WO2016198726A1 - Procédé de fonctionnement d'un moteur à combustion interne à piston par la combustion d'un combustible gazeux dans le moteur et système d'admission de charge pour moteur à combustion interne à piston suralimenté - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne à piston par la combustion d'un combustible gazeux dans le moteur et système d'admission de charge pour moteur à combustion interne à piston suralimenté Download PDF

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Publication number
WO2016198726A1
WO2016198726A1 PCT/FI2015/050406 FI2015050406W WO2016198726A1 WO 2016198726 A1 WO2016198726 A1 WO 2016198726A1 FI 2015050406 W FI2015050406 W FI 2015050406W WO 2016198726 A1 WO2016198726 A1 WO 2016198726A1
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WO
WIPO (PCT)
Prior art keywords
fuel
engine
air
cylinder
mixing chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/FI2015/050406
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English (en)
Inventor
Éric LENDORMY
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wartsila Finland Oy
Original Assignee
Wartsila Finland Oy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wartsila Finland Oy filed Critical Wartsila Finland Oy
Priority to PCT/FI2015/050406 priority Critical patent/WO2016198726A1/fr
Publication of WO2016198726A1 publication Critical patent/WO2016198726A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/026—Measuring or estimating parameters related to the fuel supply system
    • F02D19/027—Determining the fuel pressure, temperature or volume flow, the fuel tank fill level or a valve position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a method of operating an internal combustion piston engine by combusting gaseous fuel in the engine according to the preamble of claim 1.
  • the present invention relates also to a charge admission system for a supercharged internal combustion piston engine.
  • Gas fired engines e.g., natural gas fired engines
  • gas admission valves to admit the natural gas into the intake channel in internal combustion engines.
  • solenoid operated gas admission valves SOGAVs
  • a SOGAV may be an electrically actuated, high response gas admission valve for in-manifold or port fuel admission.
  • the SOGAV may be designed for use on four- cycle, turbocharged, natural gas or dual-fuel engines. Typically, one SOGAV is required for each cylinder of the engine. Introduction of gaseous fuel into the intake channel brings certain advantages and some challenges.
  • Publication WO 201 1/045026 A1 discloses a gas fuel admission system for a gas fired engines.
  • An engine gas inlet is configured to direct gas into the at least one combustion chamber.
  • An intake air inlet is connected to the combustion chamber.
  • the fuel admission system comprises a gas pressure relief device that is fluidly connected to the gas con- duit.
  • the gas pressure relief device is configured to relieve overpressure of the gas in the gas supply conduit.
  • Publication US 2003/0140902 A1 relates to compressed natural gas direct injection into the internal combustion engine. There is shown a controllable device for injecting compressed natural gas. The natural gas is injected between 210° and 90° crank angle before top dead center of the piston. Air is introduced into the combustion chamber via an intake channel when the intake valve is open.
  • compressed natural gas injection system for gaseous fuel engines includes an electronic control unit controlling injection timing to inject compressed gas into cylinders as each piston near its top dead center position.
  • a problem which may arise in gas fired engines supplied with gas fuel via a gas fuel admission system comprising a gas fuel admission device arranged in connection with a combustion chamber of the engine is that the gaseous fuel and air are not mixed well with each other in the combustion chamber.
  • An object of the invention is to provide a method of operating an internal combustion piston engine wherein mixing of gaseous fuel and combustion air in the combustion chamber is improved compared to the prior art solutions.
  • An object of the invention is met by a method of operating an internal combustion piston engine by combusting gaseous fuel in the engine, wherein
  • the second portion of the pressurized air injected into the fuel mixing chamber is mixed with the gaseous fuel forming an air-fuel mixture
  • the air-fuel mixture is admitted to the combustion chamber of a cylinder of the engine while the piston of the cylinder is at a region of the bottom dead center
  • the gaseous fuel is ignited and combusted in the combustion chamber of the engine.
