WO2022202463A1 - Système de moteur - Google Patents

Système de moteur Download PDF

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Publication number
WO2022202463A1
WO2022202463A1 PCT/JP2022/011485 JP2022011485W WO2022202463A1 WO 2022202463 A1 WO2022202463 A1 WO 2022202463A1 JP 2022011485 W JP2022011485 W JP 2022011485W WO 2022202463 A1 WO2022202463 A1 WO 2022202463A1
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WO
WIPO (PCT)
Prior art keywords
engine
exhaust pipe
air
introduction
gas
Prior art date
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PCT/JP2022/011485
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English (en)
Japanese (ja)
Inventor
芳充 松浦
義典 福井
祐介 小田
裕樹 田中
Original Assignee
ヤンマーホールディングス株式会社
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Application filed by ヤンマーホールディングス株式会社 filed Critical ヤンマーホールディングス株式会社
Publication of WO2022202463A1 publication Critical patent/WO2022202463A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives

Definitions

  • the present invention relates to engine systems.
  • the present invention has been made in view of the above problems, and its object is to provide an engine system capable of suppressing the combustion of unburned gaseous fuel that has flowed into the exhaust pipe from the engine.
  • an engine system includes an engine, an exhaust pipe, and a gas introduction section.
  • the engine burns gaseous fuel to generate power.
  • Exhaust gas discharged from the engine flows through the exhaust pipe.
  • the gas introduction part introduces air or inert gas into the exhaust pipe.
  • an engine system capable of suppressing combustion of unburned gaseous fuel that has flowed into the exhaust pipe from the engine.
  • FIG. 1 is a block diagram showing an engine system according to Embodiment 1;
  • FIG. 4 is a time chart showing changes in various states of the engine system according to Embodiment 1;
  • 4 is a flow chart showing a control method for the gas introduction section according to the first embodiment.
  • 9 is a flow chart showing a control method of the gas introducing section according to the first modified example of the first embodiment; 9 is a flow chart showing a control method of the gas introducing section according to the second modification of the first embodiment; 10 is a flow chart showing a control method of the gas introducing section according to the third modified example of the first embodiment; It is a figure which shows the structure of the engine system which concerns on Embodiment 2 of this invention.
  • Embodiment 1 burns gaseous fuel to generate power.
  • the gaseous fuel is, but not limited to, hydrogen, ammonia, or natural gas, for example.
  • Natural gas is vaporized liquefied natural gas (LNG: Liquefied Natural Gas), for example.
  • LNG Liquefied Natural Gas
  • the engine system 100 is, for example, mounted on a vehicle, installed in a building, or installed outdoors. Vehicles are, for example, ships, automobiles, rail vehicles or airplanes.
  • hydrogen fuel will be described as an example of gaseous fuel.
  • a ship 200 will be described as an example of a vehicle on which the engine system 100 is mounted.
  • the vessel 200 can be read as "vehicle”
  • hydrogen fuel can be read as "gas fuel”
  • hydrogen can be read as "fuel gas” or "fuel”.
  • the ship 200 includes an engine system 100.
  • the engine system 100 burns hydrogen fuel to generate power.
  • the engine system 100 includes an engine 1, a liquefied hydrogen tank 3, a vaporizer 5, a hydrogen flow rate adjustment unit 7, a hydrogen fuel supply pipe 9, a supercharger 11, an intercooler 13, an air supply pipe 15, and an intake air.
  • a manifold 17 , an exhaust pipe 19 , a gas introduction section 21 and a generator 27 are provided.
  • the engine system 100 preferably further includes a temperature detection section 23 and a pressure detection section 25 .
  • the engine 1 burns hydrogen fuel to generate power.
  • the engine 1 then drives the generator 27 .
  • generator 27 generates electric power.
  • the generator 27 generates power with the engine 1 .
  • the generator 27 then supplies power to, for example, auxiliary machines.
  • Auxiliary equipment is an example of a load device for the generator 27 .
  • the accessory is not particularly limited, but is, for example, a solenoid valve, an electric motor, a lighting device, or an air conditioner.
  • the generator 27 supplies electric power to the propulsion motors that drive the propellers.
  • a propulsion motor is an example of a load device for generator 27 .
  • the hydrogen fuel supply pipe 9 supplies gaseous hydrogen fuel to the engine 1 .
  • the liquefied hydrogen tank 3, the vaporizer 5, and the hydrogen flow control unit 7 are arranged in this order from upstream to downstream.
  • the liquefied hydrogen tank 3 stores liquid hydrogen fuel, which is hydrogen fuel in a liquid state.
  • the vaporizer 5 vaporizes the liquid hydrogen fuel supplied from the liquefied hydrogen tank 3 and supplies gaseous hydrogen fuel to the hydrogen fuel supply pipe 9 .
  • the hydrogen fuel may be stored and stored as a compressed high-pressure gas.
  • the engine system 100 includes a compressed hydrogen tank storing hydrogen fuel as a compressed high-pressure gas instead of the liquefied hydrogen tank 3 and does not include the vaporizer 5 .
  • the hydrogen flow rate adjustment unit 7 adjusts the supply amount of hydrogen fuel flowing through the hydrogen fuel supply pipe 9 .
  • the hydrogen flow rate adjusting unit 7 is, for example, a gas valve unit (GVU: Gas Valve Unit).
  • a gas valve unit includes, for example, a plurality of valves, a gas filter, a gas regulator, and piping. In the gas valve unit, for example, one or more valves constitute a pressure regulating valve.
  • the air supply pipe 15 supplies air from outside the engine 1 to the engine 1 via the supercharger 11, the intercooler 13, and the intake manifold 17.
  • the supercharger 11 and the intercooler 13 are arranged in this order from upstream to downstream of the supply air.
  • the supercharger 11 compresses the air outside the engine 1 and causes the air having a pressure higher than the atmospheric pressure to flow through the air supply pipe 15 .
  • the intercooler 13 cools the air compressed by the supercharger 11 and supplies it to the intake manifold 17 .
  • An intake manifold 17 supplies compressed and cooled air to the engine 1 .
  • the engine 1 has a plurality of cylinders 1a.
  • FIG. 1 shows one cylinder 1a for simplification of the drawing.
  • the intake manifold 17 supplies compressed and cooled air to each cylinder 1a.
  • the engine 1 may have one cylinder 1a. In this case, the intake manifold 17 can be omitted.
  • the exhaust gas is utilized by the supercharger 11 .
  • the supercharger 11 includes a turbine 111 and a compressor 112 .
  • a turbine 111 is arranged in the exhaust pipe 19 and a compressor 112 is arranged in the intake pipe 15 .
  • the turbine 111 is rotated by the exhaust gas flowing through the exhaust pipe 19 and transmits rotational force to the compressor 112 .
  • the compressor 112 is driven by the rotational force of the turbine 111 and compresses the air flowing through the air supply pipe 15 .
  • the temperature detection unit 23 detects the temperature of exhaust gas flowing through the exhaust pipe 19 . Specifically, the temperature detection unit 23 detects the temperature of the exhaust gas inside the exhaust pipe 19 upstream of the supercharger 11 (specifically, the turbine 111 ). In the example of FIG. 1 , the temperature detection unit 23 detects the temperature of the exhaust gas upstream of the turbine 111 in the exhaust pipe 19 and downstream of a connection point between the communication pipe 211 (described later) and the exhaust pipe 19 . .
  • the temperature detection unit 23 is, for example, a temperature sensor.
