EP3625445A1 - Method for operating an internal combustion engine, and internal combustion engine - Google Patents
Method for operating an internal combustion engine, and internal combustion engineInfo
- Publication number
- EP3625445A1 EP3625445A1 EP18725465.1A EP18725465A EP3625445A1 EP 3625445 A1 EP3625445 A1 EP 3625445A1 EP 18725465 A EP18725465 A EP 18725465A EP 3625445 A1 EP3625445 A1 EP 3625445A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cylinders
- stroke operation
- stroke
- operating
- engine
- 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.)
- Withdrawn
Links
Classifications
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- 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
- F02B11/00—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
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- 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
- F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
- F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
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- 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
- F02B25/26—Multi-cylinder engines other than those provided for in, or of interest apart from, groups F02B25/02 - F02B25/24
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
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- 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
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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
- F02D23/00—Controlling engines characterised by their being supercharged
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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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
- F02D41/008—Controlling each cylinder individually
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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
- F02D41/30—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
- F02D41/3058—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used the engine working with a variable number of cycles
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- 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
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- 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
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
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- 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
- F02B69/06—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 cycles, e.g. convertible from two-stroke to four stroke
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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
- 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
- F02D2400/02—Four-stroke combustion engines with electronic control
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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
- 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
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- 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 invention relates to a method for operating an internal combustion engine having an engine with a first number of cylinders and a second number of cylinders and a supercharger arrangement, wherein a charge air flow supplied to the engine is compressed by means of at least one compressor and at least one turbine with an exhaust gas flow discharged from the engine is charged.
- the invention also relates to a device for operating an internal combustion engine and an internal combustion engine for carrying out the method.
- US Pat. No. 7,421,981 describes a shift mechanism that can selectably switch between two-stroke operation and four-stroke operation of an engine, the shift mechanism being switchable between engagement with a first cam lobe for four-stroke operation and engagement with a second cam lobe for one Two-stroke operation.
- This basically advantageous approach is characterized by a switchability between two-stroke operation and four-stroke operation depending on the boundary conditions and requirements during operation.
- the invention begins, whose task is to provide a method in an improved manner, by means of which at least one of the above-mentioned problems is addressed.
- the object, concerning the method, is solved by the invention with a method of claim 1.
- the invention is based on a method for operating an internal combustion engine with an engine having a first number of cylinders and a second number of cylinders and a supercharger arrangement, wherein a charge air flow supplied to the engine is compressed by means of at least one compressor and at least one turbine with one from the engine discharged exhaust gas flow is applied.
- the method further comprises the step of operating the first number of cylinders in two-stroke operation and the second number of cylinders in four-stroke operation in a main operating mode, wherein a scavenging gradient increases for the cylinders operated in two-stroke operation is than for the operated in four-stroke operation cylinder.
- first number of cylinders at least a first cylinder or a plurality of first cylinders.
- second number of cylinders at least one second cylinder or cylinders.
- the invention has recognized that for a two-stroke or a four-stroke operation, different flushing pressures or flushing gradient are required.
- the purging gradient here denotes the pressure difference between compressed fresh or charge air after compression and the exhaust gas discharged from the engine before entering the power turbine. Since modern engines are usually operated with a turbocharger loader, they can, in particular due to the rigid connection between the turbine and compressor, realize only relatively small differential pressures of in particular about 0.6 bar in the map of the engine. This value is in a non-optimal range, especially for a two-stroke operation.
- the device for operating an internal combustion engine having an engine with a first number of cylinders and a second number of cylinders and a supercharger arrangement, wherein a charge air flow supplied to the engine is compressed by means of at least one compressor and at least one turbine with an exhaust gas flow discharged from the engine can be acted upon, in particular designed for carrying out a method according to the concept of the invention for controlling and regulating the internal combustion engine, characterized by control and processor means: for operating the internal combustion engine in a main operating mode, wherein the first number of cylinders in two-stroke operation and the second number of cylinders is operated in four-stroke operation, wherein for the operated in two-stroke operation cylinder, a scavenging gradient is greater than for the operated in four-stroke operation cylinder.
