020070804A|2020-05-07|Large 2-stroke uniflow scavenging gas fuel engine and method of reducing preignition or diesel knocking
    RU206492U1|2021-09-14|Fuel supply and ignition system for a two-stroke gas engine with oppositely moving pistons
    KR20220021441A|2022-02-22|How to inject ammonia fuel into a reciprocating engine
    Ishii et al.2004|Application of air-fuel mixture injection to lean-burn engines for small motorcycles
    RU31405U1|2003-08-10|Internal combustion engine |
    同族专利:
    公开号 | 公开日
    KR102272824B1|2021-07-06|
    JP6866462B2|2021-04-28|
    DK180103B1|2020-05-04|
    CN111305976A|2020-06-19|
    KR20200072428A|2020-06-22|
    JP2020097935A|2020-06-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB2193252B|1986-08-01|1991-02-06|Orbital Eng Pty|Improvements relating to the injection of fuel to an engine|
    KR100525039B1|2004-03-08|2005-10-31|보광산업개발주식회사|Internal combustion engine having fuel mixing means installed in intake port|
    KR100643823B1|2004-04-29|2006-11-10|엠에이엔비앤드떠블유 디젤 에이/에스|A crosshead Diesel engine having cylinders with combustion chambers, and a method of injecting fuel in such engine|
    JP4510126B2|2008-05-13|2010-07-21|エムエーエヌ・ディーゼル・フィリアル・アフ・エムエーエヌ・ディーゼル・エスイー・ティスクランド|Exhaust valves for large two-cycle diesel engines, processes for reducing NOx formation in such engines, and such engines|
    CN201539339U|2009-11-06|2010-08-04|北京理工大学|Rotating-wheel liquid fuel injector|
    GB201001562D0|2010-01-29|2010-03-17|Ricardo Uk Ltd|Direct injection diesel|
    JP5983196B2|2012-08-31|2016-08-31|株式会社Ihi|Uniflow scavenging 2-cycle engine|
    KR102338124B1|2016-10-17|2021-12-13|한국조선해양 주식회사|Engine for Ship|
    法律状态:
    2020-05-04| PAT| Application published|Effective date: 20200504 |
    2020-05-04| PME| Patent granted|Effective date: 20200504 |
    优先权:
    申请号 | 申请日 | 专利标题
    DKPA201870806A|DK180103B1|2018-12-11|2018-12-11|Internal combustion engine|DKPA201870806A| DK180103B1|2018-12-11|2018-12-11|Internal combustion engine|
    CN201911154514.1A| CN111305976A|2018-12-11|2019-11-22|Internal combustion engine|
    JP2019222822A| JP6866462B2|2018-12-11|2019-12-10|Internal combustion engine|
    KR1020190164558A| KR102272824B1|2018-12-11|2019-12-11|Internal combustion engine|
    [返回顶部]