25 results about "Lean burn" patented technology

The invention relates to a cooperative control method and system for lean-burn emission of a marine low-zero carbon fuel engine. The method comprises the steps that real-time in-cylinder pressure and temperature data are collected, and an in-cylinder pressure curve and an in-cylinder temperature curve are obtained through time sequence alignment, filtering denoising and interpolation fitting processing; extracting time sequence data based on the curve, calculating average effective pressure and peak temperature in a cylinder to determine a current load interval, and marking a risk tag sequence; calculating the generation rate of the nitrogen oxides and the particulate matters by matching with reaction condition parameters, and extracting reverse variation characteristics to obtain strong mutual exclusion correlation of the nitrogen oxides and the particulate matters; and based on the associated starting model, predicting and controlling the output oil injection quantity and the air inflow adjusting quantity, calculating the transient time sequence lag quantity through a dynamic lag model, and after superposition, calibrating through a combustion phase matching algorithm to generate an oil injection timing and air inlet valve opening control instruction after transient adjustment. The method is adaptive to the combustion characteristics of low-zero-carbon fuel, emission contradictions are accurately captured, transient emission peak values are avoided, and multi-pollutant collaborative control is achieved.

A method of operating a gas turbine engine. The gas turbine engine includes an accessory gearbox arranged to power one or more engine accessories, and a combustor in which fuel is combusted and a fuel-oil heat exchanger arranged to transfer heat between oil and fuel that is provided to the combustor. An average temperature of lubricating oil is at least 180° C. on exit from the accessory gearbox at cruise conditions. The method includes transferring heat from the oil to the fuel before the fuel enters the combustor so as to raise the fuel temperature to an average of at least 135° C. on entry to the combustor at cruise conditions. Also provided is a gas turbine engine.

The present disclosure is directed to a method of operating a combustion system to attenuate combustion dynamics. The method includes flowing, via a compressor section, an overall supply of air to the combustion system; flowing, via a fuel supply system, an overall flow of fuel to the combustion system; flowing, to a first fuel nozzle of the combustion system, a first supply of fuel defining a richer burning fuel-air mixture at the first fuel nozzle; flowing, to a second fuel nozzle of the combustion system, a second supply of fuel defining a leaner burning fuel-air mixture at the second fuel nozzle; and igniting the richer burning fuel-air mixture and the leaner burning fuel-air mixture to produce an overall fuel-air ratio at a combustion chamber of the combustion system.

A combustor for rich-quench-lean combustion includes a combustor shell, a combustion chamber delimited by the combustor shell, and fuel injectors. The combustion chamber includes a primary zone, a quench zone, a secondary zone, and an outlet arranged in axial flow series. Openings through the combustor in the quench zone provide a quench air flow into the quench zone. A method for rich-quench-lean combustion for the combustor includes contemporaneously injecting a rich air-fuel mixture into the primary zone and injecting a second air flow into the quench zone in which the second air flow is equal to or less than four times the primary air flow.

A gas turbine engine for an aircraft. The gas turbine engine comprising: a rich burn, quick quench, lean burn (RQL) combustor having a number of fuel spray nozzles in the range of 14-22 or a number of fuel spray nozzles per unit engine core size in the range 2 to 6. An MTO nvPM emissions index ratio is defined as:EImaxTO,SAFEImaxTO,FFwhere: EImaxTO,SAF is the system loss corrected nvPM emissions index in mg / kg of the gas turbine engine when operating at around 100% available thrust for given operating conditions if a fuel provided to the fuel spray nozzles comprises a sustainable aviation fuel (SAF); and EImaxTO,FF is the system loss corrected nvPM emissions index in mg / kg of the gas turbine engine when operating at around 100% available thrust for the given operating conditions if a fuel provided to the fuel spray nozzles is a fossil-based hydrocarbon fuel. The MTO nvPM emissions index ratio of the gas turbine engine is less than 1. The gas turbine engine is configured to provide fuel comprising a SAF to the fuel spray nozzles. Also disclosed is a method of operating a gas turbine engine.