  • crank angles (CA) referred to herein uses a reference point 0 degrees of CA at piston top dead center during intake stroke applied to a four stoke engine.
  • a crank angle 180 deg.CA corresponds to the exact bottom dead center of the piston.
  • the region of the bottom dead center is 45 - 315 deg. CA, and thus the air-fuel mixture is admitted to the combustion chamber of a cylinder of the engine while the piston of the cylinder is at a position of 45 - 315 deg. CA.
  • the air-fuel mixture is admitted to the combustion chamber of the cylinder of the engine after an inlet valve of the cylinder has been closed and the piston of the cylin- der is at a position of 45 - 315 deg. CA.
  • the first portion of air is introduced into the combustion chamber prior to the introduction of air-fuel mixture.
  • the inlet valve has been closed early before the bottom dead center the pressure in the cylinder decreases and the circumstances for admission the air-fuel mixture into the com- bustion chamber of a cylinder are favourable.
  • the air-fuel mixture is admitted to the combustion chamber of the cylinder of the engine after an inlet valve of the cylinder has been closed and the piston of the cylinder is at a position of 45 - 315 deg. CA.
  • the pressure in the cylinder is determined and the air-fuel mixture is admitted to the combustion chamber of the cylinder during the determined pressure in the cylin- der is lower than the second pressure of the gaseous fuel. This way the pressure in the cylinder facilitates for admission of the air-fuel mixture into the combustion chamber.
  • the pressure in the cylinder is determined by measuring the pressure with one or more pressure sensors. [0018] According to an embodiment of the invention, the pressure in the cylinder is determined by estimation based on predetermined engine's control instructions. [0019] According to an embodiment of the invention, the first pressure is higher than the second pressure. In other words, the pressure in the air receiver is higher than the pressure in the fuel mixing chamber.
  • the method com- prises a step of controlling an injection of the second portion of the air into the fuel mixing chamber with a valve element.
  • the valve element is a check valve wherein back flow is prevented. In other words a flow from the fuel mixing chamber into the air receiver is prevented.
  • the method comprises a step of controlling a mass ratio of the air and gaseous fuel in the fuel mixing chamber to be in a range of 1 :1 to 10:1.
  • the air-fuel mixture is mixed with the first portion of the pressurized air in the combustion chamber.
  • a charge admission system for a supercharged internal combustion piston engine comprising a. a charge air supply system, comprising
  • At least one fuel mixing chamber being connected to at least one cylinder of the engine
  • the charge air supply system comprises a conduit for introducing a portion of the pressurized air from the air receiver into the fuel mixing chamber so as to form an air- fuel mixture in the fuel mixing chamber.
  • the gaseous fuel supply system comprises only one fuel mixing chamber being common to all cylinders of the engine.
  • the fuel mixing chamber can be called as a gaseous fuel rail.
  • each cylinder of the engine is provided with a dedicated fuel mixing chamber.
  • each cylinder of the engine is provided with its own fuel mixing chamber.
  • a number of fuel mixing chambers equals to a number of cylinders.
  • each cylinder of the engine is provided with at least one fuel mixing chamber being common to at least two cylinders of the engine.
  • the charge admission system comprises a control unit, which control unit comprises instructions to introduce using a feeding means a portion of the pressur- ized air from the air receiver via an intake channel into the combustion chamber of the engine.
  • the charge admission system comprises the control unit, which control unit comprises in- structions to admit the air-fuel mixture from the fuel mixing chamber into the combustion chamber of a cylinder of the engine while a piston of the cylinder is at a position of 45 - 315 deg. CA.
  • control unit comprises the instructions to admit the fuel-air mixture into the combustion chamber of the cylinder of the engine after an inlet valve of the cylinder has been closed and when the piston of the engine is at a position of 45 - 315 deg. CA.
  • one or more pressure sensors are arranged to measure pressure in the cylinder.
  • control unit comprises instructions to estimate prevailing pressure in the cylinder.
  • control unit is arranged to control a valve element for controlling an injection of fuel-air mixture into the combustion chamber.
