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EP4390102A1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

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Publication number
EP4390102A1
EP4390102A1 EP23216604.1A EP23216604A EP4390102A1 EP 4390102 A1 EP4390102 A1 EP 4390102A1 EP 23216604 A EP23216604 A EP 23216604A EP 4390102 A1 EP4390102 A1 EP 4390102A1
Authority
EP
European Patent Office
Prior art keywords
fuel
ignite
injection nozzle
willing
unwilling
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.)
Pending
Application number
EP23216604.1A
Other languages
English (en)
French (fr)
Inventor
German Weisser
Christophe Barro
Andreas Schmid
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.)
Wingd Ltd
Original Assignee
Winterthur Gas and Diesel AG
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 Winterthur Gas and Diesel AG filed Critical Winterthur Gas and Diesel AG
Publication of EP4390102A1 publication Critical patent/EP4390102A1/de
Pending 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0663—Details related to the fuel injector or the fuel spray having multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F02B23/0624—Swirl flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B7/00—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel
    • 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
    • F02D19/06—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • 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
    • F02D19/06—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • 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
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/04—Two-stroke combustion engines with electronic control

Definitions

  • the present invention is related to an internal combustion engine and to a method for operating an internal combustion engine according to the preambles of the independent claims.
  • the present invention preferably relates to an internal combustion engine like a large marine or ship engine or a stationary engine whose cylinders have an inner diameter of at least 200 mm.
  • the engine preferably is a two-stroke engine or a two-stroke cross head engine.
  • the engine can be a gas engine, a dual fuel or a multi fuel engine. Burning of liquid and or gaseous fuels in such engines is possible as well as self-igniting or forced igniting.
  • the internal combustion engine can be a longitudinally flushed two-stroke engine.
  • Engine speed is preferably below 800 RPM, especially for 4-stroke engines, and more preferably below 200 RPM, especially for 2-stroke engines, which indicates the designation of low-speed engines.
  • internal combustion engine in particular includes dual-fuel engines and large engines in which the self-ignition of a first fuel, also called pilot, is used for the positive ignition of another fuel, also called main fuel.
  • a fuel willing to ignite may be a Diesel fuel or another liquid fuel with similar properties from either synthetic or biological origin.
  • any fuel less willing to ignite than a fuel willing to ignite is included in the category fuel unwilling to ignite.
  • This category includes Otto-fuels, in particular alcohol fuels, such as a pure methanol fuels or ethanol fuels, either of the two mixed with water or other solvents, or other fuels such as LNG, LPG or ammonia (pure or mixed with water or other solvents) .
  • fuels willing to ignite and fuels unwilling to ignite preferably are liquid fuels.
  • the ignition of such fuels in the engine cylinder is a serious technical challenge due to their particular ignition and combustion properties, such as limited flammability, a high autoignition temperature, for example at least 100°C, and minimum ignition energy.
  • the high latent heat of evaporation associated with some of these fuels compared to conventional fuels like, for instance, Diesel or HFO may trigger a cooling effect that acts as further inhibiting factor for ignition.
  • DE102019134628A1 discloses a method for operating an engine, wherein a fuel which is unwilling to ignite is burned in a combustion chamber of the at least one cylinder and is ignited for this purpose with the aid of a fuel which is willing to ignite.
  • the fuel unwilling to ignite is introduced into the combustion chamber of the respective cylinder via a main injection at the same time as an injection of the fuel willing to ignite and/or at a time after the injection of the fuel which is willing to ignite.
  • the fuel that is unwilling to ignite is also introduced into the combustion chamber of the respective cylinder via at least one additional injection at a time before the injection of the fuel willing to ignite.
  • a first injection device for introducing ignition-unwilling fuel is arranged close a second injection device for introducing fuel which is willing to ignite, such that a mixture of fuels can be achieved.
  • EP0586775 A1 discloses to inject fuel by means of at least two injection nozzles, which are arranged in such a way in the combustion chamber that the fuel jets emerging from one injection nozzle do not influence those emerging from the others.
  • an internal combustion engine has at least one cylinder.
  • the cylinder preferably has an inner diameter of at least 200mm.
