JP2022073428A - Hydrogen gas supply device and operating method for engine - Google Patents

Hydrogen gas supply device and operating method for engine Download PDF

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JP2022073428A
JP2022073428A JP2020183403A JP2020183403A JP2022073428A JP 2022073428 A JP2022073428 A JP 2022073428A JP 2020183403 A JP2020183403 A JP 2020183403A JP 2020183403 A JP2020183403 A JP 2020183403A JP 2022073428 A JP2022073428 A JP 2022073428A
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fuel
hydrogen
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JP7479603B2 (en
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雅則 伊藤
Masanori Ito
努 原田
Tsutomu Harada
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Hit Kenkyusho Co Ltd
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Hit Kenkyusho Co Ltd
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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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

To provide an operating method for an engine enabling promotion of mixing of fuel gas and air in a cylinder.SOLUTION: Fuel gas supplied into a cylinder of a diesel engine is ignited and burned along with pressure increase or through injection ignition or spark ignition of pilot fuel in the vicinity of a top dead center to rapidly expand volume thereof and thus pushes down a piston so as to rotate a driving shaft via a crank. At this time, hydrogen gas supplied into the cylinder simultaneously with the fuel gas is ignited along with the ignition of the fuel gas. Since flame propagation speed (relative movement speed of flame front) of the hydrogen gas is extremely higher than that of other gas, the movement of the flame front of the hydrogen gas promotes mixing the fuel gas and air in the cylinder, so as to promote complete combustion of the fuel gas.SELECTED DRAWING: Figure 1

Description

本発明は、ガスエンジンから排出されるメタンなどの軽量炭化水素の量を削減するエンジンの運転方法に関する。 The present invention relates to an engine operating method for reducing the amount of lightweight hydrocarbons such as methane emitted from a gas engine.

従来から、水素ガスを燃料として用いる提案がなされている。特許文献１には、内燃機関に混合気として供給される燃料中に水素ガスを添加する内容が開示され、また非特許文献１にはリーンバーンガスエンジンンに水素ガスを添加して燃焼させた結果について記載されている。 Conventionally, proposals have been made to use hydrogen gas as a fuel. Patent Document 1 discloses the content of adding hydrogen gas to the fuel supplied as an air-fuel mixture to the internal combustion engine, and Non-Patent Document 1 discloses that the lean burn gas engine is burned by adding hydrogen gas. The results are described.

特許文献２には、燃料として水素を添加するのではなく、水素の火炎伝播速度が他のガスに比べて速いことを利用し、水素火炎の攪拌作用によって燃焼空間を攪拌することで、完全燃焼を行うことが記載されている。 In Patent Document 2, instead of adding hydrogen as a fuel, the flame propagation speed of hydrogen is faster than that of other gases, and the combustion space is agitated by the stirring action of the hydrogen flame to complete combustion. Is described to do.

非特許文献２には、水素の火炎伝播速度（惣層流燃焼速度）とメタンと比較した結果について、水素の火炎伝播速度はメタンよりも速いことが記載されている。 Non-Patent Document 2 describes that the flame propagation rate of hydrogen is faster than that of methane in terms of the result of comparison between the flame propagation rate of hydrogen (so-laminar flow combustion rate) and methane.

特開昭５１－０６８２１号公報Japanese Unexamined Patent Publication No. 51-06621 特開２０１８－２１５２２号公報Japanese Unexamined Patent Publication No. 2018-21522

「水素混燃エンジンの現状と課題」 日本マリンエンジニア学会誌 第５４巻 第５号 ２０１９"Current status and issues of hydrogen mixed combustion engine" Journal of Japanese Society of Marine Engineers Vol. 54, No. 5, 2019 「安全に関る水素の性質」安全工学 Vol44 No.6（2005）"Characteristics of Hydrogen Related to Safety" Safety Engineering Vol44 No.6 (2005)

地球温暖化対策として排ガス中のＣＯ２やＳＯｘ（イオウ酸化物）を少なくするため、船舶（コンテナ船、自動車運搬船、ばら積船、客船、クルーズ船など）のディーゼルエンジンなどでは燃料をＬＮＧ（液化天然ガス）にすることが提案されつつある。 As a measure against global warming, in order to reduce CO 2 and SOx (sulfur oxide) in exhaust gas, fuel is liquefied in diesel engines of ships (container ships, car carriers, bulk carriers, passenger ships, cruise ships, etc.). It is being proposed to use natural gas).