  • the conduit for introducing a portion of the pressurized air from the air receiver into the fuel mixing chamber is provided with a valve element for controlling the introduction of the pressurized air into the fuel mixing chamber.
  • the conduit for introducing a portion of the pressurized air from the air receiver into the fuel mixing chamber is provided with a valve wherein back flow is prevented.
  • the conduit for introducing a portion of the pressurized air from the air receiver into the fuel mixing chamber is provided with a check valve wherein back flow is prevented.
  • control unit comprises instructions to maintain pressure in the fuel mixing chamber depending at least one of a charge pressure, a cylinder pressure or inlet valve timing maps.
  • the inlet valve maps are based on the Miller cycle.
  • FIG. 1 illustrates a charge admission system of a supercharged internal combustion piston engine according to an embodiment of the invention
  • FIG. 2 illustrates more in detail the charge admission system of a supercharged internal combustion piston engine according to an embodiment of the invention
  • FIG. 3 illustrates a method according to an embodiment of the invention. Detailed Description of Drawings
  • Figure 1 depicts schematically a charge admission system 10 of a supercharged internal combustion piston engine 20.
  • the engine 20 is a gas fired engine and it may comprise one or more combustion chambers 26 supplied with air and combustible gas i.e. gaseous fuel, such as natural gas.
  • the charge admission system 10 comprises an air supply system 1 1 , a gaseous fuel supply system 15 and a control unit 40.
  • the charge air supply system 1 1 comprises an air receiver 12, a supercharger unit 34 and intake channels 14.
  • the gaseous fuel supply system 15 comprises a fuel mixing chamber 16 and means for controlling pressure 31 of the gas in the fuel mixing chamber 16.
  • the gaseous fuel supply system 15 comprises also fuel injection means, such as gas solenoid controlled injectors (not shown) suitable for introducing a controlled amount of gas from the fuel mixing chamber 16 directly into each combustion chamber 26 of the engine 20.
  • the means 31 for controlling the pressure may be a part of a gaseous fuel source 30.
  • the fuel injection means may be a needle valve, a disk valve or any suitable gas admission valve,
  • the control unit 40 is arranged to control the operation of the supercharger unit 34 and thus the pressure in the air receiver 12.
  • a signal line 47 depicts schematically an information transfer between the super- charger unit 34 and the control unit 40.
  • the super charger unit 34 is provided with a mechanical actuator system effecting on the performance of the supercharger, known as such. Combustion air is pressurized to a first pressure by means the super charger by controlling the operation of the supercharger 34 accordingly.
  • the intake channels 14 are arranged to connect the air receiver 12 with the each combustion chamber 26 of the engine 20 dependent on the positions of the intake valves. Thus, the pressurized air is introduced from the air receiver 12 into the combustion chamber 26 of the engine 20.
  • the control unit 40 comprises instructions to introduce a first portion of the pressurized air from the air receiver 12 into the combustion chamber 26 of the engine 20.
  • Figure 1 depicts a signal line 42 for transferring a signal or signals from the control unit 40 to the air receiver 12 for controlling the pressure of the air in the receiver and thus the introduction of the air into the com- bustion chambers 26 of the engine 20.
  • the fuel mixing chamber 16 is arranged in flow communication via a conduit 36 with a gaseous fuel source 30 such as a gaseous fuel tank arrangement facilitating the gas supply into the rail.
  • a gaseous fuel source 30 such as a gaseous fuel tank arrangement facilitating the gas supply into the rail.
  • the fuel rail 16 may be a ductwork, or a manifold arranged to distribute the fuel into each cylinder.
  • the control unit 40 comprises instructions to control a feed of gaseous fuel from the gaseous fuel source 30 via the conduit 36 into the fuel mixing chamber 16 such that a predetermined second pressure is maintained in the fuel mixing chamber 16.
