Patent Application
20250116246
The present disclosure relates to an engine.
The present application claims priority based on Japanese Patent Application No. 2022-018627 filed on Feb. 9, 2022, the entire content of which is incorporated herein by reference.
In recent years, engines fueled by hydrogen or the like have been proposed for a decarbonized society, and Patent Document 1 discloses a hydrogen engine using a recirculating working gas that can be operated with high thermal efficiency by removing products with low specific heat ratio (e.g., carbon dioxide) generated in a combustion chamber from the recirculating gas.
The present inventors have studied a new engine that uses two or more types of fuel, and the challenge is to reduce engine damage caused by backfires in such a new engine. The engine described in Patent Document 1 is an engine fueled only by hydrogen, rather than two or more types of fuel, and the findings to solve the above problem are not disclosed.
In view of the above, an object of at least one embodiment of the present disclosure is to provide an engine that can reduce engine damage caused by backfires for engines that uses two or more types of fuel.
In order to achieve the above object, an engine according to at least one embodiment of the present disclosure is provided with: an engine body; an intake line connected to a combustion chamber of the engine body; a first fuel line connected to the intake line and configured to supply a first fuel to the intake line; and a second fuel line connected to the intake line at a position downstream of where the first fuel line is connected and configured to supply a second fuel having a lower explosive limit that is lower than that of the first fuel.
In order to achieve the above object, an engine according to at least one embodiment of the present disclosure is provided with: an engine body including a main combustion chamber and a precombustion chamber communicating with the main combustion chamber; an intake line connected to the main combustion chamber of the engine body; a first fuel line connected to the intake line and configured to supply a first fuel to the intake line; and a second fuel line connected to the precombustion chamber and configured to supply a second fuel having a lower explosive limit that is lower than that of the first fuel to the precombustion chamber.
At least one embodiment of the present disclosure provides an engine that can reduce engine damage caused by backfires for engines that uses two or more types of fuel.
Embodiments of the present disclosure will be described below with reference to the accompanying drawings. It is intended, however, that unless particularly identified, dimensions, materials, shapes, relative positions and the like of components described or shown in the drawings as the embodiments shall be interpreted as illustrative only and not intended to limit the scope of the present invention.
For instance, an expression of relative or absolute arrangement such as “in a direction”, “along a direction”, “parallel”, “orthogonal”, “centered”, “concentric” and “coaxial” shall not be construed as indicating only the arrangement in a strict literal sense, but also includes a state where the arrangement is relatively displaced by a tolerance, or by an angle or a distance whereby it is possible to achieve the same function.
For instance, an expression of an equal state such as “same” “equal” and “uniform” shall not be construed as indicating only the state in which the feature is strictly equal, but also includes a state in which there is a tolerance or a difference that can still achieve the same function.
Further, for instance, an expression of a shape such as a rectangular shape or a cylindrical shape shall not be construed as only the geometrically strict shape, but also includes a shape with unevenness or chamfered corners within the range in which the same effect can be achieved.
On the other hand, an expression such as “comprise”, “include”, “have”, “contain” and “constitute” are not intended to be exclusive of other components.
As shown in
In the example shown in
The intake line 6 is connected to the main combustion chamber 18 and is configured to supply a mixture (lean premixture) of at least one type of fuel gas and air to the main combustion chamber 18. The intake line 6 includes an intake port 32 formed in the cylinder head 16 and an intake pipe 34 connected to the intake port 32. One end of the intake port 32 is connected to the main combustion chamber 18, and the other end of the intake port 32 is connected to the intake pipe 34. The intake port 32 is equipped with an intake valve 36 for controlling the connection between the main combustion chamber 18 and the intake pipe 34.
The supply of fuel gas (hereinafter, referred to as precombustion chamber fuel) to the precombustion chamber 26 is directly performed through a precombustion chamber fuel line 29 connected to the precombustion chamber 26. Then, a combustion flame is generated by ignition of the fuel (precombustion chamber fuel and lean premixture flowing from main combustion chamber 18) in the precombustion chamber 26 with an ignition device (in this embodiment, ignition plug 37) disposed in the precombustion-chamber forming part 28. This combustion flame is injected from the precombustion chamber 26 to the main combustion chamber 18 via the plurality of nozzle holes 30, so that the fuel (lean premixture) in the main combustion chamber 18 is combusted.