ガス燃料の未燃ガスとして排出されるメタンの温暖化係数はＣＯ２と比較して２５倍とも言われ、はるかに大きい。このため燃料を完全燃焼させることがエネルギー効率のみならず環境衛生上も必要である。 The warming coefficient of methane emitted as unburned gas in gas fuel is said to be 25 times that of CO 2 , which is much higher. Therefore, complete combustion of fuel is necessary not only for energy efficiency but also for environmental hygiene.

特許文献１や非特許文献に開示される内容は、燃料として水素を添加する内容で、水素を添加することによって完全燃焼に寄与するものではない。 The contents disclosed in Patent Document 1 and non-patent documents are the contents of adding hydrogen as a fuel, and do not contribute to complete combustion by adding hydrogen.

特許文献２に開示される内容では、液体燃料を用いたエンジンの給気中に水素ガスを微量添加するもので、水素ガスを燃料として用いるのではなく、水素の火炎でシリンダ内を攪拌し、この攪拌によって液体燃料と燃焼空気との接触を多くし、完全燃焼を行うものである。 According to the content disclosed in Patent Document 2, a small amount of hydrogen gas is added to the air supply of an engine using liquid fuel. Instead of using hydrogen gas as fuel, the inside of the cylinder is agitated by a hydrogen flame. By this stirring, the contact between the liquid fuel and the combustion air is increased, and complete combustion is performed.

しかしながら、不完全燃焼はシリンダ内に供給される燃料の量に影響される。
即ちエンジンの回転数を上げるために供給する燃料を多くすると、それだけ不完全燃焼として排出される軽量炭化水素の量が増える。特許文献２では水素ガスの供給量をどのようにコントロールするかについての開示がない。 However, incomplete combustion is affected by the amount of fuel supplied into the cylinder.
That is, as the amount of fuel supplied to increase the engine speed increases, the amount of lightweight hydrocarbons discharged as incomplete combustion increases accordingly. Patent Document 2 does not disclose how to control the supply amount of hydrogen gas.

上記の課題を解決するため本発明に係るエンジンの運転方法は、エンジンの回転数を一定範囲に収めるために設けたガバナーから制御装置にエンジンの回転数に対応する信号を送り、この信号を受けた制御装置から吸気ラインに設けた調整バルブに対し、爆発限界以下の範囲で且つエンジンにかかる負荷に対応した量の水素ガスを供給する信号を送るようにした。燃料供給ラインに調節バルブを設け、前記同様のエンジンにかかる負荷に対応した量の水素ガスを供給する信号を送るようにしてもよい。 In order to solve the above problems, in the engine operating method according to the present invention, a signal corresponding to the engine rotation speed is sent from a governor provided to keep the engine rotation speed within a certain range to a control device, and this signal is received. A signal was sent from the control device to the adjustment valve provided in the intake line to supply hydrogen gas in an amount within the range below the explosion limit and corresponding to the load applied to the engine. A control valve may be provided in the fuel supply line to send a signal to supply an amount of hydrogen gas corresponding to the load applied to the same engine.

排ガス中に設けた未燃ガスセンサーから信号を送り、この信号を受けた制御装置から吸気ラインまたは燃料ガス供給ラインに設けた調節バルブに対して水素ガスを供給する信号を送るようにしてもよい。 A signal may be sent from an unburned gas sensor provided in the exhaust gas, and a signal for supplying hydrogen gas may be sent from a control device receiving this signal to a control valve provided in an intake line or a fuel gas supply line. ..

