CN105473843B - 燃料喷射回路和操作多燃料活塞发动机的方法 - Google Patents

燃料喷射回路和操作多燃料活塞发动机的方法 Download PDF

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CN105473843B
CN105473843B CN201480045930.7A CN201480045930A CN105473843B CN 105473843 B CN105473843 B CN 105473843B CN 201480045930 A CN201480045930 A CN 201480045930A CN 105473843 B CN105473843 B CN 105473843B
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T·马尔米马克
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Abstract

用于活塞发动机的燃料喷射回路针对发动机的每个气缸(14)都包括至少一个燃料喷射泵(7)和至少一个燃料喷射器(12)。每个燃料喷射器(12)均被连接到燃料循环管(16)，并且燃料喷射回路针对每个气缸(14)都设置有燃料循环阀(17)，以选择性地防止和允许穿过燃料喷射器(12)和燃料循环管(16)进行的燃料循环。

Description

燃料喷射回路和操作多燃料活塞发动机的方法
技术领域
本发明涉及燃料喷射回路。本发明还涉及操作多燃料活塞发动机的方法。
发明背景
减少船用和发电用的大型内燃机的排放和降低运行成本的有效方案是所谓的双燃料或三燃料发动机，它能以气体或液体燃料被运行。多燃料发动机根据不同燃料的可利用性以及价格和/或在某地或某时起效的排放限制提供选择最合适燃料的灵活性。例如，船舶发动机能在要求严格的排放限制的地区以气体燃料被运行，在其它地区以重燃油被运行。在复杂的发动机中，在满负荷下从气体燃料切换到馏分等级的液体燃料，比如轻燃油(LFO)，能被自动且即刻地完成。但是，从气体燃料直接切换到残留燃料，比如重燃油(HFO)，是不可能的。在气体运行和HFO运行之间需要一个LFO运行的中间阶段，从LFO到HFO的过渡可能要花费半个小时。这是因为HFO的粘性较高，以及在使用HFO之前需要增加燃料的温度。
发明内容
本发明的目的是提供一种具有改善的燃料喷射回路的活塞发动机，其目的是解决上述问题。本发明的另一个目的是提供一种改进的用于操作多燃料活塞发动机的方法，该发动机能在使用气体燃料的气体模式下以及使用液体燃料的液体燃料模式下运行，并且针对发动机的每个气缸都包括至少一个燃料喷射泵和用于将液体燃料喷入气缸的至少一个燃料喷射器。
根据本发明的燃料喷射回路针对发动机的每个气缸都包括至少一个燃料喷射泵和连接到燃料喷射泵的至少一个燃料喷射器。每个燃料喷射器均被连接到燃料循环管，并且燃料喷射回路针对发动机的每个气缸都设置有燃料循环阀，以选择性地防止和允许穿过燃料喷射器和燃料循环管进行的燃料循环。
在根据本发明的方法中，当发动机在气体模式下运行时，液体燃料穿过燃料喷射器进行循环。
利用根据本发明的发动机和方法，燃料喷射器可被保持在合适的温度下，即使发动机使用气体燃料运行也是如此。因此，即使在使用残留燃料时，运行模式也可从气体模式快速地改变到液体燃料模式。这有助于优化发动机的运行成本。针对发动机的所有气缸的独立的阀允许独立地控制发动机的每个燃料喷射器中的燃料循环。
燃料循环管可设置有可调节的节流阀，用于限制流过燃料循环管的燃料量。燃料循环管中的燃料温度可被监测，以保证温度足够高，从而允许切换到残留燃料的使用。
燃料循环阀可以例如是电磁阀。燃料循环管可被连接到燃料喷射泵的返回管线。
附图说明
本发明的实施方式在下面参考附图被更详细地描述，其中
图1示出了活塞发动机中用于液体燃料的燃料喷射***的简化图，以及
图2示出了用于气体燃料的燃料***。
具体实施方式
在图1中示意地示出了多燃料活塞发动机中用于液体燃料的燃料喷射***。图2针对同一发动机示出了用于气体燃料的燃料***。发动机是大型内燃机，比如船舶的主引擎或副引擎，或者用于在电站发电的发动机。发动机可包括任意合理数量的气缸，它们例如以直线或V形构造布置。发动机可选择性地以气体燃料或液体燃料运行。例如，液体燃料可以是重燃油(HFO)、轻燃油(LFO)或航海柴油(MDF)。气体燃料例如可以是天然气或生物气体。气体被引入发动机的进气管。在气体模式下，少量的液体引燃燃料被用于点燃气体燃料。引燃燃料的量小于满负荷燃料消耗量的百分之一。引燃燃料应当是馏分燃料级别的，比如LFO或MDF。所谓的贫燃原理被用于气体模式。因此，燃烧室中空气和气体的混合物所包含的空气多于完全燃烧所需的空气。贫燃降低了峰值温度且进而降低了NOX排放。效率被增加且更高的输出被实现，同时避免了爆震。贫空气-燃料混合物的燃烧从将少量的液体引燃燃料喷入气缸开始。引燃燃料以常规的柴油过程被燃烧，从而提供用于主装料的高能点火源。为了获得最好的效率和最低的排放，每个气缸被独立地控制，以确保以正确的空气-燃料比以及正确的引燃燃料喷射量和时机被运行。