The application discloses a lean-burn engine control method, device and engine system. The lean-burn engine control method comprises the following steps: obtaining a current torque and a target torque; when the current torque is less than the target torque, obtaining an average effective pressure and an excess air coefficient; when the average effective pressure is in a first pressure range and the excess air coefficient is in a first coefficient range, adjusting an ignition angle, increasing air content and combustible content in a cylinder, and increasing the current torque to the target torque. By using the above technical scheme, the current torque can be increased, the thermal efficiency can be ensured to be high, and the combustion center can be prevented from changing, the ignition angle can be prevented from being large, and the lean-burn engine can be prevented from being damaged by knocking.

The present application aims to suppress useless update of a sub-feedback learning value caused by execution of active control of air-fuel ratio. A control device of an internal combustion engine is capable of executing air-fuel ratio sub-feedback control, sub-feedback learning control, and active control of air-fuel ratio. In the sub-feedback learning control, the control device executes rich adhesion update processing that updates the sub-feedback learning value so that the post-update target air-fuel ratio becomes an air-fuel ratio more biased toward the lean side than the pre-update target air-fuel ratio, in the case where a rich adhesion condition indicating a state in which lean burn failure has not been detected continuously after switching of the target air-fuel ratio from a rich air-fuel ratio to a lean air-fuel ratio based on the air-fuel ratio sub-feedback control is satisfied. In the active control of air-fuel ratio, the control device forcibly performs switching of the target air-fuel ratio between a lean air-fuel ratio and a rich air-fuel ratio. The control device prohibits execution of the rich adhesion update processing during execution of the active control of air-fuel ratio.

The present application belongs to the technical field of vehicle engineering, and particularly relates to a particle trap regeneration method, device, storage medium and controller; through reversing the installation of the particle trap and interfacing the rotating purging component, the regeneration of the trap is realized on the engine tail gas pipeline; wherein, in order to improve the regeneration effect, a cyclic or intermittent variable working condition control process can be introduced; through setting the first type of working condition and / or the second type of working condition and switching, the pulsating tail gas output is introduced; in the process, high load and high speed and low load and low speed working conditions can be respectively used to realize different excitation states of the tail gas; in addition, the preset lean burn working condition and high temperature tail gas configuration can be combined to further improve the regeneration effect; at the same time, the differential pressure detection closed loop of the two ends of the trap can be introduced to optimize the monitoring ability of the regeneration process, timely end the regeneration process, and improve the operation efficiency; the application of the related products will be helpful to reduce the emission of the internal combustion engine and improve the fuel consumption.

The present application relates to the technical field of engine, and discloses a matching method of a supercharger for a lean-burn engine and a supercharger for a lean-burn engine, the matching method of the supercharger for the lean-burn engine comprising: obtaining target performance parameters of the engine; obtaining design parameters of the supercharger required by lean-burn combustion and equivalent ratio combustion of the engine under the target performance parameters of the engine; and adjusting and verifying performance parameters of the supercharger required by lean-burn combustion of the engine according to the design parameters of the supercharger required by lean-burn combustion and equivalent ratio combustion of the engine under the target performance parameters of the engine, until the engine can reach the target performance parameters under the performance parameters of the supercharger under lean-burn combustion. The matching method of the supercharger for the lean-burn engine and the supercharger for the lean-burn engine can realize large pressure end flow and small vortex end flow of the supercharger to match the demand of the lean-burn engine under the condition of meeting the design requirements of the supercharger in the early stage.

A method of operating a gas turbine engine having a lean burn staged combustion system having a combustor in which fuel is combusted. The gas turbine engine includes a fuel-oil heat exchanger arranged to transfer heat between oil and fuel that is provided to the combustor. The method includes transferring heat from the oil to the fuel before the fuel enters the combustor so as to lower the fuel viscosity to 0.58 mm2 / s or lower on entry to the combustor at cruise conditions.