The exhaust line 8 is connected to the main combustion chamber 18 and is configured to discharge combustion gas generated by combustion of the fuel in the main combustion chamber 18 as exhaust gas from the main combustion chamber 18. The exhaust line 8 includes an exhaust port 38 formed in the cylinder head 16 and an exhaust pipe 40 connected to the exhaust port 38. One end of the exhaust port 38 is connected to the main combustion chamber 18, and the other end of the exhaust port 38 is connected to the exhaust pipe 40. The exhaust port 38 is equipped with an exhaust valve 42 for controlling the connection between the main combustion chamber 18 and the exhaust pipe 40. The intake valve 36 and the exhaust valve 42 open and close the intake port 32 and the exhaust port 38, respectively, depending on the crank angle of the crankshaft (not shown).
The turbocharger 10 includes a compressor 44 disposed in the intake line 6, a turbine 46 disposed in the exhaust line 8, and a rotational shaft 48 connecting the compressor 44 and the turbine 46. When the turbine 46 is driven by exhaust gas flowing through the exhaust line 8, the rotation of the turbine 46 is transmitted to the compressor 44 via the rotational shaft 48, and the compressor 44 compresses air flowing through the intake line 6.
The air cooler 12 is disposed between the compressor 44 and the engine body 4 (between compressor 44 and intake port 32) in the intake line 6 and is configured to cool air that is heated by compression in the compressor 44.
In some embodiments, the above-described gas engine 2 may be configured to supply two or more types of fuel gas to the intake line 6. In this case, the gas engine 2 is equipped with two or more of fuel lines 50a to 50d shown by the dashed lines in
In
The fuel line 50c is connected to the intake line 6 at a position Pc downstream of the compressor 44. The position Pb is, in detail, between the air cooler 12 and the cylinder head 16 in the intake line 6. The fuel line 50d is connected to the intake line 6 at a position Pd downstream of the compressor 44. The position Pd is, in detail, between the air cooler 12 and the intake valve 36 in the intake line 6, and more specifically, the position of the intake port 32 in the intake line 6.
Some embodiments will be described below, using the case where the gas engine 2 is equipped with two of the fuel lines 50a to 50d.
In some embodiments described below, of these two fuel lines, the fuel line connected to the intake line 6 at a relatively upstream position is defined as the first fuel line, and the fuel line connected to the intake line 6 at a relatively downstream position (downstream of where the intake line 6 and the first fuel line are connected) is defined as the second fuel line. The fuel gas supplied from the first fuel line to the intake line 6 (i.e., the main component of gas supplied from the first fuel line to the intake line 6) is defined as the first fuel, and the fuel gas supplied from the second fuel line to the intake line 6 (i.e., the main component of gas supplied from the second fuel line to the intake line 6) is defined as the second fuel. The second fuel line is configured to supply the second fuel having a lower explosive limit that is lower than that of the first fuel to the intake line 6. In other words, the lower explosive limit of the second fuel supplied to the intake line 6 from the second fuel line, which is connected to the intake line 6 at a relatively downstream position among the two fuel lines, is lower than the lower explosive limit of the first fuel supplied to the intake line 6 from the first fuel line, which is connected to the intake line 6 at a relatively upstream position.
For example, the gas engine 2 shown in
Alternatively, the gas engine 2 shown in
The first fuel and the second fuel may be any two of hydrogen, methane, propane, n-butane, carbon monoxide, and ammonia, for example. That is, the first fuel may be any of hydrogen, methane, propane, n-butane, carbon monoxide, and ammonia, and the second fuel may be any of hydrogen, methane, propane, n-butane, carbon monoxide, and ammonia with a lower explosive limit that is lower than that of the first fuel. For example, the first fuel may be methane, and the second fuel may be hydrogen. For example, the first fuel may be ammonia, and the second fuel may be methane. The lower explosive limits of hydrogen, methane, propane, n-butane, carbon monoxide, and ammonia are 4.0%, 5.0%, 2.1%, 1.8%, 12.5%, and 15.0%, respectively. The concentration of the first fuel in the gas flowing through the first fuel line and the concentration of the second fuel in the gas flowing through the second fuel line may be, for example, not less than 50% or not less than 80% each.