前記水素ガスの供給源は、水素ボンベ、液体水素、水素吸蔵合金ボンベ或いは水の電気分解装置など任意である。あるいは、燃料メタンガスの一部を改質して一酸化炭素とともに水素ガスを得る、改質装置によってもよい。 The hydrogen gas supply source is arbitrary, such as a hydrogen cylinder, a liquid hydrogen, a hydrogen storage alloy cylinder, or a water electrolyzer. Alternatively, a reformer may be used which reforms a part of the fuel methane gas to obtain hydrogen gas together with carbon monoxide.

本発明によれば、ガスエンジンの完全燃焼を助長し、排ガス中に含まれるメタンなどの軽量炭化水素の量を大幅に削減することができ、結果として温暖化対策に有効なエンジンの運転方法を提供できる。 According to the present invention, it is possible to promote complete combustion of a gas engine and significantly reduce the amount of lightweight hydrocarbons such as methane contained in exhaust gas, and as a result, an effective engine operating method for global warming countermeasures can be obtained. Can be provided.

エンジンの回転数を水素ガスの添加量に適用するには、ガバナーではなくエンジンの回転数を直接測定することも考えられる。しかしながら、ガバナーは、エンジンにかかる負荷に応じて供給するガス燃料の量をコントロールしてエンジンの回転数を一定範囲に収めるものであり、同じ回転数でもエンジンに供給されるガス燃料の量は同じではない。 In order to apply the engine speed to the amount of hydrogen gas added, it is conceivable to directly measure the engine speed instead of the governor. However, the governor controls the amount of gas fuel supplied according to the load applied to the engine to keep the engine speed within a certain range, and the amount of gas fuel supplied to the engine is the same even at the same speed. is not.

即ち、エンジンにかかる負荷が大きいときに同じ回転数を維持するには、より多くの燃料を供給する必要がある。そして、排気ガス中の未燃分の量は供給された燃料の量に関係するため、エンジンの回転数を直接測定し、これに基づいて水素ガスの添加量を決めるのは、ガバナーからの信号に基づいて制御するよりも正確性に欠ける。
したがって、本願発明による運転方法は実際の運転に則した方法と言える。 That is, it is necessary to supply more fuel in order to maintain the same rotation speed when the load applied to the engine is large. And since the amount of unburned matter in the exhaust gas is related to the amount of fuel supplied, it is a signal from the governor to directly measure the engine speed and determine the amount of hydrogen gas added based on this. It is less accurate than controlling based on.
Therefore, it can be said that the operation method according to the present invention is a method according to actual operation.

本発明に係る運転方法の全体構成を示す図The figure which shows the whole structure of the operation method which concerns on this invention. 排ガス中の未燃焼成分を検出して制御するシステムの構成図Configuration diagram of a system that detects and controls unburned components in exhaust gas 未燃焼成分の自動解消アルゴリズムAutomatic elimination algorithm for unburned components

以下に本発明の実施の形態を添付図面に基づいて説明する。
ガスエンジン（ディーゼルエンジン）１とＬＮＧなどの燃料ガスタンク２との間には、ガス燃料を供給する供給ライン３が設けられている。 Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
A supply line 3 for supplying gas fuel is provided between the gas engine (diesel engine) 1 and the fuel gas tank 2 such as LNG.

ガスエンジン１にはガバナー４が付設され、このガバナー４によってエンジンの駆動軸にかかる負荷を検出し、エンジンの回転数に応じた信号が制御装置５に送られる。 A governor 4 is attached to the gas engine 1, and the governor 4 detects a load applied to the drive shaft of the engine and sends a signal according to the engine speed to the control device 5.

制御装置５はエンジンの駆動軸にかかる負荷に応じた信号を供給ライン３に設けたバルブ６に送り、エンジン１に供給されるガス燃料の量を調整する。例えば、エンジンの駆動軸にかかる負荷が大きくなった場合には供給するガス燃料を多くしてエンジンの回転数を一定範囲に保つ。同様に、駆動軸にかかる負荷が小さくなった場合には供給するガス燃料を少なくする。 The control device 5 sends a signal corresponding to the load applied to the drive shaft of the engine to the valve 6 provided in the supply line 3 to adjust the amount of gas fuel supplied to the engine 1. For example, when the load on the drive shaft of the engine becomes large, the gas fuel to be supplied is increased to keep the engine speed within a certain range. Similarly, when the load on the drive shaft becomes small, the amount of gas fuel supplied is reduced.