A gas turbine engine 10 for an aircraft comprising a rich burn quick quench, lean burn (RQL) combustor 16 having a number of spray nozzles 403, 404, in the range of 14-22 or a number of fuel spray nozzles per unit engine core size in the range of 2-6, with the engine configured to provide fuel comprising sustainable aviation fuel to the spray nozzles. The engine operation is characterised by specific non-volatile particulate emission ratio beign related to the bypass ratio. The fuel spray nozzles may comprise one or more duplex nozzles and one more single flow nozzles and preferably the combustor comprises 10-14 duplex fuel spray nozzles and 4-8 signle flow fuel spray nozzles. The duplex fuel spray nozzles are arranged in groups about the circumference of the combustor and optionally wherein the groups duplex fuel spray nozzles comprise at least two groups arraned dimametrically opposite each other. A corresponding method is also claimed. Fig 6

A method of operating a four-stroke multi-cylinder piston engine by combustion of a first fuel in which the cylinders have a fixed geometric compression ratio, is characterized in that air is compressed by a single-stage compressor (28) of a turbocharger (26) coupled to the engine (10): in accordance with the duty cycle and the ignition sequence, the air is compressed by the single-stage compressor (28) of the turbocharger (26); filling the combustion chamber of each cylinder (12) with compressed air and a first fuel; providing a second fuel into the cylinder to be ignited and become ignited; the first fuel is ignited by the second fuel and is combusted as lean burn; a single stage turbine (30) directing exhaust gas generated by combustion to a turbocharger (26) in which the exhaust gas expands to generate work for operating a compressor; directing the exhaust gas to a NOx reduction catalyst (38) at which NOx emissions are reduced; and when the engine (10) is operated at a power less than 75% of its nominal maximum power and when at least 30% of the heat released in the combustion comes from ammonia as a first fuel, cooling the exhaust gas prior to directing the exhaust gas to the NOx reduction catalyst (38). The invention also relates to a four-stroke multi-cylinder internal combustion piston engine (10) configured to burn a first fuel comprising ammonia and a second fuel.

A gas turbine engine for an aircraft includes a rich burn, quick quench, lean burn combustor having 14-22 fuel spray nozzles or 2-6 fuel spray nozzles per unit engine core size. A thrust nvPM emissions index ratio isEImaxTO / FmaxTOEIidle / Fi⁢d⁢l⁢e.EIidle is the nvPM emissions index in mg / kg of the gas turbine engine operating at around 7% available thrust for given operating conditions. EImaxTO is the nvPM emissions index in mg / kg of the gas turbine engine operating at around 100% available thrust for the given operating conditions. FmaxTO is the thrust of the gas turbine engine at around 100% available thrust in kN. Fidle is the thrust of the gas turbine engine at around 7% available thrust in kN. The thrust nvPM emissions index ratio is greater than 0.09. The gas turbine engine is configured to provide fuel comprising a sustainable aviation fuel to the fuel spray nozzles.

The application discloses a cylinder cover, an engine and a vehicle, and relates to the technical field of engines, and specifically discloses a cylinder cover, which comprises a cylinder cover body and a pre-chamber structure, the cylinder cover body is formed with a combustion chamber, the pre-chamber structure comprises a shell and a piston, the shell is arranged on the cylinder cover body, the shell is formed with a spray hole, the piston is arranged in the shell to divide a space in the shell into a pre-chamber and an adjusting chamber, the adjusting chamber and the spray hole are both communicated with the combustion chamber, and the piston is movable in the shell to selectively communicate one of the pre-chamber and the adjusting chamber with the spray hole under the action of pressure. By arranging the pre-chamber structure on the cylinder cover body, arranging the piston in the shell, dividing the shell into the pre-chamber and the adjusting chamber, moving the piston relative to the shell, and arranging the spray hole on the shell and communicating the spray hole with the combustion chamber, the internal pressure of the pre-chamber structure can be increased, the internal gas flow of the pre-chamber structure can be enhanced, the dilution of lean burn of the engine can be improved, and the thermal efficiency of the engine can be improved.

A lambda control strategy for a lean burn internal combustion engine employs a charge air adjustment following a lambda-based fuel adjustment process with closed loop control to adjust the final fueling command to meet transient lambda limits. A NOx output high spike value during transient conditions is determined via a regression model and provides an input relating to the aftertreatment system for closed loop control.

