Patent Application
20240191665
The invention concerns an internal combustion engine in which a main fuel for internal combustion is ammonia (NH3). In another aspect, the invention concerns a genset for generation of electric power.
Such internal combustion engines are disclosed in US 2011/0114069 A1, US 2011/0259290A1, EP 2 378 094 A1, US 2010/0019506 A1, and WO 2019/035718 A1.
U.S. Pat. No. 3,455,282 discloses an internal combustion engine having main combustion chambers with a compression ratio between 12 and 16, which are provided with a spark plug to start combustion of a combustion charge consisting of air and ammonia. The addition of small quantities of hydrogen as a combustion promoter is discussed.
Another internal combustion engine where ammonia is used as a fuel is disclosed in EP 3 669 059 A1. Therein, it is described that pilot ignition with a pre-chamber of an air/ammonia mixture in the main combustion chamber of an internal combustion engine is used in both Otto and diesel engines in order to ensure good ignition of the air/ammonia mixture in an internal combustion engine. The pre-chamber has its own air or air/fuel intake, wherein an air/hydrogen mixture or other carbon containing fuels can be used for pilot ignition. It is further described that hydrogen or other carbon containing fuels can be added to the ammonia/air mixture in the main combustion chamber.
It is an aspect of the invention, in certain embodiments, to provide an internal combustion engine with an improved operability of burning ammonia as a main fuel.
It is another aspect of the invention, in certain embodiments, to provide a genset for generation of electric power.
These aspects are achieved by an internal combustion engine having the features of the claims and a genset comprising an electric generator coupled to such an internal combustion engine. Embodiments of the invention are defined in the dependent claims.
In an internal combustion engine according to embodiments of the invention, there is provided at least:
Aside from the prechamber each piston-cylinder-unit has at least:
The at least one ammonia source can provide ammonia:
In some embodiments, the engine further comprises a control device to operate the internal combustion engine.
The at least one hydrogen source can comprise at least one hydrogen tank and/or a hydrogen supply line and/or at least one reformer for cracking ammonia.
The use of a reformer as part of the at least one hydrogen source (or as the at least one hydrogen source, if there are no other parts such as a control valve and/or a bypass line) allows on-demand production of hydrogen in an amount adjusted to the need as a combustion promoter in the prechambers. No hydrogen tank for storage of hydrogen is needed. A small reformer can be used.
If on-demand production of hydrogen is to be used at least the following operating parameters should be measured using sensors known in the art:
Based on measured operating parameters and using, for example a look-up table and/or a model and/or a transfer function, the ratio of hydrogen to ammonia (wherein the hydrogen is to be produced in the reformer and mixed with the ammonia provided to the prechambers) can be determined. A control device can control (open-looped or closed-looped) an actuator, for example a control valve, to provide this amount.
As a general rule:
The above-said is also valid if hydrogen from a hydrogen tank or a supply line is to be used instead of or together with a reformer as a hydrogen source.
By way of example, the at least one hydrogen source is configured to provide hydrogen to the prechamber of each piston-cylinder-unit in a range of 0 to 10 mass %, preferably of 0 to 5 mass %, in particular 0 to 3 mass % (note that all mass % of hydrogen are given with respect to the total fuel mass brought into a prechamber).
In some embodiments, the control device is configured to at least control a lambda of the combustion charge inside each main combustion chamber to be between 0.9 and 1.2, preferably between 0.98 and 1.02.
In such embodiments, it can be provided that the engine further comprises at least one intercooler coupled to the intake manifold and the control device being further configured to configured to control the intercooler to provide a gaseous medium to the intake manifold with a temperature of at least 40° C., preferably with at least 60° C., and preferably with a temperature below 220° C.
Preferably, the control device is configured to control the ignition device to start combustion of the combustion charge in each piston-cylinder-unit between −35 degrees to −10 degrees before the piston reaches top dead center (TDC).
In some embodiments, the motion of the piston defines a variable volume geometry of the main combustion chamber having a geometrical compression ratio between 10 and 20, preferably 12 and 18, in particular preferably between 14 and 18.
Preferably, an internal combustion engine according to embodiments of the invention can be provided wherein a diameter of each main combustion chamber is at least 130 mm.
In some embodiments, the internal combustion engine comprises an exhaust manifold coupled to the plurality of piston-cylinder-units.
In these embodiments, there can be provided at least one catalytic converter, preferably a three-way-catalytic-converter or a SCR-converter, coupled to the exhaust manifold.
In some embodiments, the internal combustion engine comprises at least one turbocharger to charge the gaseous medium provided to the intake manifold.