在图2中示意地示出了用于气体燃料的燃料***。发动机的每个气缸14具有进气阀15，气体燃料可穿过该进气阀而被引入气缸14的进气管。进气阀15被电力地控制。每个气缸14的进气阀15可独立于吸气阀被控制。气体在气缸盖中的吸气阀的上游与吸入空气混合。取代吸气管道，气体也可被引入预燃烧室。
发动机的燃料喷射***包括用于主液体燃料的第一燃料回路和用于液体引燃燃料的第二燃料回路。在发动机仅以液体燃料运行时所使用的主液体燃料借助于常规的燃料喷射泵7被喷入发动机的气缸14。引燃燃料通过共轨***被喷入气缸14。
用于引燃燃料喷射的共轨***包括引燃燃料供应泵1，它在相对低的压力下将引燃燃料从引燃燃料罐5输送到高压泵2。引燃燃料的压力被高压泵2增大，且引燃燃料从高压泵被引入作为蓄压器的燃料轨3。增压燃料从燃料轨3被供应给引燃燃料喷射器4。发动机的每个气缸14具有至少一个引燃燃料喷射器4，它是共轨回路的一部分。共轨***还具有多个高压泵2和燃料轨3。例如，在V型发动机中，每个气缸列可以具有各自的高压泵2和燃料轨3。还可以为两个气缸14或几个气缸14设置一个高压泵2和燃料轨3。甚至为每个气缸14设置各自的蓄压器也是可能的，在这种情况下，燃料轨3可被将燃料从高压泵2输送到引燃燃料喷射器4的燃料供应管取代。引燃燃料喷射器4被独立地控制。该控制例如是电的。每个引燃燃料喷射器4被连接到返回管线6，穿过返回管线，过量的引燃燃料被返回到引燃燃料罐5。
穿过共轨***的引燃燃料喷射甚至在发动机以液体燃料运行时也被使用。需要引燃燃料喷射来控制引燃燃料喷射器4的温度以及防止引燃燃料喷射器4的堵塞。发动机还可在备用模式下在没有引燃燃料喷射的情况下短时间地运行，但是长时间运行在备用模式下会导致引燃燃料喷射器4堵塞。
当发动机以液体燃料运行时，燃料借助于常规的燃料喷射泵7被引入发动机的气缸14。在液体燃料模式下，发动机可以以馏分级别燃料和残留燃料运行。发动机的每个气缸14具有各自的燃料喷射泵7。燃料借助于燃料供应泵9从燃料罐8被输送到燃料喷射泵7。燃料穿过供应管18从每个燃料喷射泵7被供应给相应的气缸14的燃料喷射器12。引燃燃料喷射器4和主燃料喷射器12可被集成为一个共同的喷射器单元。没有被供应给燃料喷射器12的燃料被收集到燃料喷射泵7的返回管线11中，从而将燃料引回燃料罐8。返回管线11具有压力控制阀10，它维持返回管线11中的压力处于所需的水平。来自燃料喷射器12和供应管18的清洁的泄漏燃料被收集到泄漏管线13内。发生清洁泄漏是因为在发动机正常运行期间燃料喷射泵7和燃料喷射器12之间的间隙。泄漏管线13具有监测泄漏燃料的量的装置，并且，如果该量超过某个预定值，就触发警报。
多燃料发动机的一个问题是不能快速地在以气体燃料运行和以残留液体燃料运行之间反复切换，而是在以残留燃料比如HFO运行和以气体燃料运行之间需要以馏分级别燃料比如LFO运行。为了实现更快地或者即刻从气体模式改变到以残留燃料运行，液体燃料的燃料回路具有燃料循环管16，它允许残留燃料穿过燃料喷射器12循环。燃料循环管16被连接到燃料喷射器12。燃料循环管16具有针对每个燃料喷射器12的分支16A、16B、16C、16D。燃料喷射回路还具有用于发动机的每个气缸14的燃料循环阀17，用于选择性地允许和防止经过燃料循环管16的流动。燃料循环阀17是电磁阀。燃料循环管16在压力控制阀10的下游被连接到燃料喷射泵7的返回管线11。燃料循环管16与泄漏管线13分离。燃料循环管16可以与泄漏管线13集成，但是在那种情况下当燃料循环处于使用中时，来自燃料喷射泵7和燃料喷射器12的泄漏不会受到监测。燃料循环管16具有可调节的节流阀19。必要时，利用该节流阀19，流过燃料循环管16的量被限制。燃料循环管16还具有温度传感器。
当发动机运行在液体燃料模式下时，燃料循环阀17被保持关闭。因此燃料喷射正常发生，并且被每个燃料喷射泵7增压的部分燃料流过供应管18到达燃料喷射器12。燃料的压力打开燃料喷射器12，并且燃料被喷入发动机的气缸14。当发动机运行在气体模式下时，燃料循环阀17可被打开。燃料喷射泵7也保持运行。因为打开的燃料循环阀17，燃料可从每个燃料喷射泵7流到相应燃料喷射器12的上部。因为燃料循环管16在压力控制阀10的下游被连接到燃料喷射泵7的返回管线11，所以燃料喷射器12中的压力不会明显升高。因此燃料喷射器12不被打开，但是燃料可从燃料喷射器12经燃料循环管16的分支16A、16B、16C、16D流到返回管线11，且进一步进入燃料罐8。流动中的燃料使得燃料喷射泵7和燃料喷射器12保持在正确的运行温度下，并实现从气体燃料到残留燃料的快速转变。燃料循环管中的燃料温度可被监测，从而保证该温度足够高，从而允许切换到残留燃料的使用。
本领域技术人员可以明白的是，本发明不限于上述实施方式，而是可以在本申请的范围内变化。例如，本发明也适用于没有引燃燃料喷射的多燃料发动机。