- the internal combustion engine has an engine with a first number of cylinders, a second number of cylinders, a supercharger arrangement with at least one low-pressure stage, wherein a charge air flow supplied to the engine is compressed by means of at least one compressor and at least one turbine is supplied with an exhaust gas flow discharged from the engine can, and - with a device for operating the internal combustion engine,
- control and processor means for operating the engine in a main mode of operation, wherein the first number of cylinders is operated in two-stroke mode and the second number of cylinders in four-stroke mode, wherein
- a scavenging gradient is greater than for the cylinders operated in four-stroke operation.
- the real power with the same space and weight of the engine is up to about 70% higher than a four-stroke engine.
- there are construction-related disadvantages of the two-stroke engine in particular the higher fuel consumption and higher pollutant emissions.
- switching between two-stroke operation and four-stroke operation requires in particular a sufficiently high scavenging gradient for the two-stroke operation, in particular in order to ensure sufficient cylinder scavenging in the time specified by the clock.
- the invention has further recognized that the generation of a proper and sufficient purge slope is a prerequisite for a main mode of operation of the first number of cylinders in two-stroke operation and the second number of cylinders in four-stroke operation.
- a scavenging gradient is therefore greater for the cylinders operated in two-stroke operation than for the cylinders operated in four-stroke operation.
- the generation of a proper and sufficient rinse slope is a prerequisite for the cylinder.
- a further development is based on the consideration that a switchability, in particular a temporary switchability, of an engine from a four-stroke operation to a two-stroke operation and from a two-stroke operation to a four-stroke operation is advantageous, in particular with regard to economy and ecological efficiency ,
- a first exhaust gas stream originating from this cylinder or from this number of cylinders can be advantageous according to the concept the invention of a corresponding, leading in particular to a lower exhaust back pressure, use are supplied.
- a second exhaust gas stream which originates from a cylinder or a number of cylinders which are operated in four-stroke operation and thus require a lower purge gradient, can be supplied to a further use, in particular different from the use of the first exhaust gas stream.
- this use can advantageously be due to the higher exhaust gas back pressure that is possible due to the four-stroke operation corresponding to an admission of a high-pressure stage of the supercharger arrangement to the second exhaust gas flow.
- the method further comprises the steps of operating the first number of cylinders and the second number of cylinders in four-stroke operation in a four-stroke mode of operation, operating the first number of cylinders (ZI) in the two-stroke mode of operation second number of cylinders (Z2) in two-stroke operation.
- this may include operating all the cylinders of the engine in either four-stroke or two-stroke operation.
- suitable opportunities for charging, in particular for the compression of the charge air must be foreseen to produce a sufficiently high scavenging gradient.
- the method further comprises the step of: switching the engine from a four-stroke operation of the four-stroke operation mode to a two-stroke operation of the two-stroke operation mode.
- this development includes in particular the switching during operation of a four-stroke operation in a two-stroke operation, in particular according to the concept of the invention in an advantageous manner to achieve a short time higher power of the engine.
- the method further comprises the step of: switching the engine from a two-stroke operation of the two-stroke operation mode to a four-stroke operation of the four-stroke operation mode.
- this may mean that the engine of the internal combustion engine, after it has already been switched from a four-stroke operation in a two-stroke operation in a previous step, is switched back to a four-stroke operation.
- the higher power of the two-stroke operation which is advantageously used in transient requirements such as during acceleration, is not needed in a current operating state of the engine.
- the internal combustion engine can therefore be switched according to the concept of the invention in favor of a lower fuel consumption and lower pollutant emissions in a four-stroke operation.
- the first number of cylinders or the second number of cylinders is switched from four-stroke operation to two-stroke operation.
- this may include, in particular during operation of the internal combustion engine switching of individual cylinders or cylinder groups of a four-stroke operation in a two-stroke operation according to the concept of the invention is possible.
- the operating state of the engine can be flexibly adapted to current, ie at a certain time temporarily prevailing, boundary conditions, in particular with regard to required power, fuel consumption and pollutant emissions.
- the compressor power and thus the achievable scavenging gradient, in particular for the cylinders operated in two-stroke operation can be influenced.
- a changeover of individual cylinders or a number of cylinders from a four-stroke operation to a two-stroke operation generally leads to a short-term increase in the available power and is thus particularly advantageous in transient operating conditions, such as acceleration.