  • the engine in particular is a dual-fuel engine.
  • the internal combustion engine preferably is a large two-stroke internal combustion engine, more preferably a longitudinally flushed large engine.
  • the internal combustion engine comprises a reciprocating piston, which is arranged to move back and forth along a cylinder axis between a lower reversal point (BDC) and an upper reversal point (TDC).
  • a cylinder cover and a cylinder wall together with the piston delimits a combustion chamber.
  • an exhaust valve is arranged in the cylinder cover by which combustion gases can be removed from the combustion chamber.
  • a scavenging port may be arranged in the cylinder wall close to the lower reversal point, through which combustion air can enter the combustion chamber.
  • Said combustion air may consist of pure air or mixtures of oxygen with increased fractions of inert gas such as mixtures of air with recirculated exhaust gas.
  • the internal combustion engine comprises at least two main injection nozzles, preferably two or three main injection nozzles, for injecting of a, preferably liquid, fuel unwilling to ignite.
  • the main injection nozzles may be arranged in the combustion chamber in such a way that the fuel jets emerging from one main injection nozzle in each case do not influence the fuel jets emerging from the other main injection nozzles in each case.
  • the main nozzles are arranged equidistantly in circumferential direction on the same level of the cylinder axis.
  • the internal combustion engine comprises at least one pilot injection nozzle for injecting a, preferably liquid, fuel willing to ignite.
  • Each of the main injection nozzles and/or each of the pilot injection nozzles may comprise three to seven injection holes.
  • the holes may have a diameter from 0.3 to 2.5 mm.
  • the internal combustion engine may comprise dedicated pilot fuel injectors to be used as pilot injection nozzles.
  • backup fuel injectors can be used for dosing fuel willing to ignite.
  • Each pilot injection nozzle is arranged near a corresponding main injection nozzle.
  • near means that a pilot injection nozzle is arranged in the proximity of a main injection nozzle, i.e. the distance between a pilot injection nozzle and a near main injection nozzle is smaller than between a main injection nozzle and an adjacent main injection nozzle.
  • the main injection nozzle may be distanced from the next nearest main injection nozzle by at least 25°, preferably by at least 60°, 90° or 120°. If the cylinder comprises only two main injection nozzles, the main injection nozzles may be distanced by 180°, if the cylinder comprises three main injection nozzles, the main injection nozzles may be distanced by 120°. The distance between a main injection nozzle and a corresponding pilot injection nozzle may be smaller than 35°.
  • the angle refers to a circumferential distance with respect to the cylinder axis in a plane perpendicular to the cylinder axis.
  • the number of pilot injection nozzles is smaller than or equal to the number of main injection nozzles.
  • the cylinder comprises the same number of pilot injection nozzles as for the main injection nozzles.
  • the engine can be operated in different injection modes as explained below.
  • the internal combustion engine comprises a control unit suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that fuel willing to ignite is injected into the combustion chamber via the pilot injection nozzles jointly with a fuel unwilling to ignite via a corresponding main injection nozzle.
  • injected means that the fuel willing to ignite is injected at the same time as an injection of the fuel unwilling to ignite and/or at a time shortly before or after the injection of the fuel unwilling to ignite via the corresponding main nozzles, preferably within a time interval of ⁇ 4°CA, more preferably within a time interval of ⁇ 3°CA.
  • a time interval is measured in units of the power cycle which are given as differences of respective crank angles.
  • a whole power cycle has the duration of 360°CA in two-stroke engines and 720° in 4-stroke engines.
  • the control unit is further suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that at least one main injection nozzle ejects fuel unwilling to ignite without fuel willing to ignite being introduced into the combustion chamber via a corresponding pilot injection nozzle.
  • the respective main injection nozzle may or may not have a corresponding pilot injection nozzle which is arranged nearby.
  • the control unit hence is suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles such that fuel willing to ignite always is injected jointly with fuel unwilling to ignite, whereas fuel unwilling to ignite may be injected without fuel willing to ignite.
  • the control unit may be configured for setting an amount of injected fuel, for opening the respective valve, for providing an ejection pressure and/or for setting an opening duration.