  • Figure 1 depicts a signal line 43 for transferring a signal or signals from the control unit 40 to gaseous fuel source 30 for feeding an adequate amount of fuel from the gaseous fuel source 30 into the fuel mixing chamber 16.
  • the conduit 32 is arranged extending between the air receiver and the fuel mixing chamber 16.
  • the air receiver 12 is controllably arranged 33 in flow communication via a conduit 32 with the fuel mixing chamber 16 of the gaseous fuel supply system 15.
  • the conduit is provided with a valve 33 for controlling the introduction of the air into the gas in the rail 16.
  • the valve 33 is according to an embodiment of the invention an on/off valve and the flow rate control is accomplished be pressure difference between the air receiver and the fuel mixing chamber 16.
  • the valve 33 is a check valve or alike which prevents a back flow from the fuel mixing chamber 16 to the air receiver 12.
  • the conduit 32 is arranged to be suitable for introducing a portion of the pressurized air from the air receiver 12 into the fuel mixing chamber 16.
  • the control unit 40 comprises instructions to introduce the second portion of the air from the air receiver 12 into the fuel mixing chamber 16.
  • an air-fuel mixture is formed in the fuel mixing chamber 16.
  • the air-fuel mixture is maintained at a second pressure in the fuel mixing chamber 16.
  • a mass ratio of the air and gaseous fuel in the fuel mixing chamber 16 is maintained in a range of 1 :1 to 10:1.
  • the control unit 40 comprises instructions to maintain the air-fuel mixture at the second pressure in the fuel mixing chamber 16.
  • a signal line 46 from the gaseous fuel 16 to the control unit 40 indicates information transfer.
  • the fuel mixing chamber 16 is further controllably connected to the combustion chambers 26 of each cylinder 22 via a conduit 18. Specifically, each cylinder 22 is provided with its own conduit 18 leading from the combustion chamber 26 to the fuel mixing chamber 16. Thus gaseous fuel- air mixture is introducible from the fuel mixing chamber 16 di- rectly into the combustion chamber 26 of the engine 20.
  • the fuel mixing chamber 16 is common to at least two cylinders 22 of the engine 20, but illustrated here as being common to all the cylinders 22 of the engine.
  • the air-fuel mixture is admitted from the fuel mixing chamber 16 into the corresponding combustion chamber 26 of the cylinder 22 while a piston 24 of the cylinder 22 is advantageously at a position range of 45 - 315 crank angle degree.
  • a mass of an injection of air-fuel mixture is increased and thus the mixing is efficient.
  • the air-fuel mixture is mixed with the first portion of the pressurized air in the combustion chamber 26.
  • the gaseous fuel is ignited and combusted in the combustion chamber 26 of the engine 20.
  • the ignition of charge may be accomplished in many ways known as such. Air assists the introduction of the gaseous fuel into the combustion chamber 26 and considerably improves the gaseous fuel to mix with the first portion of the air in the combustion chamber. This enhances the overall combustion process.
  • the pressure in the fuel mixing chamber 16 is maintained at lower level than pressure in the cylinder 22 at least when the inlet valve 28 is open and the piston is moving towards the top bottom center.
  • FIG. 2 illustrates the charge air system 10 of the engine 20 ac- cording to Figure 1 in more detailed manner. Same features are shown with same reference characters.
  • the conduit 32 between the air receiver 12 and the fuel mixing chamber 16 is provided with a valve element 33.
  • the control unit 40 is arranged to control the valve element 33.
  • the valve element 33 controls a flow of air from the air receiver 12 into the fuel mix- ing chamber 16.
  • the valve element 33 is an on-off valve by mean of which it is possible to open or close the flow communication between the air receiver 12 and the fuel mixing chamber 16.
  • the conduit 32 is provided with a check valve 37 whereas the flow from the receiver to the fuel rail is allowed but back flow is prevented.
  • the conduit 32 is provided with two valves: the on-off valve element 33 and the check valve 37.
  • the on-off valve element 33 and the check valve 37 is designed as a single valve element having these two functions (gas quantity control and unidirectional flow for safety).