The application discloses an ammonia production system, an exhaust gas treatment device, an engine and an electric device. The ammonia production system comprises an adsorption module and a communication pipeline. The adsorption module is adapted to communicate with an exhaust manifold of an engine. The adsorption module is adapted to adsorb nitrogen oxides in a lean burn mode of the engine and release the adsorbed nitrogen oxides in a rich burn mode of the engine. The communication pipeline communicates with an outlet end of the adsorption module. The communication pipeline comprises a mixing pipe. The maximum width of the mixing pipe is greater than the maximum width of the outlet end. According to the ammonia production system of the embodiment of the application, the mixing pipe is arranged so that the nitrogen oxides discharged from the adsorption module do not immediately flow into downstream components, thereby alleviating the 'burst release' phenomenon of the adsorption module when the lean burn is switched to the rich burn.

A gas turbine engine includes: a rich burn, quick quench, lean burn combustor having a number of fuel spray nozzles in the range of 14-22 or a number of fuel spray nozzles per unit engine core size in the range 2 to 6. An MTO nvPM emissions index ratio is defined as:EImax⁢TO,SAFEImax⁢TO,FFwhere: EImaxTO,SAF and EImaxTO,FF are respectively the nvPM emissions index in mg / kg of the gas turbine engine when operating at around 100% available thrust for the given operating conditions if a fuel provided to the fuel spray nozzles includes a sustainable aviation fuel (SAF) or is a fossil-based hydrocarbon fuel. The MTO nvPM emissions index ratio of the gas turbine engine is less than 1. The gas turbine engine is configured to provide fuel including a SAF to the fuel spray nozzles. Also disclosed is a method of operating a gas turbine engine.

The invention discloses a hydrogen fuel internal combustion engine ship, a hydrogen supply method, an exhaust heat management method and a range extender power system, relates to the technical field of ship power systems, and is suitable for inland river and coastal short-distance shipping scenes. The ship comprises a ship body and a power system, the power system is integrated with an organic liquid hydrogen storage and supply device, a hydrogen internal combustion engine, a range extender power module and an exhaust heat management mechanism, hydrogen is stored and supplied through LOHC and is refluxed and recycled, exhaust waste heat of the hydrogen internal combustion engine is used for supplying energy to dehydrogenation reaction, the hydrogen internal combustion engine adopts a lean burn technology to achieve low emission, and energy is saved. The range extender power system has six energy flow modes. Zero carbon emission is achieved, the effective heat efficiency is larger than or equal to 43%, the hydrogen fuel filling efficiency is equivalent to that of diesel oil, the development cost is reduced depending on a traditional internal combustion engine industrial system, the problems that a traditional ship is serious in pollution and poor in hydrogen energy application adaptability are solved, and an efficient industrialization scheme is provided for green low-carbon transformation of the shipping industry.

In an internal combustion engine equipped with a sub-combustion chamber that enables lean burn, a structure is disclosed that allows for easy detection of blockage in the flame ejection hole of the sub-combustion chamber and also facilitates measures to restore the blockage. [Solution] A pressure sensor 25 capable of detecting pressure fluctuations in the main combustion chamber is provided in the cylinder head 3. When some of the flame ejection holes 22 in the sub-combustion chamber 15 become clogged, the size of the jet flame 23 ejected from the flame ejection holes 22 changes, causing the combustion pressure in the main combustion chamber to become uneven. This results in unevenness in the waveform of the pressure fluctuations during the expansion stroke, and it is also predicted that a unique pressure wave will be generated. The pressure sensor 25 detects the unevenness of the waveform and the unique pressure wave to detect clogging of the flame ejection holes 22. Subsequently, the internal air-fuel ratio of the sub-combustion chamber 15 is changed to the stoichiometric ratio to burn off deposits with a jet flame.

An exhaust system (10) for a vehicular lean burn internal combustion engine (12), which system comprising: a conduit for carrying a flowing exhaust gas, a source of nitrogenous reductant (24, 26), a zeolite catalyst containing at least one transition metal disposed in a flow path of the exhaust gas, wherein the zeolite catalyst is a small pore zeolite containing a maximum ring size of eight tetrahedral atoms, wherein the zeolite is a synthetic zeolite having the CHA Framework Type Code, wherein the at least one transition metal is copper, means (22) for metering nitrogenous reductant into a flowing exhaust gas upstream of the zeolite catalyst, and means (28, 30), when in use, for controlling the metering means so that nitrogenous reductant is metered into the flowing exhaust gas only when it is determined that the zeolite catalyst is at above 100 °C.