  • a proper positioning of the pilot injection nozzles and a proper timing of the pilot injection according to the invention allows for reduction of required amount of pilot fuel and assures a stable inflammation of the mixture of the injected fuel unwilling to ignite and the entrained combustion air. It is not necessary to always jointly inject a pilot fuel, in this case a fuel willing to ignite, together with all main injections, in this case with injection of a fuel unwilling to ignite.
  • an inflamed mixture is generated, when fuel unwilling to ignite is injected together with a fuel willing to ignite.
  • the fuel willing to ignite is injected via the pilot injection nozzle.
  • the fuel unwilling to ignite is injected via the corresponding main injection nozzle.
  • an inflamed mixture can only be produced by an injection of corresponding injection nozzles.
  • the inflamed mixture may ignite further fuel unwilling to ignite, injected earlier or preferably injected later.
  • the inflamed mixture may grow thereby and ignite further fuel unwilling to ignite injected even later.
  • the cylinder may have a plurality of scavenging ports, which are arranged such that a swirl flow of combustion air is formed in the combustion chamber during scavenging and the following upward movement of the reciprocating piston.
  • the scavenging ports may provide a flow path through the cylinder wall that gives the incoming gas a circumferential or tangential direction with respect to the cylinder axis.
  • the swirl flow provides for a circumferential movement of an inflamed mixture and of an injected fuel unwilling to ignite.
  • the strength of the swirl may be additionally influenced by the momentum provided by fuel injection.
  • the inflamed mixture may be circumferentially moved as an ignition torch.
  • Fuel unwilling to ignite may be moved by the swirl flow towards an inflamed mixture and/or an inflamed mixture may be moved by the swirl flow towards an injected fuel unwilling to ignite, such that fuel unwilling to ignite injected without a corresponding fuel willing to ignite may be ignited by an inflamed mixture.
  • the pilot injection nozzles may each be arranged upstream or downstream of a respective main injection nozzle, at an angular distance between 5° and 45°, preferably 20° to 35°.
  • the timing of the injections may be adapted to the swirl flow.
  • the opening duration of the pilot injection nozzles is clearly shorter than the injection duration of the main fuel unwilling to ignite. It is also shorter than the time required by the swirl to transport fuel unwilling to ignite or an inflamed mixture from the location of one main injection nozzle to the next main injection nozzle downstream.
  • the pilot fuel injection duration is preferably lower than 10 milliseconds, more preferably lower than 6 milliseconds.
  • the control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power circle such that the main injection nozzles are opened successively or sequentially, preferably at a time interval of 3°CA-18°CA.
  • every main injection nozzle is opened for ejecting fuel unwilling to ignite once during one power circle.
  • the fuel unwilling to ignite injected without fuel willing to ignite being introduced into the combustion chamber via a corresponding pilot injection nozzle may be ignited by an inflamed mixture of fuel unwilling to ignite injected with fuel willing to ignite being introduced into the combustion chamber via a corresponding pilot injection nozzle, in particular if the fuel unwilling to ignite is injected without fuel willing to ignite after the inflamed mixture has been produced.
  • the time delay between successive injections may be adapted with respect to the number of main injection nozzles, the distance between main injection nozzles, bore size and the propagation velocity of the fuel sprays or jets.
  • the propagation velocity typically changes with changing main fuel pressure, swirl velocity or charge density.
  • the control unit may be suitable for controlling and/or be adapted to control the time delay between successive injections in dependence of at least one of the number of main injection nozzles, the distance between main injection nozzles, the sizes of the bores, the piston velocity, the orientation of the scavenging ports, the injection pressure of the fuel unwilling to ignite, the pressure difference between the scavenge air manifold and the cylinder and/or between the scavenge air manifold and the exhaust receiver during scavenging , the combustion air density, the main fuel density, the main injection nozzle diameter and geometry.
  • the control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that at least one of the pilot injection nozzles ejects fuel willing to ignite into the combustion chamber after the fuel unwilling to ignite is introduced via the at least one main injection nozzle without fuel willing to ignite being ejected by a corresponding pilot injection nozzle.
  • the fuel unwilling to ignite has a certain time within the cylinder without being ignited.
