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JP2015175311A - Dual fuel engine - Google Patents

Dual fuel engine Download PDF

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Publication number
JP2015175311A
JP2015175311A JP2014053491A JP2014053491A JP2015175311A JP 2015175311 A JP2015175311 A JP 2015175311A JP 2014053491 A JP2014053491 A JP 2014053491A JP 2014053491 A JP2014053491 A JP 2014053491A JP 2015175311 A JP2015175311 A JP 2015175311A
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fuel
combustion
ignition
ignition auxiliary
injection
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武本　徹
Toru Takemoto
徹 武本
和輝 壽
Kazuteru Toshinaga
和輝 壽
小林　将
Susumu Kobayashi
将 小林
良太 南埜
Ryota MINAMINO
良太 南埜
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Yanmar Co Ltd
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Yanmar Co Ltd
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Priority to JP2014053491A priority Critical patent/JP2015175311A/en
Priority to PCT/JP2015/057216 priority patent/WO2015141543A1/en
Publication of JP2015175311A publication Critical patent/JP2015175311A/en
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    • 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
    • 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
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—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
    • F02D19/06—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
    • F02D19/0639—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 characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0652—Biofuels, e.g. plant oils
    • 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
    • F02D19/10—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 peculiar to compression-ignition engines in which the main fuel is gaseous
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
    • F02D41/3047—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug said means being a secondary injection of fuel
    • 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
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • 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
    • Y02T10/40—Engine management systems

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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)
  • Life Sciences & Earth Sciences (AREA)
  • Biodiversity & Conservation Biology (AREA)
  • Biotechnology (AREA)
  • Botany (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a dual fuel engine that can strike a balance between low NOx and high efficiency.SOLUTION: The dual fuel engine 1 that uses gaseous fuel and an ignition auxiliary fuel satisfies 11.5≤τ1≤17.5 and 5.0≤τ2≤10.0, where τ1 (crank angle) represents time between start of ignition auxiliary fuel injection and combustion start and τ2 (crank angle) represents time between end of ignition auxiliary fuel injection and combustion start.

Description

本発明は、軽油等のディーゼル燃料と、天然ガスやバイオガス等のガス燃料とによってデュアルフューエル燃焼を行うデュアルフューエルエンジンに関するものである。   The present invention relates to a dual fuel engine that performs dual fuel combustion using diesel fuel such as light oil and gas fuel such as natural gas or biogas.

一般に、少量のディーゼル燃料の自己着火を着火源として、ガス燃料等の予混合気を燃焼させるデュアルフューエル燃焼が知られている。   In general, dual fuel combustion is known in which a premixed gas such as gas fuel is burned by using self-ignition of a small amount of diesel fuel as an ignition source.

従来より、このようなデュアルフューエル燃焼において、低ＮＯｘ化や高効率化を図るために、ＮＯｘの排出源であるディーゼル燃料の燃焼割合を絞ることで低ＮＯｘ化し、ＮＯｘが減少した分、ガス燃料を空気で希薄した予混合気の空気過剰率を小さく（ガス燃料を濃く）設定することで、未燃ＨＣを低減し、熱効率を改善することが行われていた。   Conventionally, in such dual fuel combustion, in order to achieve low NOx and high efficiency, the amount of NOx is reduced by reducing the NOx emission rate by reducing the combustion ratio of diesel fuel, which is the NOx emission source, and gas fuel. By setting the excess air ratio of the premixed gas diluted with air to a small value (increasing the gas fuel), unburned HC was reduced and thermal efficiency was improved.

また、予混合気に対して自己着火するディーゼル燃料を複数回噴射することで、先噴射による火炎に、後噴射の火炎による追加の運動エネルギーを供給し、これによって乱流の強化、火炎伝播を急速化して燃焼効率の向上を図ることが行われていた（例えば、特許文献１参照）。   In addition, by injecting diesel fuel that self-ignites the premixed gas multiple times, additional kinetic energy from the post-injection flame is supplied to the flame by the pre-injection, thereby enhancing turbulence and flame propagation. It has been attempted to improve combustion efficiency by increasing the speed (see, for example, Patent Document 1).

特開２０１２−５３２２７３号公報JP 2012-532273 A

しかしながら、上記従来のように、ディーゼル燃料の燃焼割合を絞って予混合気の空気過剰率を小さく設定したデュアルフューエル燃焼の場合、ディーゼル燃料の燃焼割合の減少によって予混合気の燃焼が不安定になってしまうので、性能向上ができないといった不都合を生じる。   However, in the case of dual fuel combustion in which the excess air ratio of the premixed gas is set to be small by reducing the combustion ratio of the diesel fuel as in the conventional case, the combustion of the premixed gas becomes unstable due to the decrease in the combustion ratio of the diesel fuel. As a result, there is a disadvantage that the performance cannot be improved.