- the first number of cylinders or the second number of cylinders is switched from a two-stroke operation to a four-stroke operation.
- a switchability of individual cylinders or a number of cylinders from two-stroke operation to four-stroke operation leads to the advantage that the operating state of the engine can be adapted flexibly to current boundary conditions.
- the cylinders are flushed by a longitudinal purge or DC purge.
- a flushing of the combustion chamber formed from the piston and cylinder between two different, in particular opposite sides takes place.
- the combustion chamber is flooded in particular by lying in the region of the bottom dead center inlet slots and emptied by lying in the region of the top dead center valves again.
- a good efficiency of the flushing is advantageously achieved, in particular since substantially the entire combustion chamber is detected by the flow and the risk of dead space formation is thus low.
- it is possible, in particular by a tangential arrangement of the inlet slots to influence the flushing by generating a twist and, in particular, to further improve it.
- the first number of cylinders in a first cylinder bank and the second number of cylinders are arranged in a second cylinder bank.
- cylinders of the first number of cylinders and cylinders of the second number of cylinders are each arranged alternately side by side.
- a cylinder which is operated in an operating mode for example a four-stroke operation
- a different operating mode for example a two-stroke operation.
- a first exhaust gas stream of the first number of cylinders is passed directly, in particular past a high-pressure stage of the supercharger arrangement, to a low-pressure stage of the supercharger arrangement.
- this development includes in particular that the exhaust gas stream originating from the cylinders operated in two-stroke operation is supplied to a use which causes a sufficiently low exhaust back pressure in these cylinders. In this way, advantageously sufficient for a two-stroke operation purging gradient can be realized in the affected cylinders.
- the energy contained in this exhaust gas stream is used in a suitable manner, namely in the form of the admission of a low-pressure stage of a supercharger arrangement.
- a second exhaust gas stream of the second number of cylinders is directed to a high-pressure stage of the supercharger arrangement and subsequently to a low-pressure stage of the supercharger arrangement.
- this development includes, in particular, a use being made of an exhaust gas flow conducted from the cylinders operated in four-stroke operation, which generates a higher exhaust backpressure in the cylinders concerned.
- the favorable purge conditions of the four-stroke operation are advantageously used, which result in a higher possible exhaust back pressure.
- the fact is used in particular that in four-stroke operation, the process of charging charge air into the cylinder and the process of discharging exhaust gas from the cylinder take place in two separate cycles.
- the exhaust gas is ejected from the cylinder at a substantially higher pressure than in the two-stroke operation, by discharging the exhaust gas in one stroke along with the charging of the charge air.
- This higher pressure is advantageously used in this development for driving the high-pressure stage of the loader assembly.
- a first exhaust gas stream of the first number of cylinders is passed directly, in particular past the loader arrangement, to an exhaust system, in particular an exhaust, a wastegate or the like.
- this refinement specifically includes that the first exhaust gas flow discharged from a first number of cylinders, in particular in two-stroke operation, is not used to drive a turbine, in particular for the purpose of recovering mechanical energy.
- the internal combustion engine is operated in successive phases of operation with a method according to one of claims 1 to 12, wherein the assignment of a total of cylinders to the first number of cylinders and the second number of cylinders each for an operating phase is reverse to the assignment of a respective previous operating phase.
- an operating phase can be started with the starting of the engine and stopped with the stopping of the engine.
- Such a development leads to the advantage that thermal and mechanical loads are distributed in particular temporally by the alternate assignment of the operating modes.
- the invention also leads to the solution of the problem to a device for carrying out a method according to one of claims 1 to 13, in particular for operating an internal combustion engine and an internal combustion engine, comprising an engine, a first number of cylinders, a second number of cylinders, a supercharger arrangement with at least one High-pressure stage and a low-pressure stage, designed for carrying out a method according to one of claims 1 to 13.
- Fig. 1 in a schematic representation of an internal combustion engine of a preferred embodiment
- 2A-B is a schematic representation of the sequence of a two-stroke combustion process
- 3A-D is a schematic representation of the sequence of a four-stroke combustion process
- Fig. 4 shows a schematic representation of an internal combustion engine of a further preferred
- Embodiment. 1 shows an internal combustion engine 1000 with a gas guidance system 10 in a first embodiment according to an embodiment of the invention.