  • the fuel willing to ignite enters the cylinder and ignites the fuel unwilling to ignite which is jointly injected with the fuel willing to ignite, the fuel unwilling to ignite being already in the cylinder will be ignited, too.
  • a fuel unwilling to ignite is injected upstream of a further fuel unwilling to ignite, which is injected jointly with a fuel willing to ignite.
  • the unignited main fuel may pass the later injected and ignited main fuel and may be ignited jointly with this later injected main fuel by the fuel willing to ignite injected by the corresponding pilot injection nozzle or, in case the unignited main fuel arrives at the next downstream main ignition nozzle after ignition of the respective main fuel, by the ignition torch formed by this later injected and ignited main fuel.
  • the arrival of unignited main fuel of the earlier injection may be synchronized with the later inflammation by opening and closing the respective nozzles in proper time intervals.
  • control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power circle such that at least one of the pilot injection nozzles ejects fuel willing to ignite into the combustion chamber before the fuel unwilling to ignite is introduced via the at least one main injection nozzle without fuel willing to ignite being ejected by a corresponding pilot injection nozzle.
  • Arrival of the flame front of the earlier injection jet may be synchronized with the later injection by opening and closing the respective nozzles in proper time intervals.
  • the internal combustion engine may comprise a first and a second main injection nozzle.
  • the internal combustion engine comprises only a first and a second main injection nozzle, which may be arranged opposite to another that is in a circumferential distance of mainly 180° with respect to the cylinder axis.
  • the control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle, such that the first main injection nozzle ejects a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, before fuel unwilling to ignite is ejected by the second main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle, such that the second main injection nozzle ejects a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, after a fuel unwilling to ignite has been ejected by the first main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • the fuel willing to ignite may inflame the fuel unwilling to ignite injected by the corresponding main injection nozzle as well as the not yet ignited fuel having been injected earlier and having been transported by the swirl into the region where the fuel willing to ignite is injected.
  • fuel unwilling to ignite injected without fuel willing to ignite may arrive at a downstream main injection nozzle after the fuel unwilling to ignite has been ignited by fuel willing to ignite.
  • fuel willing to ignite may arrive at a downstream main injection nozzle after the fuel unwilling to ignite has been ignited by fuel willing to ignite.
  • jointly injected fuels will inflame and the so formed ignition torch will ignite the unignited fuel unwilling to ignite already being in the cylinder.
  • the internal combustion engine may comprise a first, a second and a third main injection nozzle.
  • the internal combustion engine comprises exactly three main injection nozzles, which may be equally distributed around the cylinder axis and may have a circumferential distance of mainly 120° with respect to the cylinder axis.
  • All main injection nozzles may be accompanied by a respective pilot injection nozzle, and hence each of the main injection nozzles may be considered as the first, the second or the third main injection nozzle.
  • the second main injection nozzle is arranged upstream of and next to the third main injection nozzle
  • the first main injection nozzle is arranged upstream of and next to the second main injection nozzle (and consequently the third main injection nozzle is arranged upstream of and next to the first main injection nozzle) with respect to the circumferential direction of a swirl flow.
  • the control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that the first main injection nozzle ejects a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, before fuel unwilling to ignite is, preferably successively, ejected by the second and the third main injection nozzle without ejecting fuel willing to ignite by corresponding pilot injection nozzles.
  • the jointly injected fuels inflame and form an ignition torch which will ignite the fuel unwilling to ignite later injected by the second main injection nozzle.
  • the inflamed mixture will then ignite the fuel unwilling to ignite finally injected by the third main injection nozzle.
  • control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that the third main injection nozzle ejects a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, after fuel unwilling to ignite has been, preferably successively, ejected by the first and the second main injection nozzle without ejecting fuel willing to ignite by corresponding pilot injection nozzles.
  • the jointly injected fuels will inflame and the respective ignition torch will ignite the unignited fuel unwilling to ignite having been ejected by the first and the second main injection nozzle and already being in the cylinder.