一方、上記従来のように、ディーゼル燃料を複数回噴射するデュアルフューエル燃焼の場合、ディーゼル燃料による自己着火燃焼の増加により、ＮＯｘが増加することとなってしまう。   On the other hand, in the case of dual fuel combustion in which diesel fuel is injected a plurality of times as in the conventional case, NOx increases due to an increase in self-ignition combustion by diesel fuel.

本発明は、係る実情に鑑みてなされたものであって、低ＮＯｘ化と、高効率化とを両立することができるデュアルフューエルエンジンを提供することを目的としている。   The present invention has been made in view of such circumstances, and an object of the present invention is to provide a dual fuel engine that can achieve both low NOx and high efficiency.

上記課題を解決するための本発明に係るデュアルフューエルエンジンは、ガス燃料と、着火補助燃料とを使用するデュアルフューエルエンジンにおいて、
着火補助燃料噴射開始から燃焼開始までの時間をτ１（クランク角）とし、
着火補助燃料噴射終了から燃焼開始までの時間をτ２（クランク角）とする場合に、
１１．５≦τ１≦１７．５ かつ、
５．０≦τ２≦１０．０
であることを特徴としている。 The dual fuel engine according to the present invention for solving the above problems is a dual fuel engine using gas fuel and ignition auxiliary fuel.
The time from the start of ignition auxiliary fuel injection to the start of combustion is τ1 (crank angle),
When the time from the end of ignition auxiliary fuel injection to the start of combustion is τ2 (crank angle),
11.5 ≦ τ1 ≦ 17.5 and
5.0 ≦ τ2 ≦ 10.0
It is characterized by being.

本発明によると、τ１、τ２の設定により、ディーゼル燃焼の着火遅れを創出させることにより、ディーゼル燃料は、希薄予混合化した状態で自着火することとなり、ディーゼル燃焼に起因するＮＯｘ生成の低減を図ることができる。   According to the present invention, by setting the τ1 and τ2 to create an ignition delay of diesel combustion, the diesel fuel will self-ignite in a lean premixed state, thereby reducing NOx generation due to diesel combustion. Can be planned.

また、低ＮＯｘ化した分、予混合気のλを小さく（濃く）設定することが可能で、燃焼速度の向上ならびに未燃ＨＣ低減により熱効率についても改善することができる。   Further, λ of the premixed gas can be set small (dense) by the amount of NOx reduction, and the thermal efficiency can be improved by improving the combustion speed and reducing unburned HC.

本発明に係るデュアルフューエルエンジンにおける着火補助燃料の噴射から燃焼までのタイミングを説明するグラフである。It is a graph explaining the timing from injection of ignition auxiliary fuel to combustion in the dual fuel engine concerning the present invention. 本発明に係るデュアルフューエルエンジンの全体構成の概略図である。1 is a schematic diagram of an overall configuration of a dual fuel engine according to the present invention. 本発明に係るデュアルフューエルエンジンにおける着火補助燃料噴射から着火までの時間をそれぞれ変更した場合の各燃焼状態を示すグラフである。It is a graph which shows each combustion state at the time of changing each time from ignition auxiliary fuel injection to ignition in the dual fuel engine which concerns on this invention. 本発明に係るデュアルフューエルエンジンにおける着火補助燃料の噴射から着火までの時間と、図３に示す各燃焼状態における熱発生時のグラフの重心位置との関係を示すグラフである。4 is a graph showing the relationship between the time from injection of ignition auxiliary fuel to ignition in the dual fuel engine according to the present invention and the position of the center of gravity of the graph when heat is generated in each combustion state shown in FIG. 3.

以下、本発明の実施の形態について図面を参照して説明する。   Hereinafter, embodiments of the present invention will be described with reference to the drawings.

図１は、デュアルフューエルエンジン1におけるディーゼル燃料の噴射タイミングを説明するグラフを示し、図２は同デュアルフューエルエンジン１の全体構成の概略を示している。   FIG. 1 shows a graph for explaining the injection timing of diesel fuel in the dual fuel engine 1, and FIG. 2 shows the outline of the overall configuration of the dual fuel engine 1.

本発明に係るデュアルフューエルエンジン1は、ガス燃料と、着火補助燃料とを使用するものであって、着火補助燃料噴射開始から燃焼開始までの時間をτ１（クランク角）とし、着火補助燃料噴射終了から燃焼開始までの時間をτ２（クランク角）とする場合に、１１．５≦τ１≦１７．５かつ、５．０≦τ２≦１０．０となされたものである。   The dual fuel engine 1 according to the present invention uses gas fuel and ignition auxiliary fuel, and the time from the start of ignition auxiliary fuel injection to the start of combustion is τ1 (crank angle), and the ignition auxiliary fuel injection ends. When the time from the start of combustion to the start of combustion is τ2 (crank angle), 11.5 ≦ τ1 ≦ 17.5 and 5.0 ≦ τ2 ≦ 10.0.