また、バルブ６よりも下流側の供給ライン３には水素ガス源７からの水素を燃料ガスに添加するためのバルブ８を設けている。このバルブ８にも前記制御装置５からの開度を調整する信号が送られる。 Further, a valve 8 for adding hydrogen from the hydrogen gas source 7 to the fuel gas is provided in the supply line 3 on the downstream side of the valve 6. A signal for adjusting the opening degree from the control device 5 is also sent to the valve 8.

前記バルブ８を介して燃料ガスに添加される水素ガスの量は、燃料ガスの容量に対して爆発限界値未満でエンジンにかかる負荷に対応した量とする。爆発限界値未満としたのは、本発明では、水素ガスは燃料として機能するのではなく燃焼空間を攪拌する手段として機能するためである。 The amount of hydrogen gas added to the fuel gas via the valve 8 is an amount that is less than the explosion limit value with respect to the capacity of the fuel gas and corresponds to the load applied to the engine. The reason why it is less than the explosion limit value is that in the present invention, hydrogen gas does not function as a fuel but functions as a means for stirring the combustion space.

前記バルブ６を設ける箇所は供給ライン３に限らず、例えば、エンジンのシリンダの周囲に水素ガスの噴射弁を設け、この噴射弁に供給する水素の量を調整する位置にバルブを設けてもよい。 The location where the valve 6 is provided is not limited to the supply line 3, and for example, a hydrogen gas injection valve may be provided around the cylinder of the engine, and a valve may be provided at a position where the amount of hydrogen supplied to the injection valve is adjusted. ..

以上において、ディーゼルエンジンのシリンダ内に供給された燃料ガスは、圧力の上昇に伴って、あるいは上死点近傍でパイロット燃料の噴射着火又はスパーク着火によって着火燃焼し体積を急激に膨張することでピストンを押し下げクランクを介して駆動軸を回転せしめる。 In the above, the fuel gas supplied into the cylinder of the diesel engine ignites and burns with the increase in pressure or by the injection ignition or spark ignition of the pilot fuel near the top dead center, and the piston rapidly expands in volume. Push down to rotate the drive shaft via the crank.

この時、吸気あるいは燃料ガスとともにシリンダ内に同時に供給された水素ガスは、燃料ガスの着火とともに着火する。そして、水素ガスの火炎伝播速度（火炎面の相対移動速度）は他のガスと比べて極めて速いため、水素ガスの火炎面の移動によってシリンダ内で燃料ガスと空気との混合が助長され、燃料ガスの完全燃焼が促進される。 At this time, the hydrogen gas simultaneously supplied into the cylinder together with the intake air or the fuel gas ignites with the ignition of the fuel gas. Since the flame propagation speed of hydrogen gas (relative movement speed of the flame surface) is extremely fast compared to other gases, the movement of the flame surface of hydrogen gas promotes the mixing of fuel gas and air in the cylinder, resulting in fuel. Complete combustion of gas is promoted.

図３及び図４は別実施例を示すものであり、この実施例では排ガス中のメタンスリップなどの未燃焼成分をセンサーで検出し、検出した未燃成分の量に基づいて水素供給量を調整する。 3 and 4 show another embodiment. In this embodiment, an unburned component such as methane slip in the exhaust gas is detected by a sensor, and the hydrogen supply amount is adjusted based on the detected amount of the unburned component. do.