  • the pressure detection unit 25 detects the pressure of exhaust gas flowing through the exhaust pipe 19 . Specifically, the pressure detection unit 25 detects the pressure of the exhaust gas inside the exhaust pipe 19 upstream of the supercharger 11 (specifically, the turbine 111 ). In the example of FIG. 1 , the pressure detection unit 25 detects the pressure of the exhaust gas upstream of the turbine 111 in the exhaust pipe 19 and downstream of the connection point between the communication pipe 211 (described later) and the exhaust pipe 19 . .
  • the pressure detection unit 25 is, for example, a pressure sensor.
  • the gas introduction part 21 introduces air into the exhaust pipe 19 . Therefore, even if hydrogen fuel (unburned hydrogen fuel) that has not been burned in the engine 1 flows into the exhaust pipe 19, the unburned hydrogen fuel flowing into the exhaust pipe 19 from the intake passage 63 can be diluted with air. Therefore, the concentration of unburned hydrogen fuel flowing into the exhaust pipe 19 can be reduced. As a result, according to the first embodiment, it is possible to suppress the combustion of the unburned hydrogen fuel that has flowed into the exhaust pipe 19 from the engine 1 . Also, the temperature of the unburned hydrogen fuel flowing into the exhaust pipe 19 is lowered by the air introduced into the exhaust pipe 19 . As a result, it becomes difficult for the unburned hydrogen fuel to ignite, and the combustion of the unburned hydrogen fuel flowing into the exhaust pipe 19 can be further suppressed.
  • the hydrogen fuel that has not been burned in the engine 1 (specifically, the combustion chamber 61) is defined as “unburned hydrogen” or “unburned hydrogen fuel”.
  • the air introduced into the exhaust pipe 19 by the gas introduction part 21 is the air for diluting the unburned hydrogen in the exhaust pipe 19 .
  • the gas introduction part 21 preferably introduces air into the exhaust pipe 19 so that the concentration of unburned hydrogen in the exhaust pipe 19 is less than 4%.
  • the gas introduction unit 21 preferably introduces air into the exhaust pipe 19 so that the concentration of unburned hydrogen in the exhaust pipe 19 is outside the combustible range.
  • the concentration of unburned hydrogen in the exhaust pipe 19 does not become less than 4% after the air is introduced into the exhaust pipe 19, the unburned hydrogen in the exhaust pipe 19 is less than before the air is introduced into the exhaust pipe 19.
  • the concentration of fuel hydrogen decreases. Therefore, the self-ignition temperature of unburned hydrogen rises after air is introduced into the exhaust pipe 19 compared to before air is introduced into the exhaust pipe 19 . As a result, combustion of unburned hydrogen in the exhaust pipe 19 can be suppressed.
  • the gas introduction part 21 introduces the air compressed by the supercharger 11 from the air supply pipe 15 to the exhaust pipe 19 . That is, in the first embodiment, by sending air having a pressure higher than the atmospheric pressure from the air supply pipe 15 to the exhaust pipe 19, the air can be more reliably introduced into the exhaust pipe 19 against the pressure of the exhaust gas. Therefore, the concentration of unburned hydrogen flowing into the exhaust pipe 19 can be reduced more reliably. As a result, combustion of unburned hydrogen in the exhaust pipe 19 can be suppressed more effectively.
  • the gas introduction section 21 includes a communication tube 211 and a flow rate adjustment section 212 .
  • the communication pipe 211 communicates the air supply pipe 15 and the exhaust pipe 19 with each other.
  • the flow rate adjusting section 212 is arranged in the communicating pipe 211 .
  • One end of the communication pipe 211 is connected downstream of the supercharger 11 in the air supply pipe 15 .
  • one end of the communication pipe 211 is connected downstream of the compressor 112 in the air supply pipe 15 . Therefore, compressed air can be effectively supplied to the exhaust pipe 19 through the communication pipe 211 .
  • the flow rate adjusting unit 212 adjusts the flow rate of the air flowing through the communicating pipe 211 . Therefore, under the condition that unburned hydrogen does not flow into the exhaust pipe 19 , the flow rate adjusting section 212 can block the passage of the communication pipe 211 to prohibit air from flowing into the exhaust pipe 19 .
  • the exhaust gas is more smoothly discharged through the exhaust pipe 19 .
  • the other end of the communication pipe 211 is connected upstream of the supercharger 11 in the exhaust pipe 19 .
  • the other end of the communication pipe 211 is connected upstream of the turbine 111 in the exhaust pipe 19 .
  • the adjustment of the air flow rate by the flow rate adjusting unit 212 includes not only increasing or decreasing the flow rate continuously or stepwise, but also setting the flow rate to zero. It is sufficient that the flow rate adjusting unit 212 can at least switch between the open state and the closed state of the flow path of the communicating pipe 211 .
  • the flow control unit 212 is, for example, a flow control valve or an on-off valve.
  • the flow rate adjusting unit 212 is preferably arranged closer to the exhaust pipe 19 than the air supply pipe 15 in the communicating pipe 211 . This is because, in a state in which the flow rate adjusting portion 212 is closed, if the air from the air supply pipe 15 exists in the communication pipe 211 to the vicinity of the exhaust pipe 19, the air flows into the exhaust pipe 19 after the flow rate adjusting portion 212 is opened. This is because the time until introduction is shortened. In other words, the responsiveness when air is introduced into the exhaust pipe 19 by the flow rate adjusting portion 212 is improved.
  • the flow rate adjusting unit 212 is arranged near the exhaust pipe 19 in the communicating pipe 211 .
  • the engine 1 includes a cylinder head 51, a cylinder block 52, an intake valve 53, an exhaust valve 54, a hydrogen fuel supply section 55, an ignition induction section 56, a piston 58, a connecting rod 59, a crankshaft 60, and an engine speed detection section 62. including.
  • the engine 1 further includes a cylinder pressure detection section 57 .
  • the engine 1 also has a combustion chamber 61 .
  • a combustion chamber 61 is formed in the cylinder block 52 .
  • Combustion chamber 61 is the space between cylinder head 51 and piston 58 .
  • the cylinder head 51 is fixed to the upper part of the cylinder block 52.
  • the cylinder head 51 has an intake passage 63 and an exhaust passage 64 .
  • the intake manifold 17 is connected to the inlet of the intake passage 63 . Accordingly, compressed and cooled air is supplied from the intake manifold 17 to the intake passage 63 .
  • An outlet of the intake passage 63 is connected to the combustion chamber 61 .
  • the hydrogen fuel supply unit 55 is arranged in the cylinder head 51. Then, the hydrogen fuel supply unit 55 supplies hydrogen fuel to the inside of the engine 1 .
  • the hydrogen fuel supply section 55 supplies hydrogen fuel to the intake passage 63 .
  • the hydrogen fuel supply unit 55 injects hydrogen fuel. Therefore, hydrogen fuel is mixed with air supplied from the intake manifold 17 and supplied to the combustion chamber 61 .
  • the intake valve 53 is arranged at the outlet of the intake passage 63 .
  • the intake valve 53 opens and closes the outlet of the intake passage 63 .
  • the hydrogen fuel supply unit 55 repeats the injection of hydrogen fuel at regular intervals while the engine 1 is operating.
  • the hydrogen fuel supply unit 55 is, for example, a gas admission valve (GAV) or a gas injector.
  • GAV gas admission valve
  • the hydrogen fuel supply unit 55 corresponds to an example of the "gas fuel supply unit" of the present invention. Note that, for example, the hydrogen fuel supply unit 55 may be arranged in the intake manifold 17 or may be arranged in the air supply pipe 15 downstream of the intercooler 13 .
  • the inlet of the exhaust passage 64 is connected to the combustion chamber 61 .