ガス燃料は、吸気経路２１を通過する空気と、ガス供給経路２２からのガスとをミキサー２３で混合し、得られた予混合気を、吸気経路２１からシリンダ１１内に供給するようになされている。なお、ミキサー２３の代わりにガス燃料噴射弁によって燃料ガスを吸気経路２１に噴射し、予混合気を得るようになされたものであってもよい。   The gas fuel is mixed with the air passing through the intake passage 21 and the gas from the gas supply passage 22 by the mixer 23, and the obtained premixed gas is supplied into the cylinder 11 from the intake passage 21. Yes. Instead of the mixer 23, a fuel gas may be injected into the intake passage 21 by a gas fuel injection valve to obtain a premixed gas.

着火補助燃料は、当該着火補助燃料であるディーゼル燃料が入った燃料油タンク３１からの燃料を、燃料噴射ポンプ３２を介して燃料噴射弁３３に供給し、当該燃料噴射弁３３によってシリンダ１１内に噴射するようになされている。燃料噴射弁３３からの着火補助燃料の噴射は、クランク角に合わせて燃料噴射ポンプ３２からの着火補助燃料の噴射開始および噴射停止を行うことによって制御するようになされている。   The ignition auxiliary fuel supplies fuel from a fuel oil tank 31 containing diesel fuel, which is the ignition auxiliary fuel, to the fuel injection valve 33 via the fuel injection pump 32, and enters the cylinder 11 by the fuel injection valve 33. It is made to spray. The injection of the ignition auxiliary fuel from the fuel injection valve 33 is controlled by starting and stopping the injection of the ignition auxiliary fuel from the fuel injection pump 32 in accordance with the crank angle.

デュアルフューエルエンジン１は、吸気経路２１からシリンダ１１内に供給したガス燃料を、ピストン１２によって圧縮し、この圧縮するタイミングに合わせて燃料噴射弁３３から着火補助燃料を供給することで、当該着火補助燃料をガス燃料に自着火させて燃焼を得ることができるようになされている。燃焼によって発生した排気ガスは、排気経路４１から排気するようになされている。   The dual fuel engine 1 compresses the gas fuel supplied into the cylinder 11 from the intake passage 21 by the piston 12, and supplies the ignition auxiliary fuel from the fuel injection valve 33 in accordance with the compression timing, thereby providing the ignition assist. Combustion can be obtained by self-igniting fuel into gaseous fuel. Exhaust gas generated by the combustion is exhausted from the exhaust path 41.

この燃料噴射弁３３から着火補助燃料を噴射するタイミングは、図１に示すように、着火補助燃料噴射開始（噴射弁のリフト開始）から燃焼開始までの期間をτ１（クランク角）、着火補助燃料噴射終了（噴射弁のフリト終了）から燃焼開始までの期間をτ２（クランク角）とした場合に、１１．５≦τ１≦１７．５かつ、５．０≦τ２≦１０．０となるように設定されている。   As shown in FIG. 1, the timing for injecting the ignition auxiliary fuel from the fuel injection valve 33 is τ1 (crank angle) from the ignition auxiliary fuel injection start (injection valve lift start) to the combustion start, and the ignition auxiliary fuel. 1τ ≦ τ1 ≦ 17.5 and 5.0 ≦ τ2 ≦ 10.0 when the period from the end of injection (end of flit of the injection valve) to the start of combustion is τ2 (crank angle) Is set.

このように、τ１およびτ２を設定することで、本発明に係るデュアルフューエルエンジン１は、ディーゼル燃焼の着火遅れを創出させることができることとなり、ディーゼル燃料は、希薄予混合化した状態で自着火することとなる。したがって、本発明に係るデュアルフューエルエンジン１は、ディーゼル燃焼に起因するＮＯｘ生成の低減を図ることができる。   Thus, by setting τ1 and τ2, the dual fuel engine 1 according to the present invention can create an ignition delay in diesel combustion, and the diesel fuel self-ignites in a lean premixed state. It will be. Therefore, the dual fuel engine 1 according to the present invention can reduce NOx generation caused by diesel combustion.

また、低ＮＯｘ化した分、予混合気のλを小さく（濃く）設定することが可能で、燃焼速度の向上ならびに未燃ＨＣ低減により熱効率についても改善することができる。   Further, λ of the premixed gas can be set small (dense) by the amount of NOx reduction, and the thermal efficiency can be improved by improving the combustion speed and reducing unburned HC.