  • control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that the second main injection nozzle ejects a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, before fuel unwilling to ignite is ejected by the third main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle and after fuel unwilling to ignite has been ejected by the first main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • the jointly injected fuels inflame and form an ignition torch which ignites the unignited fuel unwilling to ignite having been ejected by the first main injection nozzle and already being in the cylinder. Later the already inflamed mixture of fuel will ignite the fuel unwilling to ignite later injected by the third main injection nozzle.
  • control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that the first and the second main injection nozzles each successively eject fuel unwilling to ignite jointly with corresponding pilot injection nozzles ejecting fuel willing to ignite, before fuel unwilling to ignite is ejected by the third main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • the jointly injected fuels inflame and the burning fuel will ignite the fuel unwilling to ignite later injected by the third main injection nozzle.
  • control unit may be suitable for controlling and/or adapted to control the main injection nozzles and the pilot injection nozzles during a power cycle such that the second and the third main injection nozzle each successively eject fuel unwilling to ignite jointly with corresponding pilot injection nozzles ejecting fuel willing to ignite, after fuel unwilling to ignite has been ejected by the first main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • the jointly injected fuels ignite the fuel unwilling to ignite already being in the cylinder.
  • the control unit may be configured for setting and/or for selecting an operation mode wherein a sequence of injections by the various main injections nozzles and pilot injections nozzles is determined, preferably as described above.
  • control unit may be configured to change the operation mode, the selection of the pilot injection nozzle and/or order of injections, in particular to vary the pilot injection nozzle used for injection if more than one pilot injection nozzle is available.
  • the pilot injection nozzle chosen for injection may be varied from power cycle to power cycle or after a defined number of power cycles.
  • the control unit may be configured to arrange a rotating ignition schedule in order to assure uniform lifetime consumption of the injectors and uniform thermo-mechanical loading of cylinder parts/components, when the injection and ignition start from different main injection nozzles in a pre-defined sequence.
  • the object is solved by a method for operating an internal combustion engine, in particular as described above.
  • the internal combustion engine comprises at least two main injection nozzles being arranged in the combustion chamber in such a way that the fuel jets emerging from one main injection nozzle in each case do not influence the fuel jets emerging from the other main injection nozzles in each case.
  • the main injection nozzles are arranged equidistantly in circumferential direction.
  • Each of at least one pilot injection nozzles for injecting of a fuel willing to ignite is arranged near a corresponding main injection nozzle.
  • the method comprises the step of introducing, preferably liquid, fuel willing to ignite into the combustion chamber via the pilot injection nozzle jointly with, preferably liquid, fuel unwilling to ignite via the corresponding main nozzle.
  • the method comprises the further step of ejecting, preferably liquid, fuel unwilling to ignite via at least one main injection nozzle without introducing fuel willing to ignite via a corresponding pilot injection nozzle.
  • the steps are performed during the same power cycle, wherein the second step may follow the first step or vice versa.
  • Fuel unwilling to ignite injected via at least one main injection nozzle without introducing fuel willing to ignite via a corresponding pilot injection nozzle may be ignited by an inflamed mixture of fuel willing to ignite injected into the combustion chamber via the pilot injection nozzle jointly with fuel unwilling to ignite via the corresponding main nozzle.
  • the fuel unwilling to ignite injected via at least one main injection nozzle without introducing fuel willing to ignite is injected after the production of the inflamed mixture.
  • at least one of the pilot injection nozzles may eject fuel willing to ignite into the combustion chamber after fuel unwilling to ignite is introduced via a main injection nozzle without fuel willing to ignite being ejected by a corresponding pilot nozzle.
  • all fuel unwilling to ignite introduced by different main injection nozzles is either ignited by fuel willing to ignite introduced by the at least one corresponding pilot injection nozzle or by an inflamed mixture.
  • At least one of the pilot injection nozzles may eject fuel willing to ignite into the combustion chamber before fuel unwilling to ignite is introduced via a main injection nozzle without fuel willing to ignite being ejected by a corresponding pilot injection nozzle and the fuel unwilling to ignite is ignited by an ignition torch caused by fuel willing to ignite and fuel unwilling to ignite injected before.
  • Fuel unwilling to ignite may be introduced during a power cycle successively by different main injection nozzles at a time interval of 3-18°CA.
  • Fuel unwilling to ignite may be selected from the group comprising or consisting of ethanol, methanol, ammonia.