- the gas guiding system 10 is disposed at the periphery of an engine 1200 for guiding gas, that is, fresh air and exhaust gas.
- the engine 1200 has an upstream and a downstream periphery.
- the engine 1200 is shown symbolically in the form of a large diesel engine and has a first cylinder bank Bl with a first gas version 3 and a second cylinder bank B2 with a second gas version 4.
- the gas guiding system 100 has an upstream gas supply 1 for supplying gas to an input side of the engine 1200.
- the fresh air section 11 of the gas feed 1 is initially formed by a raw air section 11.1 for sucking raw air with an air filter 180 before a low-pressure compressor 172 with a downstream intercooler 178.
- a low-pressure compressor 172 with a downstream intercooler 178 In the present case, two Rohlufttalkn 11.1 and two low-pressure compressor 172 and two intercooler 178 are provided.
- the two Rohluft choirn 11.1 are merged to form a common charge air 11.2 before a high pressure compressor 162, to which a high-pressure charge air gap 11.3 connects, which leads from the high pressure compressor 162 to the intercooler 480.
- On the inflow side of the intercooler 480 is a supply line separating means 190, by means of which the gas-conducting connection between the charge air path 11.3 and the intercooler 480 can be made or interrupted.
- On the outflow side of the intercooler 480 in the present case, there are two cylinder charge air paths 11.4 of the fresh air section 11, which produce a gas-conducting connection to cylinders 442 arranged on the first cylinder bank B1 or cylinders 444 arranged on the second cylinder bank B2.
- the compressors of the loader assembly 100 are each driven by a turbine 164, 174 of the downstream gas discharge 2.
- two low-pressure turbines 174 in a low-pressure exhaust gas line 13.1 and a high-pressure turbine 164 in an intermediate exhaust gas line 13.3 are arranged between the low-pressure turbines 174 and a high-pressure exhaust gas line 13.2 of the exhaust gas line 13.
- a downstream gas outlet 2 adjoins the downstream side of the high pressure exhaust line 13.2 of the line 13, which is connected to the gas versions 3, 4.
- the gas versions 3, 4 are downstream of the engine 1200 respectively to the Cylinder 442, 444 of the cylinder banks Bl, B2 connected, that is arranged in this case on an output side of the motor 1200.
- the engine 1200 may be operated according to the concept of the invention in four-stroke, two-stroke, or hybrid operation, that is, a subset of four-stroke cylinders and another sub-cylinder of two-stroke engines.
- a charge is to be provided in order to achieve a sufficient flushing, in particular head reversing flushing, of the cylinder.
- all cylinders 442 of a first number ZI of cylinders are arranged on the first cylinder bank B 1.
- all the cylinders 444 of a second number Z2 are arranged on cylinders on the second cylinder bank B2.
- deviating assignments are also possible hereof, as is explained in more detail below in connection with FIG. 4, for example.
- the internal combustion engine 1000 will be explained in a first main operating mode.
- the cylinders 442 of the first cylinder bank Bl are operated in two-stroke operation and the cylinders 444 of the second cylinder bank B2 are operated in four-stroke operation.
- a first exhaust gas flow AG1 originating from the cylinders 442 of the first cylinder bank B1 and a second exhaust gas flow AG2 originating from the cylinders 444 of the second cylinder bank B2 are presently guided separately.
- a first barrier separating means 196 are arranged on the high-pressure exhaust line 13.2, which connects the first gas version 3 and the second gas version 4, which is closed for this purpose and a second barrier separating means 198 arranged, which is open for this purpose. Furthermore, there is a possibility, via a disposed on the first gas version 3 first bypass separating means 192 and a arranged on the second gas version 4 second bypass separating means 194, respectively from the corresponding cylinder bank Bl or B2 derived exhaust stream AG1 or AG2 directly, in particular a high-pressure stage 160 of the loader assembly 100 over to the low pressure turbine 174 of the low pressure stage 170 of the charger assembly 100 to pass.
- the first bypass separating means 192 is opened.