  • An outlet of the exhaust passage 64 is connected to the exhaust pipe 19 . Therefore, exhaust gas from the combustion chamber 61 is discharged to the exhaust pipe 19 through the exhaust passage 64 .
  • an exhaust valve 54 is arranged at the entrance of the exhaust passage 64 . Exhaust valve 54 opens and closes the inlet of exhaust passage 64 . When the exhaust valve 54 opens the entrance of the exhaust passage 64 , the exhaust gas is discharged to the exhaust pipe 19 through the exhaust passage 64 .
  • the ignition induction part 56 induces ignition of hydrogen fuel in the combustion chamber 61 .
  • the ignition inducer 56 injects into the combustion chamber 61 liquid fuel that induces ignition of the hydrogen fuel in the combustion chamber 61 .
  • Liquid fuels are, for example, light oil or heavy oil.
  • the ignition inducer 56 is, for example, a liquid fuel injector.
  • a liquid fuel injector is, for example, a pilot fuel injector.
  • the ignition induction part 56 may be, for example, a "spark plug" that ignites with sparks or laser.
  • the cylinder block 52 constitutes the cylinder 1a.
  • Cylinder block 52 houses piston 58 , connecting rod 59 and crankshaft 60 .
  • the piston 58 reciprocates up and down inside the cylinder block 52 .
  • a connecting rod 59 connects the piston 58 and the crankshaft 60 .
  • the connecting rod 59 then transmits the reciprocating motion of the piston 58 to the crankshaft 60 .
  • Crankshaft 60 converts the reciprocating motion of piston 58 into rotary motion.
  • the crankshaft 60 then transmits rotational motion to the generator 27 by a transmission mechanism (not shown).
  • the generator 27 generates power by rotating the power generator (for example, magnet) of the generator 27 .
  • the engine speed detection unit 62 detects the speed of the engine 1 per unit time.
  • the engine speed detector 62 is, for example, an engine speed sensor.
  • the engine speed sensor is composed of, for example, a sensor and a pulse generator, and can be configured to generate a pulse signal according to the rotation of the crankshaft 60 .
  • the number of revolutions per unit time of the engine 1 may be referred to as "the number of revolutions of the engine 1".
  • the cylinder pressure detector 57 detects the gas pressure in the combustion chamber 61 .
  • the cylinder pressure detector 57 is, for example, a pressure sensor.
  • the generator load which is the load on the generator 27
  • the engine 1 is controlled to reduce its output.
  • the amount of hydrogen fuel supplied by the hydrogen fuel supply unit 55 is reduced by controlling the hydrogen flow rate adjustment unit 7 and/or the hydrogen fuel supply unit 55 .
  • the amount of hydrogen fuel supplied does not instantaneously change to the amount corresponding to the reduced generator load, but there is a period of time during which surplus hydrogen fuel is supplied, albeit for a very short period of time.
  • a generator load is generated by a load device driven by the generator 27 .
  • the hydrogen fuel supply unit 55 fails, the amount of hydrogen fuel supplied may become excessive and unburned hydrogen may be generated in the combustion chamber 61 . As a result, it can be predicted that unburned hydrogen will flow into the exhaust pipe 19 . In this case, the malfunction of the hydrogen fuel supply unit 55 indicates, for example, a state in which the hydrogen fuel supply unit 55 remains open and cannot be closed.
  • the ignition induction unit 56 fails, liquid fuel for ignition will not be injected. Accordingly, hydrogen fuel ignition failure may occur, and unburned hydrogen may be generated in the combustion chamber 61 . As a result, it can be predicted that unburned hydrogen will flow into the exhaust pipe 19 . In this case, the failure of the ignition inducer 56 indicates, for example, a state in which the ignition inducer 56 cannot inject liquid fuel.
  • the gas introduction section 21 is controlled to introduce air into the exhaust pipe 19.
  • FIG. 2 is a block diagram showing engine system 100.
  • the engine system 100 includes a generator control device 29 , an operation control device 31 and an engine control device 33 .
  • the generator control device 29 controls the generator 27.
  • Generator controller 29 includes a power meter 291 .
  • the wattmeter 291 measures the power output by the generator 27 .
  • the electric power output by the generator 27 is supplied to the load device. Therefore, the power output by the generator 27 is an example of information indicating the generator load.
  • the generator control device 29 outputs information indicating the electric power of the generator 27 measured by the wattmeter 291 to the engine control device 33 .
  • the generator control device 29 is, for example, a computer.
  • the computer is, for example, an ECU (Electronic Control Unit).
  • generator controller 29 includes a processor and a memory device.
  • the processor includes, for example, a CPU (Central Processing Unit).
  • the storage device stores data and computer programs.
  • the storage device includes, for example, a main storage device such as a semiconductor memory and an auxiliary storage device.
  • the storage device may include removable media.
  • the generator control device 29 is, for example, a generator control panel.
  • the operation control device 31 is, for example, a computer. Specifically, the operation control device 31 includes an input device, a display device, a processor, and a storage device. Input devices include, for example, keyboards, pointing devices, dials, and push buttons.
  • the display device is, for example, a liquid crystal display.
  • the display device may include, for example, a touch panel.
  • a processor includes, for example, a CPU.
  • the storage device stores data and computer programs.
  • the storage device includes, for example, a main storage device such as a semiconductor memory, and an auxiliary storage device such as a semiconductor memory and a hard disk drive.
  • the storage device may include removable media.
  • the operation control device 31 is, for example, an operation control panel.
  • the engine control device 33 controls the engine 1.
  • the engine control device 33 controls, for example, the hydrogen fuel supply section 55 and the ignition induction section 56 .
  • the engine control device 33 receives information indicating the rotation speed of the engine 1 from the engine rotation speed detection unit 62 .
  • the engine control device 33 also receives information indicating the pressure of the gas in the combustion chamber 61 from the cylinder pressure detector 57 .
  • the engine control device 33 also controls the hydrogen flow rate adjusting section 7 .
  • the engine control device 33 controls the gas introduction section 21 .
  • the engine control device 33 controls the flow rate adjustment section 212 .
  • the engine control device 33 also receives information indicating the temperature of the exhaust gas from the temperature detector 23 .
  • the engine control device 33 receives information indicating the pressure of the exhaust gas from the pressure detector 25 .
  • the engine control device 33 is, for example, a computer.
  • a computer is ECU, for example.
  • the engine control device 33 includes a control section 331 and a storage section 332 .
  • Control unit 331 includes a processor such as a CPU.
  • the storage unit 332 includes a storage device and stores data and computer programs.
  • the storage device includes, for example, a main storage device such as a semiconductor memory and an auxiliary storage device.
  • the storage device may include removable media.
  • the engine control device 33 includes an introduction decision unit A1 and an introduction control unit A2. Specifically, the processor of the engine control device 33 executes a computer program stored in the storage device of the storage section 332, thereby functioning as an introduction determination section A1 and an introduction control section A2.
  • the introduction determination unit A1 determines whether or not to introduce air into the exhaust pipe 19 by the gas introduction unit 21 based on index information (hereinafter referred to as "index information IF").
  • index information IF is information serving as an index indicating whether hydrogen fuel (unburned hydrogen) that has not been burned in the combustion chamber 61 has flowed into the exhaust pipe 19 from the engine 1 .
  • the introduction control unit A2 controls the gas introduction unit 21 (specifically, the flow rate adjustment unit 212) so as to introduce air into the exhaust pipe 19 based on the determination result of the introduction determination unit A1. Therefore, the gas introduction unit 21 can introduce air into the exhaust pipe 19 only when the index information IF predicts that unburned hydrogen has flowed into the exhaust pipe 19 . As a result, when unburned hydrogen does not flow into the exhaust pipe 19, air is not introduced into the exhaust pipe 19, and the exhaust gas can be discharged more smoothly.