  • Fuel willing to ignite may be a Diesel like fuel.
  • Diesel like fuel include Diesel and a liquid fuel from non-fossil origin with ignition properties similar to Diesel.
  • the internal combustion engine may comprise a first and a second main injection nozzle, preferably as described above.
  • the first main injection nozzle may eject fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite and before fuel unwilling to ignite is ejected by the second main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • the second main injection nozzle may eject fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting fuel willing to ignite and after fuel unwilling to ignite has been ejected by the first main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • the internal combustion engine may comprise a first, a second and a third main injection nozzle, preferably as described above.
  • the first main injection nozzle may eject a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, before fuel unwilling to ignite is successively ejected by the second and the third main injection nozzle without ejecting fuel willing to ignite by corresponding pilot injection nozzles.
  • the third main injection nozzle may eject a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, after fuel unwilling to ignite has been successively ejected by the first and the second main injection nozzle jointly without ejecting fuel willing to ignite by corresponding pilot injection nozzles.
  • the second main injection nozzle may eject a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle ejecting a fuel willing to ignite, before fuel unwilling to ignite is ejected by the third main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle and after fuel unwilling to ignite has been ejected by the first main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • fuel willing to ignite is only injected together with one of the three main fuel injections.
  • the fuel unwilling to ignite injected without a corresponding fuel willing to ignite may be ignited by an inflamed mixture.
  • fuel willing to ignite may be injected together with two of the three main fuel injections.
  • the first and the second main injection nozzles successively may eject fuel unwilling to ignite jointly with corresponding pilot injection nozzles ejecting fuel willing to ignite, before fuel unwilling to ignite is ejected by the third main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • the second and the third main injection nozzle may successively eject fuel unwilling to ignite jointly with corresponding pilot injection nozzles ejecting fuel willing to ignite, after fuel unwilling to ignite has been ejected by the first main injection nozzle without ejecting fuel willing to ignite by a corresponding pilot injection nozzle.
  • a computer program comprises program code for carrying out the steps of the method as described above when the program is executed on a computer.
  • a computer program product can be loaded directly into an internal memory of a digital computer and comprises software code portions executing the method steps as described above when the program is running on the digital computer.
  • the computer is connected to or part of the control unit.
  • the proportion of the pilot fuel may be lowered to 1.7% for only one pilot injection.
  • FIG. 1 shows a schematic view of a method according to the invention.
  • An internal combustion engine 100 comprises a cylinder 1, preferably having an inner diameter 2 of at least 200mm.
  • the cylinder 1 contains a combustion chamber 3.
  • the cylinder 1 comprises two main injection nozzles 11, 12 for injecting of a fuel unwilling to ignite, arranged opposite to each other.
  • the cylinder 1 also comprises two pilot injection nozzles 21, 22 for injecting a fuel willing to ignite.
  • Each pilot injection nozzle 21, 22 is arranged near a corresponding main injection nozzle 11, 12.
  • the nozzles are shown only schematically. In reality, the nozzles 11, 12, 21, 22 may be arranged in or close to the cylinder liner or the cylinder cover, not explicitly shown in the figures.
  • a control unit 10 is adapted to control the main injection nozzles 11, 12 and the pilot injection nozzles 21, 22 during a power cycle such that fuel willing to ignite is injected into the combustion chamber via the first pilot injection nozzles 21 jointly with a fuel unwilling to ignite via the corresponding main injection nozzle 11.
  • the fuel unwilling to ignite is ignited by the fuel willing to ignite.
  • An ignition torch 30 is formed.
  • the ignition torch 3 is driven in circumferential direction towards the second main injection nozzle 12.
  • the second main injection nozzle 12 After a time interval of 3-18°CA, when the ignition torch 3 has reached the position of the second main injection nozzle 12, the second main injection nozzle 12 ejects fuel unwilling to ignite without fuel willing to ignite being introduced into the combustion chamber via a corresponding pilot injection nozzle 22.
  • the fuel unwilling to ignite ejected by the second main injection nozzle 12 is ignited by the ignition torch 3.