以下に、別実施例の内容を説明する。
この実施例では、必要最小限の水素量で、ガスエンジンにおける燃料ガスの不完全燃焼を解決する自動制御方法を示す。水素の爆発限界は空気量に対する割合で決まる。すなわち、単位時間にエンジンに取り込まれる空気量と同じ時間で投入される水素量の比が限界値以下で燃料ガスを完全燃焼させる最少の水素量と成るよう自動制御するものである。このシステムの構成は、エンジンの排ガス中の未燃ガス分を測定する検出器と、この値に基づき、効果のある最少水素量を求める制御器、および、制御器からの指令に基づき水素ガスをエンジンに送る供給装置である。 The contents of another embodiment will be described below.
In this embodiment, an automatic control method for solving incomplete combustion of fuel gas in a gas engine with the minimum required amount of hydrogen is shown. The explosive limit of hydrogen is determined by the ratio to the amount of air. That is, the ratio of the amount of hydrogen input in the same time as the amount of air taken into the engine in a unit time is automatically controlled to be the minimum amount of hydrogen that completely burns the fuel gas at the limit value or less. The configuration of this system consists of a detector that measures the unburned gas content in the exhaust gas of the engine, a controller that determines the minimum amount of hydrogen that is effective based on this value, and hydrogen gas based on the command from the controller. It is a supply device that sends to the engine.

制御の内容は、先ず、制御の開始に当たり、エンジンの運転条件に合わせ水素の投入量(Qh)を決め、供給装置を始動させる。エンジンの運転条件が安定した状態で、排ガス中の燃料の未燃分の有無を確認し、未燃分が零であれば、水素投入量を一定量（ΔQh）減ずる。その結果、未燃分(Qm)零が続けば、水素投入量低減を持続し、未燃分が発生したとき、その時の水素量(Qh)に未燃分量に比例する水素量(KQm)を加えて供給する。この制御を、エンジン運転中、継続して行う。 As for the content of the control, first, at the start of the control, the hydrogen input amount (Qh) is determined according to the operating conditions of the engine, and the supply device is started. With the engine operating conditions stable, check for the presence or absence of unburned fuel in the exhaust gas, and if the unburned content is zero, reduce the hydrogen input by a certain amount (ΔQh). As a result, if the unburned content (Qm) remains zero, the hydrogen input amount will continue to be reduced, and when unburned content is generated, the hydrogen amount (KQm) proportional to the unburned content will be added to the hydrogen amount (Qh) at that time. In addition to supply. This control is continuously performed while the engine is running.

１…ガスエンジン、２…ガス燃料タンク、３…ガス燃料供給ライン、４…ガバナー、５…制御装置、６…バルブ、７…水素ガス源、８…バルブ。


1 ... gas engine, 2 ... gas fuel tank, 3 ... gas fuel supply line, 4 ... governor, 5 ... control device, 6 ... valve, 7 ... hydrogen gas source, 8 ... valve.

本発明は、水素ガスをガスエンジンに供給する装置と、この装置からの水素を利用したエンジンの運転方法に関する。 The present invention relates to a device for supplying hydrogen gas to a gas engine and a method for operating an engine using hydrogen from this device.

Claims (1)

天然ガス、バイオガス、石炭ガス、プロデューサーガスなどのガス燃料を使用するエンジンの運転方法であって、前記エンジンはエンジン回転数を一定範囲に保持するためのガバナー又は排ガス中の未燃ガス分を測定する検出器と、吸気又はガス燃料中への水素ガスの供給を調整する調整バルブとを備え、前記ガバナーからのエンジンにかかる負荷に対応する信号又は検出器からの未燃ガス量に対応する信号を制御装置に送り、この制御装置から前記調整バルブに、エンジンにかかる負荷に対応し且つ供給される吸気に対する割合が爆発限界以下となる量の水素を吸気又はガス燃料中へ供給する開度となる信号を送ることを特徴とするエンジンの運転方法。 It is a method of operating an engine that uses gas fuel such as natural gas, biogas, coal gas, and producer gas. It is equipped with a detector to measure and an adjustment valve that regulates the supply of hydrogen gas into the intake air or gas fuel, and corresponds to the signal corresponding to the load applied to the engine from the governor or the amount of unburned gas from the detector. An opening degree in which a signal is sent to a control device, and the control valve supplies hydrogen to the adjustment valve in an amount corresponding to the load applied to the engine and the ratio to the intake air supplied is equal to or less than the explosion limit. A method of operating an engine, which is characterized by sending a signal that becomes.
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