- the first exhaust gas flow AG1 of the cylinder 442 operated in the two-stroke mode is conducted via a first bypass line 13.4 directly to the low-pressure exhaust gas line 13.3 and thus advantageously achieves a low exhaust backpressure for the cylinder 442 operated in the two-stroke mode.
- the first exhaust gas flow AG1 directly to the Low-pressure turbines 174 of the low-pressure stage 170 passed. Both low-pressure turbines 174 are each connected to the low-pressure compressor 172 via a low-pressure turbine shaft 176 for transmitting a rotational movement.
- the second bypass separating means 194 is closed and the second blocking separating means 198 is opened, whereby the second exhaust gas stream AG2 originating from the cylinders 444 of the second cylinder bank B2 is led via the high-pressure exhaust gas line 13.2 to the high-pressure turbine 164 of the high-pressure stage 160.
- the high-pressure turbine 164 which is set into rotary motion by the exhaust gas flow AG2, drives the high-pressure compressor 162 via a high-pressure turbine shaft 166.
- the first barrier separating means 196 is closed and the second blocking separating means 198 is opened.
- the allocation of cylinders 444 operated in four-stroke mode and cylinders 442 operated in two-stroke mode can thus be reversed in any way, in particular by uniform loading of all cylinders and with the cylinder to ensure connected engine components.
- FIGS. 2A and 2B show a schematic representation of the sequence of a two-stroke combustion process.
- FIG. 2A shows a cylinder 420 in which a piston 424 that translates in the direction of the cylinder axis of the cylinder 420 is arranged.
- the piston 424 is shown in the vicinity of a bottom dead center UT.
- gas in particular a two-stroke charge air stream L2T, flows into the combustion chamber 432 formed essentially by a cylinder wall 422 of the cylinder 420 and the piston 424.
- the charge air L2T is conveyed into the combustion chamber 432 by at least one inlet valve 426E.
- the two-stroke charge air flow L2T is previously compressed by a compressor 162, which is not shown here, to a sufficiently high pressure for the two-stroke operation.
- a compressor 162 which is not shown here
- This exhaust gas leaves the combustion chamber 432 in the form of a two-stroke exhaust gas flow A2T through at least one exhaust valve 426A, which is arranged here on the upper side of the cylinder 420 in the vicinity of a top dead center OT.
- the process illustrated in FIG. 2A includes charging the combustion chamber 432 with charge air L2T and virtually simultaneously discharging the exhaust gas A2T.
- the piston 424 is near the top dead center, that is, the combustion chamber 432 has almost reached its minimum volume. This means that the charge air L2T which has previously flowed into the combustion chamber 432 has been compressed by the upward movement of the piston 424 and thus the reduction of the combustion chamber 432.
- the inlet valve 426E and the outlet valve 426A are closed to prevent leakage of the charge air L2T.
- the illustrated state is practically the end of the compression process.
- FIGS. 3A to 3D show a schematic representation of the sequence of a four-stroke combustion process.
- Fig. 3A the process of loading in a cylinder 420 is shown. Due to the position of a piston 424 near bottom dead center UT, the combustion chamber 432 practically has its largest possible volume.
- a four-stroke charge air flow L4T flows through the open inlet valve 426E into the combustion chamber 432, in particular by prior pressurization by a compressor 162, not shown here, and / or by a negative pressure generated by the downward movement of the piston 424.
- the exhaust valve 426 A closed.
- Fig. 3B the piston 424 is near top dead center OT.
- the intake valve 426E and the exhaust valve 426A are closed; the gas which has flowed in the previous step, represented in FIG. 3A, is therefore already compressed at the instant represented here.
- the state shown in Fig. 3B is practically the end of the compression.
- Fig. 3C the piston 424 is again at bottom dead center UT. This state is preceded by an expansion by the ignition ZUE of the compressed gas, which in turn has taken place following the final state of compression shown in FIG. 3B.
- the state shown in Fig. 3C thus represents practically the end of the working or the Working phase, in which in particular a drive movement of a motor 1200 is generated.
- the engine 1200 is also designed as a 12-cylinder engine.
- the engine 1200 shown here is, in particular in contrast to the embodiment shown in FIG. 1, single-stage charged, via a compressor stage 170 '.