  • a fuel unwilling to ignite is ejected by the first main injection nozzle 11 without ejecting fuel willing to ignite by the corresponding pilot injection nozzle 21.
  • the fuel is driven in circumferential direction by a swirl flow of combustion air. After a time interval of 3-18°CA, when the fuel has reached the position of the second main injection nozzle 12 the second main injection nozzle 12 ejects a fuel unwilling to ignite jointly with a corresponding pilot injection nozzle 22 ejecting a fuel willing to ignite.
  • the fuel willing to ignite ignites both the fuel injected before and the fuel injected jointly.
  • Figure 3 shows a schematic view of steps for a third example of a method for different time intervals t1, t2, t3 according to the invention.
  • Figure 4 schematically shows the respective time diagram.
  • the internal combustion engine 100 comprises three main injection nozzles 11, 12, 13 for injecting of a fuel unwilling to ignite.
  • the three main injection nozzles 11, 12, 13 are arranged in equal circumferential distance.
  • the cylinder 1 also comprises three pilot injection nozzles 21, 22, 23 for injecting a fuel willing to ignite.
  • Each pilot injection nozzle 21, 22, 23 is arranged near a corresponding main injection nozzle 11, 12, 13.
  • the first main injection nozzle 11 and the first pilot injection nozzle 21 jointly eject fuel unwilling to ignite and fuel willing to ignite.
  • the injection event of the fuel willing to ignite is shown as a short and strong event, whereas the ignition of fuel unwilling to ignite is shown as less stronger and longer lasting event.
  • An ignition torch 3 is formed which is driven in circumferential direction 5 according to a swirl flow of combustion air.
  • Figure 5 shows a schematic view of a fourth example of a method according to the invention.
  • Figure 6 shows a schematic time diagram for the fourth example of figure 5 .
  • the internal combustion engine 100 comprises three main injection nozzles 11, 12, 13 for injecting of a fuel unwilling to ignite.
  • the three main injection nozzles 11, 12, 13 are arranged in equal circumferential distance.
  • a second main injection nozzle 12 ejects fuel unwilling to ignite, which is driven in circumferential direction towards a third main injection nozzle 13, which ejects fuel unwilling to ignite at a time interval t2 after the time interval t1.
  • the full amount of fuel unwilling to ignite ejected by the second and by the third main injection nozzle 12, 13 is driven in circumferential direction 5 until it meets the first main injection nozzle 11.
  • the first main injection nozzle 11 ejects fuel unwilling to ignite together with a pilot injection nozzle 21 ejecting fuel willing to ignite.
  • the fuel willing to ignite not only ignites the fuel unwilling to ignite ejected by the first main injection nozzle 11, but also the fuel unwilling to ignite being in the cylinder since the ejection of the second main injection nozzle 12 and the third main injection nozzle 13.
  • Figure 7 shows a schematic view of a fifth example of a method according to the invention.
  • Figure 8 shows a schematic time diagram for the fifth example of figure 7 .
  • a first main injection nozzle 11 ejects fuel unwilling to ignite, which is driven in circumferential direction towards a second main injection nozzle 12, which ejects fuel unwilling to ignite together with a pilot injection nozzle 22 ejecting fuel willing to ignite at a time interval t2 after the time interval t1.
  • the fuel willing to ignite not only ignites the fuel unwilling to ignite ejected by the second main injection nozzle 12, but also the fuel unwilling to ignite being in the cylinder since the ejection of the first main injection nozzle 11.
  • the injection torch is driven in circumferential direction 5 until it arrives at the third main injection nozzle 13.
  • the third main injection nozzle 13 ejects fuel unwilling to ignite which is ignited by the ignition torch.
  • Figure 9 shows a schematic view of a sixth example of a method according to the invention.
  • Figure 10 shows a schematic time diagram for the sixth example of figure 9 .
  • the first main injection nozzle 11 ejects fuel unwilling to ignite jointly with a corresponding pilot injection nozzle 21 ejecting fuel willing to ignite.
  • the second main injection nozzle 12 ejects fuel unwilling to ignite jointly with a corresponding pilot injection nozzle 22 ejecting fuel willing to ignite.
  • the fuel unwilling to ignite ejected by the third main injection nozzle 13 is ignited by the fuel already burning.