  • one valve element acts as an on-off valve and a check valve.
  • the mass ratio of the air and gaseous fuel i.e. the air-fuel mixture is maintained at an adequate level in the fuel mixing chamber 16 by controlling the pressure ratios between the receiver, the fuel rail and the combustion chamber.
  • the fuel mixing chamber 16 is pressurized to lower pressure than the air receiver 12 whereas the first pressure is higher than the second pressure.
  • the control unit 40 comprises instructions to maintain pressure in the fuel mixing chamber 16 to be lower than that in the air receiver 12.
  • the control unit 40 comprises instructions to maintain pressure in the fuel mixing chamber 16 using a feedback of at least one of a charge pressure, a cylinder pressure or inlet valve timing maps stored or made available to the control unit 40.
  • the pressure in the cylinder 22 is determined by means of one or more pressure sensors 50.
  • the control unit 40 comprises instructions to measure the pressure prevailing in the cylinder 22 with the pressure sensor or pressure sensors 50.
  • the pressure sensor 50 communicates with the control unit 40 via a signal line 45.
  • the air-mixture from the fuel mixing chamber 16 is admitted into the combustion chamber 26 of the cylinder 22 during the determined pressure in the cylinder 22 is lower than the pressure of the gaseous fuel.
  • the intake channel 14 is provided with an inlet valve 28.
  • the inlet valve 28 controls an introduction of air into the combustion chamber 26.
  • the inlet valve 28 is in its closing position, in Figure 2, that is the air flow from the air receiver 12 to the combustion chamber 26 is prevented.
  • the control unit 40 is arranged to control an operation of the inlet valve 28 as depicted with a line 48. When the inlet valve 28 is open, the first portion of the pressurized air is introduced from the air receiver 12 into the com- bustion chamber 26.
  • the control unit 40 comprises the instructions to admit the fuel-air mixture from the fuel mixing chamber 16 into the combustion chamber 26 of the cylinder 22 of the engine 20 after the inlet valve 28 of the cylinder 22 has been closed.
  • the air-fuel mixture from the fuel mixing chamber 16 is admitted into the combustion chamber 26 when the piston 24 of the engine is at a position range of 45 - 315 deg. CA.
  • the operation of the inlet valve refers to a so-called Miller cycle.
  • the Miller cycle is disclosed e.g. in US Patent No. 2,670,595 A which is incorporated herein as a reference for operating the inlet valve. In the Miller cycle, the inlet valve 28 is closed before the piston 24 reaches the bottom dead center after the intake stroke.
  • the closing may be activated as early as at 45 deg.CA.
  • the charge or air in the cylinder expands resulting in decreasing the pressure and the temperature or the charge.
  • the air-fuel mixture is fed into the combustion chamber 26 during the Miller timing, i.e. after the inlet valve has been closed and the piston is advancing towards the bottom dead center so as to take advantage of the pressure difference.
  • the inlet valve 28 is closed, the air-fuel mixture is introduced into the combustion chamber 26.
  • the air-fuel mixture and the first portion of pressurized air is mixed.
  • gaseous fuel is ignited and combusted in the combustion chamber 26 of the engine 20.
  • the conduit 18 is provided with a fuel injection means19 for injecting the air-fuel mixture into the combustion chamber 26.
  • the fuel injection means 19 is called as a gas admission valve.
  • the fuel injection means 19 is called as an injector.
  • the fuel injection means 19 is arranged to the cylinder head of the engine 20.
  • the fuel injection means 19 is provided with a valve element 38 so as to control an injection of air-fuel mixture into the combustion chamber 26.
  • the valve element 38 is a disk valve.
  • the control unit 40 is arranged to control the valve element 38 for controlling an injection of fuel-air mixture into the combus- tion chamber 26.
  • Figure 2 illustrates the piston 24 which is arranged to move in a reciprocating manner in the cylinder 22 of the engine 20.
  • the combustion chamber 26 is delimited by the piston 24, the cylinder 22 and a cylinder head 60.