The technical significance of making the lower explosive limit of the second fuel supplied to the intake line 6 from the second fuel line, which is connected to the intake line 6 at a relatively downstream position, lower than the lower explosive limit of the first fuel supplied to the intake line 6 from the first fuel line, which is connected to the intake line 6 at a relatively upstream position, will now be described.
Since the second fuel, which has a lower explosive limit that is lower than the first fuel, is more likely to cause backfires than the first fuel, by setting the position where the second fuel line is connected to the intake line 6 downstream from the position where the first fuel line is connected to the intake line 6 as described above, in the event of a backfire, the area affected by the backfire in the intake line 6 can be reduced, and damage to the gas engine 2 caused by the backfire can be suppressed (this point will be explained more specifically later).
The pressure in the intake line 6 is lowest at Pa upstream of the compressor 44 and highest at Pb downstream of the compressor. The pressure then drops by the amount of pressure loss at Pc behind the air cooler 12 and Pd in the intake port 32. In other words, there is a relationship Pb>Pc>Pd>Pa. Accordingly, when a fuel line is connected to the intake line 6 at the position Pa, the fuel supply pressure, which is the pressure of fuel flowing through the fuel line, can be lowered, and the energy required to boost the pressure of fuel can be saved. Thus, since the first fuel, which has a relatively high lower explosive limit among the first and second fuels as described above, is less likely to cause backfires, by connecting the first fuel line to the intake line 6 at the position Pa, the energy used to boost the pressure of the first fuel can be saved while reducing the risk of backfires.
The above-described effects will be described specifically in comparison with a comparative embodiment.
As in the comparative embodiment shown in
In contrast, as illustrated in
The following is a description of other effects obtained by the above-described some embodiments.
When the gas engine 2 shown in
When the gas engine 2 shown in
When the gas engine 2 shown in
When the gas engine 2 shown in
When the gas engine 2 shown in
In some embodiments, the gas engine 2 shown in
For example, the fuel supplied from the one or more fuel lines of the fuel lines 50a to 50d to the intake line 6 may be any of hydrogen, methane, propane, n-butane, carbon monoxide, and ammonia. The precombustion chamber fuel supplied from the precombustion chamber fuel line 29 to the precombustion chamber 26 may be any of hydrogen, methane, propane, n-butane, carbon monoxide, and ammonia with a lower explosive limit that is lower than that of the fuel supplied from the one or more fuel lines to the intake line 6. For example, methane may be supplied from the one or more fuel lines of the fuel lines 50a to 50d to the intake line 6, and hydrogen may be supplied from the precombustion chamber fuel line 29 to the precombustion chamber 26. Alternatively, for example, ammonia may be supplied from the one or more fuel lines of the fuel lines 50a to 50d to the intake line 6, and methane may be supplied from the precombustion chamber fuel line 29 to the precombustion chamber 26.
In the precombustion chamber gas engine 2 that includes the main combustion chamber 18 and the precombustion chamber 26, there is basically no air in the precombustion chamber fuel line 29 for supplying fuel to the precombustion chamber 26, or if air is present, it is in minute amounts. Therefore, the risk of backfire is small even if a fuel with a lower explosive limit that is lower than that of fuel gas supplied to the intake line 6 and more likely to cause backfires is supplied from the precombustion chamber fuel line 29 to the precombustion chamber 26 as described above. Additionally, as described above, by supplying fuel gas having a higher lower explosive limit than the precombustion chamber fuel and less likely to cause backfires to the intake line 6, the risk of backfire is less likely to occur than when the same fuel gas as the precombustion chamber fuel is supplied to the intake line 6. Thus, it is possible to reduce damage to the gas engine 2 caused by backfires.
Some embodiments will be described below, using the case where the gas engine 2 is equipped with one of the fuel lines 50a to 50d. In some embodiments described below, one of the fuel lines 50a to 50d provided by the gas engine 2 corresponds to the first fuel line and the precombustion chamber fuel line 29 corresponds to the second fuel line. Further, fuel gas supplied from one of the fuel lines 50a to 50d provided by the gas engine 2 to the intake line 6 corresponds to the first fuel, and fuel gas supplied from the precombustion chamber fuel line 29 to the precombustion chamber 26 corresponds to the second fuel.