  • the introduction decision unit A1 decides to introduce air into the exhaust pipe 19.
  • the introduction control section A2 controls the gas introduction section 21 so as to introduce air into the exhaust pipe 19 .
  • the gas introduction section 21 introduces air into the exhaust pipe 19 .
  • the introduction decision unit A ⁇ b>1 decides not to introduce air into the exhaust pipe 19 .
  • the introduction control part A2 controls the gas introduction part 21 so as not to introduce air into the exhaust pipe 19 .
  • the gas introduction part 21 does not introduce air into the exhaust pipe 19 .
  • the index information IF includes engine output information that directly or indirectly indicates the output of the engine 1. Therefore, the introduction determination unit A1 determines whether or not to introduce air into the exhaust pipe 19 by the gas introduction unit 21 based on the engine output information. As a result, whether or not to introduce air into the exhaust pipe 19 can be determined more appropriately.
  • the introduction determination part A1 determines to introduce air into the exhaust pipe 19 by the gas introduction part 21 .
  • the rate of decrease in the output of the engine 1 is obtained Q times before the latest output E0 of the engine 1 when the introduction determining unit A1 obtains information directly indicating the output of the engine 1 at predetermined intervals, for example.
  • engine output information ID that indirectly indicates the output of the engine 1 includes, for example, information indicating the number of rotations of the engine 1 and power generation that is a load on the generator 27. and information indicating machine load.
  • the rotation speed of the engine 1 changes in conjunction with the generator load. For example, when the generator load drops instantaneously, the speed of the engine 1 instantly increases, although for a very short period of time. Therefore, an instantaneous increase in the rotation speed of the engine 1 indicates an instantaneous decrease in the generator load. Therefore, it can be predicted that unburned hydrogen flows into the exhaust pipe 19 when the rotational speed of the engine 1 increases instantaneously. Therefore, the introduction determination unit A1 acquires information indicating the rotation speed of the engine 1 from the engine rotation speed detection unit 62, and introduces air into the exhaust pipe 19 by the gas introduction unit 21 based on the rotation speed of the engine 1. Decide whether or not In other words, according to the first embodiment, the introduction determination part A1 can easily determine whether or not to introduce air into the exhaust pipe 19 based on the rotation speed of the engine 1 .
  • the introduction determination unit A1 determines whether or not to introduce air into the exhaust pipe 19 based on the degree of increase in the rotation speed of the engine 1 . Therefore, according to the first embodiment, it is possible to decide to introduce air into the exhaust pipe 19 when unburned hydrogen flows into the exhaust pipe 19 due to a decrease in the generator load.
  • the introduction decision unit A1 decides to introduce air into the exhaust pipe 19 when the rotation speed of the engine 1 reaches or exceeds the threshold TH1.
  • the introduction determination unit A1 determines to introduce air into the exhaust pipe 19 when the rate of increase in the rotation speed of the engine 1 becomes equal to or greater than the threshold TH2.
  • the introduction determination unit A1 acquires information on the rotation speed of the engine 1 from the engine rotation speed detection unit 62 at a predetermined cycle
  • the rate of increase in the rotation speed of the engine 1 is relative to the rotation speed NM acquired M times before.
  • “M” is any integer of 1 or more integers.
  • “M times before” indicates "M times before the latest”.
  • the introduction determination unit A1 may directly acquire information indicating the generator load and determine whether or not to introduce air into the exhaust pipe 19 by the gas introduction unit 21 based on the generator load. good. In this case, the introduction determination unit A1 can more accurately determine whether to introduce air into the exhaust pipe 19 by directly acquiring the information indicating the generator load.
  • the introduction decision unit A1 decides whether or not to introduce air into the exhaust pipe 19 based on the degree of reduction in the generator load. Therefore, according to the first embodiment, it is possible to decide to introduce air into the exhaust pipe 19 when unburned hydrogen flows into the exhaust pipe 19 due to a decrease in the generator load.
  • the introduction determining unit A1 acquires information indicating the power of the generator 27 from the power meter 291 of the generator control device 29 as information indicating the generator load. Then, the introduction determination unit A1 determines whether or not to introduce air into the exhaust pipe 19 based on the power value of the generator 27 .
  • the introduction decision unit A1 decides to introduce air into the exhaust pipe 19 when the power of the generator 27 becomes equal to or less than the threshold TH3.
  • the introduction determination unit A1 determines to introduce air into the exhaust pipe 19 when the rate of decrease in power of the generator 27 is equal to or greater than the threshold TH4.
  • K is any integer of 1 or more integers.
  • “K times before” indicates "K times before the latest”.
  • the introduction determination unit A1 directly acquires the operation signal SG from the operation control device 31 as information indicating the generator load, or indirectly obtains the operation signal SG via the generator control device 29. to get
  • the operation signal SG is a signal for setting the operating state of the load device to which power is supplied from the generator 27 .
  • "operating condition" is indicated by the level of the generator load.
  • the operating signal SG therefore indicates the level of the generator load. Therefore, the introduction determination unit A1 determines whether or not to introduce air into the exhaust pipe 19 based on the generator load level indicated by the operation signal SG.
  • the introduction decision unit A1 decides to introduce air into the exhaust pipe 19 when the generator load level indicated by the operation signal SG becomes equal to or lower than the threshold TH5.
  • the introduction determination unit A1 determines to introduce air into the exhaust pipe 19 when the rate of decrease in the generator load indicated by the operation signal SG reaches or exceeds the threshold TH6.
  • the index information IF may include information indicating the state of the hydrogen fuel supply unit 55 . Therefore, the introduction determination unit A1 determines whether or not to introduce air into the exhaust pipe 19 by the gas introduction unit 21 based on the state of the hydrogen fuel supply unit 55 . As a result, whether or not to introduce air into the exhaust pipe 19 can be determined from the viewpoint of the state of the hydrogen fuel supply section 55 .
  • the introduction determination unit A1 determines whether the hydrogen fuel supply unit 55 has failed. Then, when determining that the hydrogen fuel supply unit 55 has failed, the introduction determination unit A1 determines to introduce air into the exhaust pipe 19 . This is because, as described above, when the hydrogen fuel supply unit 55 fails, there is a possibility that the amount of hydrogen fuel supplied becomes excessive and unburned hydrogen is generated in the combustion chamber 61 . In this case, specifically, the state of the hydrogen fuel supply unit 55 is indicated by the gas pressure in the combustion chamber 61 of the engine 1 . Therefore, the introduction determination unit A1 acquires information indicating the pressure of gas in the combustion chamber 61 from the cylinder pressure detection unit 57 . Then, the introduction determination part A1 determines whether or not to introduce air into the exhaust pipe 19 based on the pressure of the gas in the combustion chamber 61 .
  • the reason why the gas pressure in the combustion chamber 61 indicates the state of the hydrogen fuel supply unit 55 is as follows. That is, when the hydrogen fuel supply unit 55 fails and the amount of hydrogen fuel supplied becomes excessive, the pressure of the gas in the combustion chamber 61 increases. Therefore, by monitoring the gas pressure in the combustion chamber 61, it is possible to determine whether the hydrogen fuel supply unit 55 has failed. Therefore, the introduction determining part A1 determines whether or not the gas pressure in the combustion chamber 61 is equal to or higher than the threshold TH7. Then, when it is determined that the pressure of the gas in the combustion chamber 61 is equal to or higher than the threshold TH7, the introduction determination part A1 determines to introduce air into the exhaust pipe 19 .