よって、本発明に係るデュアルフューエルエンジン１は、低ＮＯｘ化と、高効率化とを両立することができることとなる。   Therefore, the dual fuel engine 1 according to the present invention can achieve both low NOx and high efficiency.

図３は、着火補助燃料の噴射から着火までの時間をそれぞれ変更した各燃焼状態Ａ，Ｂ，Ｃ，Ｄ，Ｅを示している。このうち、Ａ，Ｂ，Ｃは、本発明に係る燃焼状態を示している。また、Ａは、τ１およびτ２の上限の臨界値における燃焼状態を示し、Ｃは、τ１およびτ２の下限の臨界値における燃焼状態を示している。Ｂは，Ｃとほぼ重複している。   FIG. 3 shows the combustion states A, B, C, D, and E in which the time from the injection of the ignition auxiliary fuel to the ignition is changed. Among these, A, B, and C have shown the combustion state which concerns on this invention. A indicates the combustion state at the upper critical value of τ1 and τ2, and C indicates the combustion state at the lower critical value of τ1 and τ2. B almost overlaps with C.

また、図４は、着火補助燃料の噴射から着火までの時間（クランク角）と、図３の各燃焼状態Ａ，Ｂ，Ｃ，Ｄ，Ｅにおける熱発生時のグラフの重心位置のクランク角との関係を示している。   FIG. 4 shows the time (crank angle) from the injection of the ignition auxiliary fuel to the ignition, the crank angle at the center of gravity of the graph at the time of heat generation in each combustion state A, B, C, D, E in FIG. Shows the relationship.

なお、図３に示す各燃焼状態Ａ，Ｂ，Ｃ，Ｄ，Ｅにおいては、着火補助燃料の使用量を同一とした条件下において、ＮＯｘが規制値以下となるように予混合気の空気過剰率を小さく（ガス燃料を濃く）して未燃ＨＣの低下を図った条件で燃焼させた。   In each of the combustion states A, B, C, D, and E shown in FIG. 3, the premixed air is excessive in air so that the NOx is not more than the regulation value under the same amount of ignition auxiliary fuel used. The fuel was burned under the condition of decreasing the rate (increasing gas fuel) and reducing the unburned HC.

図３および図４に示すグラフの結果からは、ある一定時間早く燃料を噴射して着火遅れを創出させた本発明に係る燃焼状態Ａ，Ｂ，Ｃの場合は、燃速度が速く、熱効率が改善されていることが確認できた。   From the results of the graphs shown in FIG. 3 and FIG. 4, in the case of the combustion states A, B, and C according to the present invention in which the fuel is injected early for a certain period of time to create the ignition delay, the fuel speed is fast and the thermal efficiency is high. It was confirmed that it was improved.

１ デュアルフューエルエンジン
τ１ 時間（着火補助燃料噴射開始から燃焼開始までの時間）
τ２ 時間（着火補助本領噴射終了から燃焼開始までの時間） 1 Dual fuel engine τ1 hour (Time from the start of ignition auxiliary fuel injection to the start of combustion)
τ2 time (time from the end of ignition auxiliary main injection to the start of combustion)

Claims (1)

ガス燃料と、着火補助燃料とを使用するデュアルフューエルエンジンにおいて、
着火補助燃料噴射開始から燃焼開始までの時間をτ１（クランク角）とし、
着火補助燃料噴射終了から燃焼開始までの時間をτ２（クランク角）とする場合に、
１１．５≦τ１≦１７．５ かつ、
５．０≦τ２≦１０．０
であることを特徴とするデュアルフューエルエンジン。 In a dual fuel engine that uses gas fuel and ignition auxiliary fuel,
The time from the start of ignition auxiliary fuel injection to the start of combustion is τ1 (crank angle),
When the time from the end of ignition auxiliary fuel injection to the start of combustion is τ2 (crank angle),
11.5 ≦ τ1 ≦ 17.5 and
5.0 ≦ τ2 ≦ 10.0
A dual fuel engine characterized by
JP2014053491A 2014-03-17 2014-03-17 Dual fuel engine Pending JP2015175311A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017172508A (en) * 2016-03-24 2017-09-28 株式会社豊田自動織機 Deposit accumulation arrester for binary fuel internal combustion engine

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EP2449243B1 (en) * 2009-07-03 2019-03-06 Volvo Truck Corporation Method of operating a dual fuel combustion engine of the diesel- type and a dual fuel combustion engine of the diesel-type operable according to such method
JP5708466B2 (en) * 2011-12-14 2015-04-30 株式会社デンソー Dual injector

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017172508A (en) * 2016-03-24 2017-09-28 株式会社豊田自動織機 Deposit accumulation arrester for binary fuel internal combustion engine

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