In some embodiments, the gas engine 2 shown in
In some embodiments, the gas engine 2 shown in
Thus, it is possible to reduce damage to the gas engine 2 caused by backfires as described above. Additionally, by supplying the fuel gas having a higher lower explosive limit (lower risk of backfire) than the precombustion chamber fuel to the intake line 6 at a position downstream of the compressor 44, the effect of backfires on the compressor 44 can be effectively suppressed, and the risk of damage to the turbocharger 10 can be effectively reduced. It is possible to produce the gas engine 2 by modifying an existing engine with a fuel line connected to the intake line 6 at a position downstream of the compressor 44.
In some embodiments, the gas engine 2 shown in
In some embodiments, the gas engine 2 shown in
In some embodiments, the gas engine 2 shown in
The present disclosure is not limited to the embodiments described above, but includes modifications to the embodiments described above, and embodiments composed of combinations of those embodiments.
For example, the gas engine may supply three or more types of fuel gas to the intake line 6. In this case, for three or more types of fuel, the lower the lower explosive limit, the further downstream the position where the fuel is supplied to the intake line 6. For example, the gas engine may have a first fuel line connected to the intake line and configured to supply the first fuel to the intake line, a second fuel line connected to the intake line at a position downstream of where the first fuel line is connected and configured to supply the second fuel to the intake line, and a third fuel line connected to the intake line at a position downstream of where the second fuel line is connected and configured to supply the third fuel to the intake line. In this case, the lower explosive limit of the second fuel may be lower than that of the first fuel, and the lower explosive limit of the third fuel may be lower than that of the second fuel. Thus, damage to the gas engine 2 caused by backfires can be reduced, and the energy used to boost the pressure of fuel can be saved.
The gas engine does not have to be a precombustion chamber gas engine, and the gas engine does not have to have a precombustion chamber. In this case, for example, the gas engine may have an intake line connected to the combustion chamber of the engine body, a first fuel line connected to the intake line, and a second fuel line connected to the combustion chamber. In this case, the second fuel line may supply the combustion chamber with the second fuel having a lower explosive limit that is lower than that of the first fuel supplied from the first fuel line to the intake line. Thus, it is possible to reduce damage to the gas engine 2 caused by backfires.
The present disclosure is not limited to gas engines, but can also be applied to diesel engines, for example. The “lower explosive limit” described above may be read as “lower limit of combustible range” or “lower limit of combustion range”. Also, “low lower explosive limit” can be read as “high explosive grade”. The higher explosive grade takes precedence over the lower lower explosive limit. If the explosive grade is the same, the judgment is made by the lower explosive limit.
The contents described in the above embodiments would be understood as follows, for instance.
Since the second fuel, which has a lower explosive limit that is lower than the first fuel, is more likely to cause backfires than the first fuel, by setting the position where the second fuel line is connected to the intake line downstream from the position where the first fuel line is connected to the intake line as described in (1), in the event of a backfire, the area affected by the backfire in the intake line can be reduced, and damage to the engine caused by the backfire can be suppressed.
In addition, since the first fuel, which has a relatively high lower explosive limit among the first and second fuels as described in (1), is less likely to cause backfires, even if the first fuel line is connected to the intake line at a position upstream of where the second fuel line is connected to the intake line, the increased risk of backfires can be controlled.
With the engine described in (2), by supplying the first fuel, which has the higher lower explosive limit (lower risk of backfire) of the first and second fuels, to the intake line at a position upstream of the compressor, the effect of backfires on the compressor can be suppressed. Additionally, by supplying the first fuel to the intake line at the position with a relatively low pressure before compression by the compressor, the fuel supply pressure of the first fuel can be lowered, and the energy required to boost the pressure of the first fuel can be saved.
Additionally, by supplying the second fuel, which has the lower lower explosive limit (higher risk of backfire) of the first and second fuels, to the intake line at a position downstream of the compressor, the effect of backfires on the compressor can be suppressed, and the risk of damage to the turbocharger can be reduced.