  • a combustion engine 100 with the same arrangement of nozzles 11, 12, 13, 21, 22, 23 as shown in the figures 3 , 7 or 9 can be operated differently.
  • Figure 11 shows a schematic view of a seventh example of a method according to the invention.
  • Figure 12 shows a schematic time diagram for the seventh example of figure 11 .
  • the second main injection nozzle 12 ejects fuel unwilling to ignite without the corresponding pilot nozzle ejecting fuel willing to ignite.
  • the fuel unwilling to ignite is driven in circumferential direction as described above.
  • the second main injection nozzle 12 ejects fuel unwilling to ignite jointly with a corresponding pilot injection nozzle 22 ejecting fuel willing to ignite.
  • the first main injection nozzle 11 ejects fuel unwilling to ignite jointly with a corresponding pilot injection nozzle 21 ejecting fuel willing to ignite.
  • Injection of jointly introduced fuels causes a quasi-immediate ignition.
  • the inflamed fuel ignites the fuel unwilling to ignite already being in the cylinder 1 since the time interval t1.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP23216604.1A 2022-12-19 2023-12-14 Brennkraftmaschine Pending EP4390102A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22214572.4A EP4390101A1 (de) 2022-12-19 2022-12-19 Brennkraftmaschine

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Publication Number Publication Date
EP4390102A1 true EP4390102A1 (de) 2024-06-26

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EP22214572.4A Pending EP4390101A1 (de) 2022-12-19 2022-12-19 Brennkraftmaschine
EP23216604.1A Pending EP4390102A1 (de) 2022-12-19 2023-12-14 Brennkraftmaschine

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EP (2) EP4390101A1 (de)
JP (1) JP2024087799A (de)
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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB241877A (en) * 1924-10-25 1926-03-11 Maschf Augsburg Nuernberg Ag Improvements in or relating to internal combustion engines of the solid fuel injection type
DE3501236C1 (de) * 1985-01-11 1989-11-02 Gebrüder Sulzer AG, Winterthur Zylinderdeckel für eine Kolbenbrennkraftmaschine
EP0586775A1 (de) 1992-09-11 1994-03-16 New Sulzer Diesel Ag Verfahren zum Brennstoffeinspritzen bei Dieselbrennkraftmaschinen
US8555852B2 (en) * 2010-08-16 2013-10-15 Westport Power Inc. Gaseous-fuelled stoichiometric compression ignition internal combustion engine
EP2837790A1 (de) * 2012-04-11 2015-02-18 Mitsubishi Heavy Industries, Ltd. Zweitakt-gasmotor
DE102019134628A1 (de) 2019-12-17 2021-06-17 Man Energy Solutions Se Verfahren und Steuergerät zum Betreiben eines als Gasmotor oder Dual-Fuel-Motor ausgebildeten Motors

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB241877A (en) * 1924-10-25 1926-03-11 Maschf Augsburg Nuernberg Ag Improvements in or relating to internal combustion engines of the solid fuel injection type
DE3501236C1 (de) * 1985-01-11 1989-11-02 Gebrüder Sulzer AG, Winterthur Zylinderdeckel für eine Kolbenbrennkraftmaschine
EP0586775A1 (de) 1992-09-11 1994-03-16 New Sulzer Diesel Ag Verfahren zum Brennstoffeinspritzen bei Dieselbrennkraftmaschinen
US8555852B2 (en) * 2010-08-16 2013-10-15 Westport Power Inc. Gaseous-fuelled stoichiometric compression ignition internal combustion engine
EP2837790A1 (de) * 2012-04-11 2015-02-18 Mitsubishi Heavy Industries, Ltd. Zweitakt-gasmotor
DE102019134628A1 (de) 2019-12-17 2021-06-17 Man Energy Solutions Se Verfahren und Steuergerät zum Betreiben eines als Gasmotor oder Dual-Fuel-Motor ausgebildeten Motors

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CN118223983A (zh) 2024-06-21
JP2024087799A (ja) 2024-07-01
EP4390101A1 (de) 2024-06-26
KR20240096415A (ko) 2024-06-26

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