  • the index information IF may include information indicating the state of the ignition inducer 56. Therefore, the introduction determination part A1 determines whether or not to introduce air into the exhaust pipe 19 by the gas introduction part 21 based on the state of the ignition induction part 56 . As a result, whether or not to introduce air into the exhaust pipe 19 can be determined from the viewpoint of the state of the ignition induction part 56 .
  • the introduction determination unit A1 determines whether or not the ignition induction unit 56 has failed. Then, when it is determined that the ignition induction part 56 has failed, the introduction decision part A1 decides to introduce air into the exhaust pipe 19 . This is because, as described above, if the ignition induction unit 56 fails, there is a possibility that hydrogen fuel ignition failure will occur and unburned hydrogen will be generated in the combustion chamber 61 . In this case, specifically, the state of the ignition inducer 56 is indicated by the gas pressure within the combustion chamber 61 of the engine 1 . Therefore, the introduction determination unit A1 acquires information indicating the pressure of gas in the combustion chamber 61 from the cylinder pressure detection unit 57 . Then, the introduction determination part A1 determines whether or not to introduce air into the exhaust pipe 19 based on the pressure of the gas in the combustion chamber 61 .
  • the reason why the gas pressure in the combustion chamber 61 indicates the state of the ignition induction part 56 is as follows. That is, when the ignition inducer 56 fails and hydrogen fuel ignition failure occurs, the gas pressure in the combustion chamber 61 exhibits an abnormally low value. Therefore, by monitoring the gas pressure in the combustion chamber 61, it is possible to determine whether or not the ignition inducer 56 has failed. Therefore, the introduction determination part A1 determines whether or not the gas pressure in the combustion chamber 61 is equal to or less than the threshold TH8. Then, when determining that the pressure of the gas in the combustion chamber 61 is equal to or lower than the threshold TH8, the introduction determination part A1 determines to introduce air into the exhaust pipe 19 . Note that the threshold TH8 for determining failure of the ignition induction unit 56 is smaller than the threshold TH7 for determining failure of the hydrogen fuel supply unit 55 .
  • FIG. 3 is a time chart showing changes in various states of the engine system 100.
  • the horizontal axes of charts CT1 to CT6 indicate time.
  • the vertical axis of chart CT1 indicates the generator load
  • the vertical axis of chart CT2 indicates the number of revolutions of the engine 1
  • the vertical axis of chart CT3 indicates the amount of hydrogen fuel injected (supplied) by the hydrogen fuel supply unit 55. .
  • the vertical axis of chart CT4 indicates the opening degree of the flow rate adjusting unit 212
  • the vertical axis of chart CT5 indicates the concentration of unburned hydrogen in the exhaust pipe 19
  • the vertical axis of chart CT6 indicates the temperature of the exhaust gas in the exhaust pipe 19.
  • the degree of opening of the flow rate adjusting section 212 indicates the extent to which the flow rate adjusting section 212 is open.
  • control is executed to reduce the injection amount (supply amount) of hydrogen fuel from the hydrogen fuel supply unit 55 in accordance with the decrease in the generator load. As a result, the injection amount of hydrogen fuel is reduced. Thereafter, the injection amount of hydrogen fuel increases once and then becomes constant at time t2. As can be understood from chart CT3, the injection amount of hydrogen fuel does not immediately become constant at time t1 when the control for decreasing the injection amount starts due to the responsiveness limit of the hydrogen fuel supply unit 55, but from time t1 to time t1. It becomes constant in the period of t2. As a result, unburned hydrogen is generated and flows into the exhaust pipe 19 from the combustion chamber 61 .
  • the introduction control unit A2 opens the flow rate adjustment unit 212 to open the flow path of the communication pipe 211. Therefore, the air in the air supply pipe 15 is introduced into the exhaust pipe 19 through the communication pipe 211 .
  • the unburned hydrogen in the exhaust pipe 19 is diluted with air, and the concentration of the unburned hydrogen decreases. As a result, combustion of unburned hydrogen in the exhaust pipe 19 is suppressed.
  • air is introduced into the exhaust pipe 19 by opening the flow rate adjusting section 212 only for a period TM from time t1 to time t12.
  • the introduction control unit A2 closes the flow rate adjustment unit 212 to block the flow path of the communication pipe 211. As shown in FIG. Therefore, air from the air supply pipe 15 is not introduced into the exhaust pipe 19 .
  • FIG. 4 is a flow chart showing a control method for the gas introduction section 21. As shown in FIG. As shown in FIG. 4, the control method includes steps S1 to S6. The control method is executed by the engine controller 33 .
  • the introduction determination unit A1 determines whether or not the first dilution start condition is satisfied.
  • the first dilution start condition is a condition related to the output of the engine 1 and a condition for introducing air into the exhaust pipe 19 by the gas introduction section 21 .
  • the first dilution start condition may include at least one of the first to sixth start conditions.
  • the first start condition is that the rotation speed of the engine 1 has reached or exceeded the threshold TH1.
  • a second start condition is that the rate of increase in the rotational speed of the engine 1 has become equal to or greater than the threshold TH2.
  • a third start condition is that the power of the generator 27 has become equal to or less than the threshold TH3.
  • a fourth start condition is that the rate of decrease in the power of the generator 27 has become equal to or greater than the threshold TH4.
  • a fifth start condition is that the level of the generator load indicated by the operation signal SG has become equal to or less than the threshold TH5.
  • a sixth start condition is that the rate of decrease in the generator load indicated by the operation signal SG has reached or exceeded the threshold TH6.
  • the introduction determination unit A1 determines that the first dilution start condition is satisfied in step S1. It is determined that the condition is satisfied, and the process proceeds to step S4. Determining that the first dilution start condition is satisfied by the introduction determination unit A1 corresponds to determining that the gas introduction unit 21 introduces air into the exhaust pipe 19 .
  • the introduction decision unit A1 determines whether or not the second dilution start condition is satisfied.
  • the second dilution start condition is a condition related to the hydrogen fuel supply section 55 and is a condition for introducing air into the exhaust pipe 19 by the gas introduction section 21 .
  • the second dilution start condition is that the gas pressure in the combustion chamber 61 is equal to or higher than the threshold TH7.
  • step S2 When the introduction decision unit A1 determines in step S2 that the second dilution start condition is satisfied, the process proceeds to step S4. Determining that the second dilution start condition is satisfied by the introduction determination unit A1 corresponds to determining that the gas introduction unit 21 introduces air into the exhaust pipe 19 .
  • step S3 When the introduction decision unit A1 determines in step S3 that the third dilution start condition is satisfied, the process proceeds to step S4. Determination by the introduction determination unit A1 that the third dilution start condition is satisfied corresponds to determination to introduce air into the exhaust pipe 19 by the gas introduction unit 21 .
  • step S3 if the introduction decision unit A1 determines in step S3 that the third dilution start condition is not satisfied, the process ends.
  • the introduction control section A2 determines whether or not a predetermined opening time has elapsed since the flow rate adjustment section 212 opened the flow path of the communicating pipe 211.
  • the predetermined open time is the time during which the flow path of the communication pipe 211 is kept open (the time during which air is introduced into the exhaust pipe 19), and is determined in advance. That is, the predetermined open time is the open time of the flow rate adjusting section 212 .
  • the predetermined open time is a fixed value.
  • the predetermined open time is set to a time during which the concentration of unburned hydrogen becomes less than the ignition concentration when the largest possible amount of unburned hydrogen flows into the exhaust pipe 19 .