It is possible to produce the engine by modifying an existing engine with a fuel line connected to the intake line at a position upstream of the compressor.
With the engine described in (3), even if a backfire occurs, the area affected by the backfire can be limited to the area from the intake valve to the rear of the air cooler, and damage to the engine can be reduced.
With the engine described in (4), since the position between the compressor and the air cooler in the intake line is outside the engine body, fuel can be easily supplied from the second fuel line to the intake line. Additionally, even if a backfire occurs, the flame will not travel back to the compressor, reducing the risk of damage to the turbocharger.
With the engine described in (5), it is possible to suppress the effect of backfire on the outside of the engine body in the event of a backfire and effectively reduce damage to the engine.
With the engine described in (6), it is possible to easily produce the engine when modifying an existing engine with a fuel line connected to the intake line at a position between the compressor and the intake valve of the engine body.
In the so-called precombustion chamber engine that includes a main combustion chamber and a precombustion chamber, there is basically no air in the line for supplying fuel to the precombustion chamber, or if air is present, it is in minute amounts. Therefore, the risk of backfire is small even if the second fuel with a lower explosive limit that is lower than that of the first fuel and more likely to cause backfires is supplied from the second fuel line to the precombustion chamber as described in (7).
Additionally, as described in (7), by supplying the first fuel having a higher lower explosive limit than the second fuel and less likely to cause backfires to the intake line, the risk of backfire is less likely to occur than when the second fuel, which is likely to cause backfires, is supplied to the intake line.
Thus, it is possible to reduce damage to the engine caused by backfires.
With the engine described in (8), by supplying the first fuel, which has the higher lower explosive limit (lower risk of backfire) of the first and second fuels, to the intake line at a position upstream of the compressor, the effect of backfires on the compressor can be suppressed. Additionally, by supplying the first fuel to the intake line at the position with a relatively low pressure before compression by the compressor, the fuel supply pressure of the first fuel can be lowered, and the energy required to boost the pressure of the first fuel can be saved.
It is possible to produce the engine by modifying an existing engine with a fuel line connected to the intake line at a position upstream of the compressor.
With the engine described in (9), by supplying the first fuel, which has the higher lower explosive limit (lower risk of backfire) of the first and second fuels, to the intake line at a position downstream of the compressor, the effect of backfires on the compressor can be effectively suppressed, and the risk of damage to the turbocharger can be effectively reduced. It is possible to produce the engine by modifying an existing engine with a fuel line connected to the intake line at a position downstream of the compressor.
With the engine described in (10), since the position between the compressor and the air cooler in the intake line is outside the engine body, fuel can be easily supplied from the first fuel line to the intake line. Additionally, even if a backfire occurs, the flame will not travel back to the compressor, reducing the risk of damage to the turbocharger.
With the engine described in (11), it is possible to suppress the effect of backfire on the outside of the engine body in the event of a backfire caused by the second fuel and effectively reduce damage to the engine.
With the engine described in (12), carbon dioxide emissions can be reduced by using hydrogen compared to conventional engines that use only methane as fuel. Hydrogen has a lower lower explosive limit and a higher combustion rate than methane, but supplying hydrogen at a position less affected by a possible backfire than methane reduces engine damage caused by hydrogen-induced backfires.
With the engine described in (13), carbon dioxide emissions can be reduced by using ammonia compared to conventional engines that use only methane as fuel. Since ammonia has a higher lower explosive limit and a lower combustion rate than methane, the risk of backfires does not increase even if ammonia is supplied as far upstream as possible in the intake line. When the ammonia fuel input position is Pa upstream of the compressor 44, the energy used to boost the pressure of the first fuel can be saved.
With the engine described in (14), carbon dioxide emissions can be reduced by using ammonia and hydrogen compared to conventional engines that use only methane as fuel. Since ammonia has a higher lower explosive limit and a lower combustion rate than methane, the risk of backfires does not increase even if ammonia is supplied as far upstream as possible in the intake line. When the ammonia fuel input position is Pa upstream of the compressor 44, the energy used to boost the pressure of the first fuel can be saved. Since ammonia is difficult to ignite on its own, the use of hydrogen as the second fuel improves ignition.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2022-018627 | Feb 2022 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2023/003507 | 2/3/2023 | WO |