In some embodiments, a brake mean effective pressure of the internal combustion engine is higher than 10 bar, preferably higher than 15 bar, in particular higher than 18 bar.
Preferably, at least one valve of the at least one prechamber valve for providing ammonia to the prechamber is a gas valve for providing ammonia in gaseous form, possibly mixed with air, to the prechamber, enriched with hydrogen.
In some embodiments, the control device is configured to provide ammonia to the main combustion chamber in liquid form after opening of the at least one intake valve until 50 degrees crank angle before the piston reaches TDC. This ensures that ammonia is introduced when the pressure in the cylinder is not too high to be negative with respect to the energy balance (such that ammonia does not have to be injected with too high a pressure or too late in the compression stage).
If ammonia in liquid form is used, it should be considered that for combustion the ammonia has to be evaporated which needs additional energy when compared to using gaseous ammonia. To provide the additional energy, it is advantageous to (compared to when gaseous ammonia is used):
In some embodiments, the ammonia source provides or stores ammonia in liquid form and there is provided a heat exchanger to use energy of exhaust gas to evaporate the ammonia into a gaseous form which is then provided to the main combustion chambers.
In some embodiments, the internal combustion engine can be provided with:
In some embodiments, the control device is configured to control the intake valves and the exhaust valves of the piston-cylinder-units with overlapping opening times to provide internal EGR (exhaust gas recirculation), preferably with a rate (defined as mass of EGR/(mass of fuel+mass of air+mass of EGR) larger than 0% and below 10%, in particular with a rate larger than 0% and below 5%.
Embodiments of the invention are discussed with reference to
Each piston-cylinder-unit has at least a cylindrical main combustion chamber 2 for combustion of a combustion charge, a volume of the main combustion chamber 2 being defined by the at least one cylinder head and a reciprocally moving piston, the motion of the piston defining a variable volume geometry of the main combustion chamber 2 preferably having a geometrical compression ratio between 10 and 20.
Each piston-cylinder-unit is provided with a prechamber 19 in which the ignition device is arranged. The ammonia enriched with hydrogen generated by a reformer 15 is provided to the prechambers 19 via prechamber valves 20 (which can be, by way of example, in the form of injectors).
Furthermore, each piston-cylinder-unit has at least one intake valve coupled to the intake manifold 3 and an ignition device to start combustion of the combustion charge.
The internal combustion engine 1 is provided with at least one ammonia source (two ammonia sources 13, 14 are shown in the figures) for providing ammonia to each piston-cylinder-unit as part of the combustion charge via the intake manifold 3 and the at least one intake valve as part of gaseous medium in form of a mixture of at least air and ammonia.
The internal combustion engine 1 has a control device 12, which is configured to control the intercooler 10 to provide a gaseous medium with a temperature of at least 40° C. to the intake manifold and control a lambda of the combustion charge inside each main combustion chamber 2 to be between 0.9 and 1.2 (in this embodiment by controlling a gas mixer 8 to which one of the ammonia sources 13, 14 is coupled).
The control device 12 is further configured to control a throttle valve 11 and a first control valve 16, which allows addition of ammonia coming from an ammonia source 14 enriched with hydrogen generated by a reformer 15 to the prechambers 19 via an ammonia supply line 17 and the prechamber valves 20.
In the shown embodiment, the hydrogen source comprises not only the reformer but also a bypass line in which a second control valve 18 is arranged and the amount of hydrogen-enriched ammonia provided to the ammonia supply line 17 can be adjustably controlled by the control device 12 via the second control valve 18. If no second control valve 18 is provided, a fixed amount of hydrogen-enriched ammonia can be achieved by suitably choosing a pressure of the ammonia source 14 and/or a diameter of the bypass line and/or the dimension of the reformer 15. It should be noted that the provision of a bypass line is not necessary and the reformer 15 could be the only connection between the ammonia source 14 and the first control valve 16.
Instead of two ammonia sources 13, 14, a single ammonia source 13, 14 to provide ammonia to both the intake manifold 3 and the hydrogen source could be used.
The gaseous medium provided to the intake manifold 3 is charged by a compressor 7 of a turbocharger 5, which is driven by an exhaust turbine 6 of the turbocharger 5 which is arranged in the exhaust manifold 4.
A catalytic converter 9 is also coupled to the exhaust manifold 4.
This application is a National Stage entry from, and claims benefit of, PCT Application No. PCT/AT2021/060128, filed on Apr. 19, 2021, entitled “INTERNAL COMBUSTION ENGINE”, which is herein incorporated by reference in its entirety.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/AT2021/060128 | 4/19/2021 | WO |