  • the ignition concentration is preferably, for example, 4% or less. This is because hydrogen will not ignite if the hydrogen concentration in the air is less than 4%.
  • step S5 is executed until the predetermined opening time has passed.
  • step S5 if it is determined in step S5 that the predetermined opening time has elapsed, the process proceeds to step S6.
  • step S6 the introduction control part A2 closes the flow path of the communication pipe 211 by the flow rate adjustment part 212, and stops the introduction of air from the air supply pipe 15 and the communication pipe 211 to the exhaust pipe 19.
  • the introduction control section A2 closes the flow rate adjustment section 212 . Then the process ends.
  • FIG. 1 A first modification of the first embodiment of the present invention will be described with reference to FIGS. 1, 2, and 5.
  • FIG. The first modification is mainly different from the first embodiment described with reference to FIG. 4 in that the opening degree and the opening time of the flow rate adjusting unit 212 that introduces air into the exhaust pipe 19 are dynamically set. Differences of the first modification from the first embodiment will be mainly described below.
  • FIG. 1 The introduction control unit A2 controls the degree of increase in the rotation speed of the engine 1, the degree of reduction in the generator load, the temperature of the exhaust gas upstream of the supercharger 11 (specifically, the turbine 111) inside the exhaust pipe 19, And, based on at least one pressure of the exhaust gas upstream of the turbocharger 11 (specifically, the turbine 111) inside the exhaust pipe 19, the amount of air introduced into the exhaust pipe 19 by the gas introduction part 21 Control the flow rate.
  • the flow rate adjustment unit 212 degrees of opening can be set.
  • the introduction control unit A2 sets the opening degree of the flow rate adjustment unit 212 larger as the degree of increase in the rotation speed of the engine 1 (for example, rate of increase) increases. This is because the amount of unburned hydrogen flowing into the exhaust pipe 19 may increase as the rotational speed of the engine 1 increases.
  • the introduction control unit A2 sets the opening degree of the flow rate adjustment unit 212 to be larger as the degree of decrease in the generator load (for example, decrease rate) is greater. This is because the amount of unburned hydrogen flowing into the exhaust pipe 19 may increase as the generator load decreases.
  • the introduction control unit A2 sets the opening degree of the flow rate adjustment unit 212 larger as the temperature of the exhaust gas upstream of the turbocharger 11 inside the exhaust pipe 19 increases, and introduces the exhaust gas into the exhaust pipe 19. Increase air flow.
  • the reason is as follows. That is, the higher the temperature of the exhaust gas, the higher the possibility that the unburned hydrogen will ignite. Therefore, by increasing the flow rate of the air introduced into the exhaust pipe 19, the temperature and concentration of the unburned hydrogen can be lowered more effectively. As a result, combustion of unburned hydrogen can be effectively suppressed.
  • the introduction control part A2 acquires information indicating the temperature of the exhaust gas from the temperature detection part 23 .
  • the introduction control unit A2 sets the opening degree of the flow rate adjustment unit 212 larger as the pressure of the exhaust gas upstream of the turbocharger 11 inside the exhaust pipe 19 increases, and introduces the exhaust gas into the exhaust pipe 19. Increase air flow.
  • the reason is as follows. That is, the higher the pressure of the exhaust gas, the more difficult it is for the air to flow into the exhaust pipe 19 . Therefore, by increasing the opening degree of the flow rate adjusting portion 212, the air can be introduced into the exhaust pipe 19 more reliably. As a result, combustion of unburned hydrogen can be effectively suppressed.
  • the introduction control section A2 acquires information indicating the pressure of the exhaust gas from the pressure detection section 25 .
  • the introduction control unit A2 controls the degree of increase in the rotation speed of the engine 1, the degree of reduction in the generator load, the temperature of the exhaust gas upstream of the turbocharger 11 (specifically, the turbine 111) inside the exhaust pipe 19, And, based on at least one pressure of the exhaust gas upstream of the turbocharger 11 (specifically, the turbine 111) inside the exhaust pipe 19, the amount of air introduced into the exhaust pipe 19 by the gas introduction part 21 Control deployment time.
  • the air introduction time indicates the opening time during which the flow regulating unit 212 keeps the flow path of the communicating pipe 211 open. In other words, the air introduction time indicates the opening time of the flow rate adjusting section 212 .
  • the air introduction time is dynamically changed and is not a fixed value.
  • the introduction control unit A2 sets the air introduction time to be longer, thereby increasing the flow rate of the air to be introduced into the exhaust pipe 19 .
  • the reason is the same as in the case of increasing the opening degree of the flow rate adjusting section 212 as the temperature of the exhaust gas increases.
  • the introduction control part A2 acquires information indicating the temperature of the exhaust gas from the temperature detection part 23 .
  • the introduction control unit A2 sets a longer air introduction time as the pressure of the exhaust gas is higher.
  • the reason is as follows. That is, the higher the pressure of the exhaust gas, the more difficult it is for the air to flow into the exhaust pipe 19 . Therefore, by lengthening the introduction time of the air into the exhaust pipe 19, the air can be introduced into the exhaust pipe 19 more reliably. As a result, combustion of unburned hydrogen can be effectively suppressed.
  • the introduction control section A2 acquires information indicating the pressure of the exhaust gas from the pressure detection section 25 .
  • FIG. 5 is a flow chart showing a control method for the gas introducing section 21 according to the first modification. As shown in FIG. 5, the control method includes steps S11 to S18. The control method is executed by the engine controller 33 .
  • Steps S11 to S13 are the same as steps S1 to S3 shown in FIG. 4, respectively.
  • step S14 the introduction control unit A2 determines based on at least one of the degree of increase in the rotation speed of the engine 1, the degree of decrease in the generator load, the temperature of the exhaust gas, and the pressure of the exhaust gas. to determine the degree of opening of the flow rate adjusting section 212 , that is, the flow rate of the air introduced into the exhaust pipe 19 .
  • step S15 the introduction control unit A2 determines based on at least one of the degree of increase in the rotation speed of the engine 1, the degree of decrease in the generator load, the temperature of the exhaust gas, and the pressure of the exhaust gas. to determine the opening time of the flow rate adjusting unit 212, that is, the time for introducing the air into the exhaust pipe 19.
  • step S16 the introduction control unit A2 opens the flow path of the communication pipe 211 by the flow rate adjustment unit 212 and starts introducing air from the air supply pipe 15 and the communication pipe 211 to the exhaust pipe 19.
  • the introduction control unit A2 sets the opening degree of the flow rate adjusting unit 212 to the opening degree determined in step S14.
  • step S17 the introduction control section A2 determines whether or not the opening time has elapsed since the flow rate adjustment section 212 opened the flow path of the communicating pipe 211.
  • the open time is the time during which the flow path of the communicating pipe 211 is kept open (time during which air is introduced into the exhaust pipe 19), and is the time determined in step S15.
  • step S17 determines whether the open time has elapsed. If it is determined in step S17 that the open time has elapsed, the process proceeds to step S18.
  • the introduction control unit A2 does not have to execute step S14.
  • the degree of opening of the flow rate adjusting unit 212 is preset in the same manner as in the first embodiment described with reference to FIG.
  • the introduction control unit A2 does not have to execute step S15.
  • the opening time of the flow rate adjusting section 212 is set to a predetermined opening time, as in the first embodiment described with reference to FIG.
  • FIG. 1 A second modification of the first embodiment of the present invention will be described with reference to FIGS. 1, 2, and 6.