  • the control unit 40 comprises instructions to detect a crank angle degree as depicted with a signal line 44.
  • FIG. 2 also illustrates an embodiment of the invention according to which each cylinder is provided with a dedicated air - fuel mixing chamber 16. This way the fuel composition may be controlled more precisely or individually for each cylinder.
  • each cylinder 22 of the engine 20 is provided with its own fuel mixing chamber 16.
  • a number of fuel mixing chambers 16 equals to a number of cylinders 22.
  • Figure 2 also illustrates an embodiment of the invention according to which each fuel mixing chamber 16 is provided with a dedicated means 31 for controlling the pressure of the gas in the fuel mixing chamber 16.
  • a number of fuel mixing chambers 16 equals to a number of means 31 for controlling the pressure of the gas in the fuel mixing chamber 16.
  • one fuel mixing chamber may be arranged to serve one or more cylinders of the engine.
  • FIG. 3 illustrates schematically a method according to an embodiment of the invention.
  • the crank angle in the horizontal axis and pressure in the vertical axis uses a reference point 0 degrees of CA at piston top dead center during intake stroke applied to a four stoke engine.
  • a crank angle 180 deg.CA corresponds to the exact bottom dead center of the piston and 360 deg.CA relates naturally to the top dead center after compression stroke in a four stroke engine.
  • the curve 58 depicts the pressure in a combustion chamber of a cylinder. During the intake stroke the pressure in the combustion chamber is mainly ruled by the charge air pressure in the receiver 52.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un moteur à combustion interne à piston (20), de l'air de combustion étant mis sous pression à une première pression, et du combustible gazeux étant maintenu à une deuxième pression dans une chambre de mélange de combustible (16) pour l'introduction de combustible gazeux directement dans la chambre de combustion (26) du moteur (20). Une première partie de l'air sous pression est introduite dans la chambre de combustion (26) du moteur (20), une deuxième partie de l'air sous pression est injectée dans la chambre de mélange de combustible (16), et la deuxième partie de l'air sous pression injectée dans la chambre de mélange (16) est mélangée avec le carburant gazeux formant un mélange air-combustible, qui est admis dans la chambre de combustion (26) d'un cylindre (22) du moteur (20) tandis que le piston (24) du cylindre (22) se situe au point mort bas, et le combustible gazeux est allumé. L'invention concerne également un système d'admission de charge (10) pour un moteur à combustion interne à piston (20) suralimenté.
PCT/FI2015/050406 2015-06-10 2015-06-10 Procédé de fonctionnement d'un moteur à combustion interne à piston par la combustion d'un combustible gazeux dans le moteur et système d'admission de charge pour moteur à combustion interne à piston suralimenté Ceased WO2016198726A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/FI2015/050406 WO2016198726A1 (fr) 2015-06-10 2015-06-10 Procédé de fonctionnement d'un moteur à combustion interne à piston par la combustion d'un combustible gazeux dans le moteur et système d'admission de charge pour moteur à combustion interne à piston suralimenté

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PCT/FI2015/050406 WO2016198726A1 (fr) 2015-06-10 2015-06-10 Procédé de fonctionnement d'un moteur à combustion interne à piston par la combustion d'un combustible gazeux dans le moteur et système d'admission de charge pour moteur à combustion interne à piston suralimenté

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112177762A (zh) * 2019-07-05 2021-01-05 曼能解决方案（曼能解决方案德国股份公司）分公司 具有气体燃料模式的大型二冲程直流扫气式发动机

Citations (7)

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US2670595A (en) 1949-10-19 1954-03-02 Miller Ralph High-pressure supercharging system
US5150692A (en) * 1991-12-16 1992-09-29 General Motors Corporation System for controlling air supply pressure in a pneumatic direct fuel injected internal combustion engine
US20030140902A1 (en) 2002-01-30 2003-07-31 Klaus Seifert CNG direct-injection into IC engine
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