- the cylinders AI to A6 are arranged on a first cylinder bank Bl and the cylinders Bl to B6 on a second cylinder bank B2.
- the cylinders A1, A3, A5, B1, B3, B5 form a first number ⁇ of cylinders.
- the cylinders A A2, A4, A6, B2, B4, B6 form a second number Z2 'of cylinders.
- both the first gas version 3 of the first cylinder bank Bl and the second gas version 4 of the second cylinder bank B2 are each divided.
- the cylinders of the first number anrob which are arranged on the first cylinder bank Bl, namely the cylinders AI, A3 and A5, connected via a first branch 3.1 of the first gas version 3 gas-conducting with a first turbine-separating means 490.1.
- first execution branch 3.1 of the first gas version 3 can be directly connected to an exhaust gas line 413 via a first bypass separating means 492.1.
- the cylinders of the first number ⁇ which are arranged on the second cylinder bank B2, namely the cylinders Bl, B3 and B5 via a first execution branch 4.1 of the second gas version 4 gas-conducting connected to the first turbine-separating means 490.1.
- the first execution branch 4.1 of the second gas version 4 can be directly connected to the exhaust gas line 413 via the first bypass separating means 492.1.
- the exhaust gas flow AG1 originating from the cylinders A1, A3, A5, B1, B3 and B5 of the first number ⁇ can thus be directed to one of the two turbines 174 ' become.
- the charge air flow L is again supplied via a charge air cooler 480 to the cylinders AI to A6 and Bl to B6.
- the exhaust gas flow AG1 originating from the cylinders A1, A3, A5, B1, B3 and B5 of the first number ⁇ can in turn be led directly to the exhaust gas passage 413.
- the cylinders of the second number Z2 ' which are arranged on the first cylinder bank Bl, namely the cylinders A2, A4 and A6, are connected to a second turbine-separating means 490.2 in a gas-conducting manner via a second embodiment branch 3.2 of the first gas version 3.
- the second embodiment branch 3.2 of the first gas version 3 can be connected directly to the exhaust gas line 413 via a second bypass separating means 492.2.
- the cylinders of the second number Z2 ' which are arranged on the second cylinder bank B2, namely the cylinders B2, B4 and B6 are connected in a gas-conducting manner to the second turbine-separating means 490.2 via a second embodiment branch 4.2 of the second gas version 4.
- the second execution branch 4.2 of the second gas version 4 can also be connected directly to the exhaust gas line 413 via the second bypass separating means 492.2.
- the exhaust gas flow AG2 originating from the cylinders A2, A4, A6, B2, B4 and B6 of the second number Z2 ' can thus be applied to one of the two turbines 174'. be directed.
- the turbines 174 ' are thereby set in motion and, via a turbine shaft 176' in each case, can drive a compressor 172 'for the purpose of compressing a charge air flow L.
- the charge air flow L is again supplied via a charge air cooler 480 to the cylinders AI to A6 and Bl to B6.
- the exhaust gas flow AG2 originating from the cylinders A2, A4, A6, B2, B4 and B6 can in turn be passed directly to the exhaust gas passage 413. This is particularly conducive to a two-stroke operation, as by bypassing the compressor stage 170 ', a much lower exhaust back pressure is generated.
- first turbine separating means 490.1 and the second bypass separating means 492.2 are opened, and that second turbine separating means 490.2 and the first bypass separating means 492.1 are closed.
- a device 900 for operating the internal combustion engine 1000 is shown schematically, which in the present case has a control and processing means 910.
- This control and processing means 910 is, as shown here by dashed lines, signal leading connected to the separating means 490.1, 490.2, 492.1 and 492.2.
- the concept of the invention can be implemented, for example, in the sense of an automatic system or control circuit shown in this preferred embodiment.
- the release agents 490.1, 490.2, 492.1 and 492.2 can be provided according to the method according to the concept of the invention, ie opened or closed.
- the control and processor means 910 signal leading to a not shown, in particular parent, control of the internal combustion engine 1000 in connection. It may additionally or alternatively be part of this, in order to implement the method according to the concept of the invention, in particular the switching of the cylinders from two-stroke operation to four-stroke operation or from four-stroke operation to two-stroke operation.