  • FIG. The second modification is mainly different from the first embodiment described with reference to FIG. 4 in that the condition for stopping the air introduced into the exhaust pipe 19 is determined by the rotational speed of the engine 1 . Differences of the second modification from the first embodiment will be mainly described below.
  • FIG. 1 The introduction control unit A2 stops introduction of air into the exhaust pipe 19 by the gas introduction unit 21 based on the degree of decrease in the rotation speed of the engine 1 . Therefore, the introduction of air into the exhaust pipe 19 can be stopped when the unburned hydrogen in the exhaust pipe 19 is sufficiently diluted.
  • the introduction control unit A2 stops the introduction of air into the exhaust pipe 19 by closing the flow rate adjustment unit 212 when the rotation speed of the engine 1 becomes equal to or less than the threshold TH9.
  • the introduction control unit A2 stops the introduction of air into the exhaust pipe 19 by closing the flow rate adjustment unit 212 when the rate of decrease in the rotation speed of the engine 1 becomes equal to or less than the threshold TH10.
  • the introduction determination unit A1 acquires the information on the rotation speed of the engine 1 from the engine rotation speed detection unit 62 at a predetermined cycle
  • the rate of decrease of the rotation speed of the engine 1 is M times before the latest rotation speed N0.
  • M is any integer of 1 or more integers.
  • Steps S21 to S23 are the same as steps S1 to S3 shown in FIG. 4, respectively.
  • Step S24 is the same as step S4 described with reference to FIG.
  • the introduction control unit A2 determines whether or not the dilution stop condition is satisfied.
  • the dilution stop condition is a condition for stopping introduction of air into the exhaust pipe 19 by the gas introduction part 21 .
  • the dilution stop condition may include at least one of the first stop condition and the second stop condition.
  • the first stop condition is that the rotation speed of the engine 1 has become equal to or less than the threshold TH9.
  • the second stop condition is that the rate of decrease in the engine speed of the engine 1 has become equal to or less than the threshold TH10.
  • step S25 the introduction control unit A2 continues until all of the one or more stop conditions are satisfied.
  • the introduction control unit A2 determines that the dilution stop condition is satisfied in step S25. Then, the process proceeds to step S26.
  • the fact that the introduction control unit A2 has determined that the dilution stop condition is satisfied corresponds to the decision to stop the introduction of air into the exhaust pipe 19 .
  • step S26 the introduction control part A2 closes the flow path of the communication pipe 211 by the flow rate adjustment part 212, and stops the introduction of air from the air supply pipe 15 and the communication pipe 211 to the exhaust pipe 19.
  • the introduction control section A2 closes the flow rate adjustment section 212 . Then the process ends.
  • FIG. 1 A third modification of the first embodiment of the present invention will be described with reference to FIGS. 1, 2, and 7.
  • FIG. The third modification is mainly different from the second modification described with reference to FIG. 6 in that the opening degree of the flow rate adjusting portion 212 that introduces air into the exhaust pipe 19 is dynamically set.
  • differences of the third modified example from the second modified example will be mainly described.
  • FIG. 7 is a flow chart showing a control method for the gas introduction section 21 according to the third modification. As shown in FIG. 7, the control method includes steps S31 to S37. The control method is executed by the engine controller 33 .
  • Steps S31 to S33 are the same as steps S21 to S23 shown in FIG. 6, respectively.
  • Steps S34 and S35 are the same as steps S14 and S16 described with reference to FIG. 5, respectively.
  • Steps S36 and S37 are the same as steps S25 and S26 described with reference to FIG. 6, respectively.
  • FIG. 8 is a diagram showing the configuration of an engine system 100A according to the second embodiment. As shown in FIG. 8, the engine system 100A includes a gas introduction section 21A instead of the gas introduction section 21 shown in FIG.
  • the gas introduction part 21A introduces air or inert gas into the exhaust pipe 19. Therefore, even if unburned hydrogen that has not been burned in the engine 1 flows into the exhaust pipe 19, the unburned hydrogen flowing into the exhaust pipe 19 from the engine 1 can be diluted with air or inert gas. Therefore, the concentration of unburned hydrogen flowing into the exhaust pipe 19 can be reduced. As a result, according to the second embodiment, burning of unburned hydrogen in the exhaust pipe 19 can be suppressed. Also, the temperature of the unburned hydrogen flowing into the exhaust pipe 19 is lowered by the air or inert gas introduced into the exhaust pipe 19 . As a result, it becomes difficult for the unburned hydrogen to ignite, and burning of the unburned hydrogen in the exhaust pipe 19 can be further suppressed.
  • the inert gas is, for example, nitrogen, argon, helium, or carbon dioxide.
  • the gas introduction part 21A is connected to a pressurized gas supply device 35 that supplies air or inert gas having a pressure higher than the atmospheric pressure, and introduces the air or inert gas into the exhaust pipe 19. That is, in the second embodiment, air or inert gas having a pressure higher than the atmospheric pressure is sent to the exhaust pipe 19, so that the air can be more reliably introduced into the exhaust pipe 19 against the pressure of the exhaust gas. Therefore, the concentration of unburned hydrogen flowing into the exhaust pipe 19 can be reduced more reliably. As a result, combustion of unburned hydrogen in the exhaust pipe 19 can be suppressed more reliably.
  • the pressurized gas supply device 35 includes, for example, a pressurized air tank that stores pressurized air, a pressurized inert gas tank that stores pressurized inert gas, and pressurizes the air to the gas introduction part 21A. It is a compressor for supplying, or a compressor for pressurizing an inert gas and supplying it to the gas introducing section 21A.
  • the gas introduction section 21A includes a pressurized gas introduction pipe 211A and a flow rate adjustment section 212A.
  • the pressurized gas introduction pipe 211A guides the air or inert gas supplied by the pressurized gas supply device 35 to the exhaust pipe 19.
  • One end of the pressurized gas introduction pipe 211A is connected to the pressurized gas supply device 35 .
  • the other end of the pressurized gas introduction pipe 211A is connected upstream of the supercharger 11 in the exhaust pipe 19 .
  • the other end of the pressurized gas introduction pipe 211A is connected upstream of the turbine 111 in the exhaust pipe 19 .
  • the flow rate adjusting unit 212A is arranged in the pressurized gas introduction pipe 211A.
  • the flow rate adjusting section 212A adjusts the flow rate of air or inert gas flowing through the pressurized gas introduction pipe 211A. Therefore, under a condition in which unburned hydrogen does not flow into the exhaust pipe 19, the flow rate adjusting unit 212A blocks the passage of the pressurized gas introduction pipe 211A to prevent air or inert gas from flowing into the exhaust pipe 19. can be prohibited. As a result, according to the second embodiment, the exhaust gas is more smoothly discharged through the exhaust pipe 19 .
  • the adjustment of the air flow rate by the flow rate adjusting section 212A includes not only increasing or decreasing the flow rate continuously or stepwise, but also setting the flow rate to zero.
  • 212 A of flow volume adjustment parts should just be able to switch the state which opened the flow path of 211 A of pressurized gas introduction pipes, and the closed state at least.
  • 212 A of flow volume adjustment parts are a flow volume adjustment valve or an on-off valve, for example.
  • the flow rate adjusting unit 212A is preferably arranged near the exhaust pipe 19 in the pressurized gas introduction pipe 211A. This is because when the air or inert gas from the pressurized gas supply device 35 exists close to the exhaust pipe 19 in the pressurized gas introduction pipe 211A in the state where the flow rate adjustment unit 212A is closed, the flow rate of the air is adjusted. This is because the time from opening the portion 212A to being introduced into the exhaust pipe 19 is shortened. In other words, the responsiveness when introducing air or inert gas into the exhaust pipe 19 is improved by the flow rate adjusting portion 212A.