Claims (9)

1.一种用于多燃料活塞发动机的燃料喷射回路，所述发动机能选择性地以气体燃料或液体燃料运行，所述燃料喷射回路针对所述发动机的每个气缸(14)都包括至少一个燃料喷射泵(7)和连接到所述燃料喷射泵(7)的至少一个燃料喷射器(12)，其特征在于，用于液体燃料的燃料回路设置有允许残留燃料穿过所述燃料喷射器(12)进行循环的燃料循环管(16)，每个燃料喷射器(12)均被连接到燃料循环管(16)，并且所述燃料喷射回路针对所述发动机的每个气缸(14)都设置有燃料循环阀(17)，以选择性地防止和允许穿过所述燃料喷射器(12)和所述燃料循环管(16)进行燃料循环。
2.根据权利要求1所述的燃料喷射回路，其特征在于，所述燃料循环阀(17)是电磁阀。
3.根据权利要求1或2所述的燃料喷射回路，其特征在于，所述燃料循环管(16)被连接到所述燃料喷射泵(7)的返回管线(11)。
4.根据权利要求1所述的燃料喷射回路，其特征在于，所述燃料循环管(16)设置有可调节的节流阀(19)。
5.根据权利要求1所述的燃料喷射回路，其特征在于，所述燃料循环管(16)设置有温度传感器。
6.一种用于操作多燃料活塞发动机的方法，所述发动机能在使用气体燃料和少量用于点燃所述气体燃料的液体引燃燃料的气体模式下以及使用液体燃料的液体燃料模式下运行，所述发动机包括燃料喷射回路，该燃料喷射回路针对所述发动机的每个气缸(14)都包括至少一个燃料喷射泵(7)和连接到所述燃料喷射泵(7)以用于将液体燃料喷入所述气缸(14)的至少一个燃料喷射器(12)，其特征在于，当所述发动机在所述气体模式下运行时，液体燃料穿过所述燃料喷射器(12)进行循环，所述燃料喷射器连接到所述多燃料发动机的燃料回路中设置的燃料循环管(16)，从而允许残留燃料穿过所述燃料喷射器(12)进行循环。
7.根据权利要求6所述的方法，其特征在于，独立的燃料循环阀(17)被用于控制穿过所述发动机的每个气缸(14)的所述燃料喷射器(12)进行的燃料循环。
8.根据权利要求6或7所述的方法，其特征在于，循环的燃料被导入所述燃料喷射泵(7)的返回管线(11)。
9.根据权利要求6所述的方法，其特征在于，所述燃料循环管(16)中的燃料的温度被监测。
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