- mapping of cylinders shown to a first number ⁇ and a second number Z2 ' is practically adjacent to each other and to both Cylinder banks Bl, B2 distributed. Nevertheless, it is of course conceivable, another grouping, such. B. the embodiment shown in FIG. 1 or another, to choose.
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- General Engineering & Computer Science (AREA)
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- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102017110857.2A DE102017110857B4 (en) | 2017-05-18 | 2017-05-18 | Method for operating an internal combustion engine, internal combustion engine |
PCT/EP2018/062538 WO2018210819A1 (en) | 2017-05-18 | 2018-05-15 | Method for operating an internal combustion engine, and internal combustion engine |
Publications (1)
Publication Number | Publication Date |
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EP3625445A1 true EP3625445A1 (en) | 2020-03-25 |
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ID=62196555
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP18725465.1A Withdrawn EP3625445A1 (en) | 2017-05-18 | 2018-05-15 | Method for operating an internal combustion engine, and internal combustion engine |
Country Status (5)
Country | Link |
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US (1) | US11073079B2 (en) |
EP (1) | EP3625445A1 (en) |
CN (1) | CN110832177B (en) |
DE (1) | DE102017110857B4 (en) |
WO (1) | WO2018210819A1 (en) |
Families Citing this family (1)
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CN113217198A (en) * | 2021-05-08 | 2021-08-06 | 南通航海机械集团有限公司 | Diesel engine exhaust back pressure sine wave automatic adjusting system and method |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
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DE19951093C2 (en) | 1999-10-23 | 2002-02-07 | Daimler Chrysler Ag | Operating method for a multi-cylinder internal combustion engine |
US7661263B2 (en) | 2004-08-27 | 2010-02-16 | Caterpillar, Inc. | Method of operating an internal combustion engine |
DK1380738T3 (en) * | 2002-07-09 | 2008-04-21 | Waertsilae Nsd Schweiz Ag | Method of operating a piston combustion engine |
US7421981B2 (en) | 2004-03-17 | 2008-09-09 | Ricardo, Inc. | Modulated combined lubrication and control pressure system for two-stroke/four-stroke switching |
US7481185B1 (en) | 2007-08-14 | 2009-01-27 | Robert Bosch Gmbh | Multi-mode 2-stroke/4-stroke internal combustion engine |
US8439002B2 (en) * | 2009-05-28 | 2013-05-14 | Ford Global Technologies, Llc | Methods and systems for engine control |
DE102012208071A1 (en) * | 2012-05-15 | 2013-11-21 | Man Diesel & Turbo Se | Drive system and method for operating the same |
US9732682B2 (en) * | 2012-09-07 | 2017-08-15 | Ford Global Technologies, Llc | Internal combustion engine which may be selectively operated by the two-stroke method or the four-stroke method and method for operating such an internal combustion engine |
DE102014008378A1 (en) | 2014-06-05 | 2015-12-17 | Daimler Ag | Engine braking device for an internal combustion engine |
DE102015220972A1 (en) * | 2015-10-27 | 2017-04-27 | Ford Global Technologies, Llc | A method of operating a exhaust-gas-fired four-cycle self-igniting internal combustion engine with partial deactivation and a self-igniting four-cycle internal combustion engine for carrying out such a method |
-
2017
- 2017-05-18 DE DE102017110857.2A patent/DE102017110857B4/en not_active Expired - Fee Related
-
2018
- 2018-05-15 CN CN201880032857.8A patent/CN110832177B/en not_active Expired - Fee Related
- 2018-05-15 EP EP18725465.1A patent/EP3625445A1/en not_active Withdrawn
- 2018-05-15 WO PCT/EP2018/062538 patent/WO2018210819A1/en unknown
-
2019
- 2019-11-18 US US16/686,719 patent/US11073079B2/en active Active
Also Published As
Publication number | Publication date |
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US11073079B2 (en) | 2021-07-27 |
US20200158013A1 (en) | 2020-05-21 |
CN110832177A (en) | 2020-02-21 |
DE102017110857B4 (en) | 2019-10-17 |
DE102017110857A1 (en) | 2018-11-22 |
WO2018210819A1 (en) | 2018-11-22 |
CN110832177B (en) | 2021-11-02 |
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