The invention provides an active-passive fusion type pre-combustion chamber jet ignition system which comprises a pre-combustion chamber shell, a spark plug and an oil sprayer, the pre-combustion chamber shell and the oil sprayer are arranged at the top end of a cylinder cover at intervals, and the spark plug is arranged on the pre-combustion chamber shell; an oil inlet hole and a jet hole which are communicated with a main combustion chamber of an engine are formed in the pre-combustion chamber shell, a first oil injection hole and a second oil injection hole are formed in the oil injector, fuel injected from the first oil injection hole enters a pre-combustion chamber cavity through the oil inlet hole to form pre-combustion chamber mixed gas, and fuel injected from the second oil injection hole enters the main combustion chamber to form pre-combustion chamber mixed gas. And the jet flow hole is used for jetting main jet flow flames to the main combustion chamber, and then the main combustion chamber mixed gas in the main combustion chamber is ignited. The pre-combustion chamber can integrate the advantages of an active pre-combustion chamber and a passive pre-combustion chamber, the aim of improving jet flow flame energy of the pre-combustion chamber of a novel structure is achieved, and the problems of engine lean burn limit widening and cold start are solved.

A lean-burn combustor (16) comprising: a plurality of lean-burn fuel injectors (50), each lean-burn fuel injector comprising a fuel supply arm (52) and a lean-burn fuel injector head (54) with a lean-burn fuel injector head tip (72), wherein the lean-burn fuel injector head tip has a lean-burn fuel injector head tip diameter (d), the lean-burn fuel injector head comprises a pilot fuel injector and a main fuel injector, the main fuel injector being arranged coaxially with the pilot fuel injector and radially outwardly; and a combustor chamber (60) extending in an axial direction (62) and comprising a radially inner annular wall (64), a radially outer annular wall (66) and a metering plate (68) defining a size and shape of the combustor chamber, wherein the combustor chamber comprises a primary combustion zone (80) having a primary combustion zone depth (D) and a secondary combustion zone (82). The ratio D / d of the primary combustion zone depth to the lean-burn fuel injector head tip diameter is less than 2.4.

An ignition system for an engine of a vehicle, an engine and a method for controlling combustion in a lean burn engine are disclosed. The ignition system comprises: a spark plug comprising: a ground electrode and a center electrode electrically connected to an ignition coil, wherein the spark plug ignites a mixture of fuel and air in a normal mode of the engine; a high speed pulse generator for igniting the mixture of fuel and air in a lean burn mode of the engine; a pulse generator controller for controlling the high speed pulse generator to ignite the mixture of fuel and air in the lean burn mode of the engine; an engine control unit determines the normal mode and the lean burn mode based on an engine speed and an engine load, and controls the ignition of the pulse generator controller and the spark plug based on the determined mode in the normal mode and the lean burn mode.

The invention belongs to the technical field of engine tail gas aftertreatment, and particularly relates to a hydrothermal-resistant HC-SCR catalyst and a preparation method thereof. The hydrothermal-resistant HC-SCR catalyst comprises a carrier, a first coating and a second coating, the carrier is coated with the first coating, and the first coating is coated with the second coating; the first coating is a cerium-zirconium-manganese composite oxide and is marked as CeZrMnOx; the second coating is a yttrium modified copper molecular sieve. According to the HC-SCR catalyst, the double-coating design is adopted, so that the HC-SCR reaction activity of the catalyst is improved, the low-temperature NOx conversion efficiency is high, the temperature window is wide, and the hydrothermal thermal aging resistance is high. The HC-SCR catalyst can replace an NH3-SCR catalyst to be applied to a diesel engine / lean burn gasoline engine tail gas aftertreatment system, the system size can be greatly reduced, the cost is reduced, and the reliability is improved.

A gas turbine engine 10 for an aircraft comprising a rich burn quick quench, lean burn (RQL) combustor 16 having a number of spray nozzles 403, 404, in the range of 12-22 or a number of fuel spray noz