  • the temperature detection unit 23 detects the temperature of the exhaust gas upstream of the turbine 111 in the exhaust pipe 19 and downstream of the connection point between the pressurized gas introduction pipe 211A and the exhaust pipe 19 .
  • the pressure detection unit 25 detects the pressure of the exhaust gas in the exhaust pipe 19 upstream of the turbine 111 and downstream of the connection point between the pressurized gas introduction pipe 211A and the exhaust pipe 19 .
  • a modification similar to the first modification of the first embodiment can be applied. That is, in the second embodiment, the opening degree and opening time of the flow rate adjusting section 212A that introduces air or inert gas into the exhaust pipe 19 can be dynamically set. Also in the second embodiment, a modification similar to the second modification of the first embodiment can be applied. That is, in the second embodiment, the conditions for stopping the air introduced into the exhaust pipe 19 can be determined by the engine speed. Furthermore, a modification similar to the third modification of the first embodiment can also be applied to the second embodiment. That is, in the second embodiment, the condition for stopping the air introduced into the exhaust pipe 19 can be determined by the rotation speed of the engine 1, and the opening degree of the flow rate adjustment unit 212A that introduces air into the exhaust pipe 19 can be dynamically adjusted. Can be set.
  • control method described with reference to FIGS. 4 to 7 can also be applied to the second embodiment.
  • the operations of the introduction decision unit A1 and the introduction control unit A2 in the engine system 100A are the same as the operations of the introduction decision unit A1 and the introduction control unit A2 in the engine system 100, respectively.
  • the engine system 100A differs from the engine system 100 in which the gas introduced into the exhaust pipe 19 is air in that the gas introduced into the exhaust pipe 19 is air or an inert gas.
  • air is read as “air or inert gas” and "gas introduction 21” is read as “gas introduction portion 21A”, “communication pipe 211” is read as “pressurized gas introduction pipe 211A”, and “flow rate adjustment portion 212” is read as “flow rate adjustment portion 212A”. 2 can be used.
  • the introduction determination unit A1 replaces air or inert gas based on index information IF, which is an index indicating whether unburned gaseous fuel has flowed into the exhaust pipe 19 from the engine 1. It is determined whether or not to introduce the gas into the exhaust pipe 19 .
  • the introduction control unit A2 also controls the gas introduction unit 21A to introduce air or inert gas into the exhaust pipe 19 based on the determination result of the introduction determination unit A1.
  • the introduction determination unit A1 determines whether or not to introduce air or inert gas into the exhaust pipe 19 based on the degree of increase in the rotation speed of the engine 1 or the degree of decrease in the generator load. determine whether
  • the introduction control unit A2 controls the degree of increase in the rotation speed of the engine 1, the degree of decrease in the generator load, the degree of decrease in the engine load, the temperature of the exhaust gas inside the exhaust pipe 19, and , the pressure of the exhaust gas inside the exhaust pipe 19, the introduction time of the air or inert gas introduced into the exhaust pipe 19 by the gas introduction part 21A is controlled.
  • the introduction control unit A2 stops introduction of air or inert gas into the exhaust pipe 19 by the gas introduction unit 21A based on the degree of decrease in the rotation speed of the engine 1.
  • the introduction control unit A2 controls the degree of increase in the rotation speed of the engine 1, the degree of decrease in the generator load, the degree of decrease in the engine load, the temperature of the exhaust gas inside the exhaust pipe 19, and , the pressure of the exhaust gas inside the exhaust pipe 19, the flow rate of air or inert gas introduced into the exhaust pipe 19 by the gas introducing portion 21A is controlled.
  • Embodiment 1, etc. the engine 1 powered the generator 27 .
  • the engine 1 may supply power to a device of a different type from the generator 27 (hereinafter referred to as “device MC”).
  • a device MC is a load device for the engine 1 .
  • the equipment MC is the rotating shaft of the propeller of the ship 200 .
  • the engine 1 supplies power for rotating the propeller of the ship 200 to the propeller shaft.
  • the engine output information ID indirectly indicating the output of the engine 1 used by the introduction determining unit A1 may include information indicating the torque of the engine 1.
  • the torque of the engine 1 is measured by a torque meter provided on the output shaft of the engine 1, for example.
  • the torque of the engine 1 changes, for example, in conjunction with the generator load. Therefore, for example, when the generator load drops instantaneously, the torque of the engine 1 drops instantaneously, albeit for a very short period of time. Therefore, the momentary decrease in the torque of the engine 1 indicates the momentary decrease in the generator load. Therefore, when the torque of the engine 1 drops instantaneously, it can be predicted that unburned hydrogen will flow into the exhaust pipe 19 . Therefore, the introduction determination unit A1 determines whether or not to introduce air into the exhaust pipe 19 by the gas introduction unit 21 based on the torque of the engine 1 .
  • the introduction determination unit A1 may determine whether to introduce air or inert gas into the exhaust pipe 19 based on the degree of torque reduction of the engine 1 .
  • the introduction control unit A2 may control the introduction time of the air or inert gas introduced into the exhaust pipe 19 by the gas introduction units 21 and 21A based on the degree of reduction in the torque of the engine 1.
  • the introduction control unit A2 may control the flow rate of air or inert gas introduced into the exhaust pipe 19 by the gas introduction units 21 and 21A based on the degree of torque reduction of the engine 1 .
  • the engine output information ID that indirectly indicates the output of the engine 1, which is used by the introduction determination unit A1, is the engine load, which is the load on the engine 1. It may contain information indicating
  • the introduction control unit A2 controls the amount of air or inert air to be introduced into the exhaust pipe 19 by the gas introduction units 21 and 21A based on the degree of reduction in the engine load. You may control the introduction time of gas.
  • the introduction control unit A2 controls the amount of air or inert air to be introduced into the exhaust pipe 19 by the gas introduction units 21 and 21A based on the degree of reduction in the engine load. Gas flow rate may be controlled.
  • the introduction determination unit A1 and the introduction control unit A2 can operate in the same manner as when power is supplied to the generator 27.
  • the introduction determination unit A1 and the introduction control unit A2 can use information indicating the rotation speed of the engine 1 or information indicating the torque of the engine 1 .
  • the present invention relates to engine systems and has industrial applicability.

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Abstract

La présente invention concerne un système de moteur (100) pourvu : d'un moteur (1) ; d'un tuyau d'échappement (19) ; et d'une partie d'introduction de gaz (21). Le moteur (1) génère de la puissance par combustion d'un combustible gazeux. Un gaz d'échappement évacué du moteur (1) s'écoule à travers le tuyau d'échappement (19). La partie d'introduction de gaz (21) introduit de l'air dans le tuyau d'échappement (19). Le système de moteur (100) est de préférence pourvu en outre d'un tuyau d'alimentation en air (15) et d'un compresseur de suralimentation (11). Le tuyau d'alimentation en air (15) fournit de l'air au moteur (1). Le compresseur de suralimentation (11) comprime l'air s'écoulant à travers le tuyau d'alimentation en air (15), et amène l'air ayant une pression supérieure à la pression atmosphérique à s'écouler à travers le tuyau d'alimentation en air (15). La partie d'introduction de gaz (21) introduit l'air comprimé par le compresseur de suralimentation (11) dans le tuyau d'échappement (19).
PCT/JP2022/011485 2021-03-25 2022-03-15 Système de moteur WO2022202463A1 (fr)

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JP2018062897A (ja) * 2016-10-13 2018-04-19 川崎重工業株式会社 ガスエンジンシステム

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