CN115450800A - Marine HCNG engine fuel feed system - Google Patents
Marine HCNG engine fuel feed system Download PDFInfo
- Publication number
- CN115450800A CN115450800A CN202211160736.6A CN202211160736A CN115450800A CN 115450800 A CN115450800 A CN 115450800A CN 202211160736 A CN202211160736 A CN 202211160736A CN 115450800 A CN115450800 A CN 115450800A
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- CN
- China
- Prior art keywords
- pipeline
- air
- gas
- amplifier
- natural gas
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 30
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 claims abstract description 90
- 239000007789 gas Substances 0.000 claims abstract description 74
- 239000003345 natural gas Substances 0.000 claims abstract description 45
- 239000001257 hydrogen Substances 0.000 claims abstract description 42
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 42
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 34
- 230000000694 effects Effects 0.000 claims description 6
- 238000000034 method Methods 0.000 abstract description 8
- 239000003570 air Substances 0.000 abstract description 4
- 238000009423 ventilation Methods 0.000 abstract description 4
- 238000002485 combustion reaction Methods 0.000 description 5
- 150000002431 hydrogen Chemical class 0.000 description 3
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 239000000654 additive Substances 0.000 description 1
- 230000000996 additive effect Effects 0.000 description 1
- 230000003321 amplification Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000005474 detonation Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 150000003568 thioethers Chemical class 0.000 description 1
- 239000006200 vaporizer Substances 0.000 description 1
Images
Classifications
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- 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
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
-
- 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
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
-
- 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
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention aims to provide a fuel supply system of a marine HCNG engine, which comprises a natural gas storage tank, a hydrogen storage tank, a buffer cavity, a first air compressor, a second air compressor, a first air amplifier and a second air amplifier, wherein the outlet of the natural gas storage tank is connected with a three-way valve, the three-way valve is respectively connected with a first pipeline and a third pipeline, the first pipeline and the third pipeline are both connected with the second pipeline, the hydrogen storage tank is connected with the second pipeline and the third pipeline through the outlet pipeline of the hydrogen storage tank, the second pipeline is connected with the buffer cavity, the first air amplifier is arranged on the second pipeline, the first air compressor is arranged on the first pipeline, the second air compressor is respectively connected with an air branch pipe and an air pipeline, the buffer cavity is respectively connected with the air pipeline and an air inlet manifold, the second air amplifier is arranged on the air pipeline, and the third air compressor is arranged on the air inlet manifold. The mixed gas entering the buffer cavity is air, natural gas and hydrogen which meet the specific proportion, the mixed gas is uniformly mixed, and the problem of fuel leakage in the ventilation process is effectively avoided.
Description
Technical Field
The invention relates to a marine engine, in particular to a fuel supply system of the marine engine.
Background
In recent years, with the increasing deterioration of energy crisis and ecological environment, new missions are being revived in various industries based on the concept of green and sustainable development. The ship industry is also actively changing to green shipping and green shipbuilding, and the alternative fuel is adopted, so that pollutants and operation cost can be effectively reduced.
The natural gas engine can effectively reduce the emission of sulfides, PM and CO2, but has poor dynamic characteristics, generally along with unstable combustion phenomena such as fire and detonation, and the phenomenon that natural gas escapes easily occurs inside, so that HC emission is aggravated. Hydrogen can be used as an additive component to extend the lean limit of conventional hydrocarbon fuels and achieve more stable combustion.
The alternative gas fuel obtained by mixing hydrogen and natural gas in a certain proportion is called HCNG. The HCNG engine integrates the characteristics of high hydrogen combustion rate, wide ignition limit and capability of being prepared from renewable energy sources; and the natural gas has the advantages of high volumetric heat value, rich reserves, lower discharge and the like. The existing marine engine field rarely has a supply system of two mixed fuels of natural gas and hydrogen, the traditional single fuel supply system of the natural gas engine cannot ensure the mixing effect of air and the two fuels, and the leakage phenomenon easily occurs in the air exchange process.
Disclosure of Invention
The invention aims to provide a fuel supply system of a marine HCNG engine, which can meet the mixing uniformity index of air, natural gas and hydrogen in a specific ratio and can effectively avoid the problem of fuel leakage in the ventilation process.
The purpose of the invention is realized as follows:
the invention relates to a fuel supply system of a marine HCNG engine, which is characterized in that: the natural gas storage tank is connected with a three-way valve, the three-way valve is respectively connected with a first pipeline and a third pipeline, the first pipeline and the third pipeline are both connected with a second pipeline, the hydrogen storage tank is connected with the second pipeline and the third pipeline through an outlet pipeline of the hydrogen storage tank, the second pipeline is connected with the buffer cavity, the first gas amplifier is arranged on the second pipeline, the first gas compressor is arranged on the first pipeline, the second gas compressor is respectively connected with an air branch pipe and an air pipeline, the buffer cavity is respectively connected with the air pipeline and an air inlet manifold, the second gas amplifier is arranged on the air pipeline, and the third gas compressor is arranged on the air inlet manifold.
The present invention may further comprise:
1. a first control valve is installed on an outlet pipeline of the hydrogen storage tank, a second control valve is installed on a third pipeline, a third control valve is installed on the first pipeline behind the first air compressor, and a fourth control valve is arranged at the joint of the buffer cavity and the second pipeline.
2. A first air inlet is arranged on the side face of the first air amplifier, a second air inlet and an air outlet are respectively arranged at the front end and the rear end of the first air amplifier, an annular cavity communicated with the first air inlet is arranged in the first air amplifier, an annular gap is arranged between the second air inlet and the air outlet, the annular cavity is communicated with the annular gap, and a Kandall effect wall face is arranged at the position of the air outlet; the first air inlet is connected with a first pipeline behind the first air compressor, the second air inlet is communicated with a second pipeline, and the air outlet is connected with the buffer cavity.
3. The buffer cavity is a sphere or an ellipsoid.
4. The pipeline of the second pipeline in the buffer cavity and the pipeline of the air pipeline in the buffer cavity are vertically intersected in the buffer cavity.
5. Through the opening and closing of the second control valve and the third control valve, the time for the natural gas and the hydrogen to enter the first gas amplifier is shorter than the preset time, so that the compressed natural gas can drive the uncompressed natural gas-hydrogen mixed gas to be discharged out of the first gas amplifier at a high speed.
6. The first control valve controls the flow rate of the hydrogen mixed with the natural gas so that the hydrogen loading ratio is controlled between 0 and 30 percent.
7. The three-way valve controls the ratio of the amount of natural gas distributed into the first pipeline to the amount of natural gas of the third pipeline to be 1.
The invention has the advantages that: according to the invention, by arranging the natural gas-hydrogen gas inlet assembly and the air inlet assembly, the natural gas storage tank and the hydrogen storage tank in the natural gas-hydrogen gas inlet assembly can be selectively communicated or disconnected, so that part of natural gas and hydrogen are mixed, the outlet end of the natural gas-hydrogen gas inlet assembly and the outlet end of the air inlet assembly are both selectively communicated with the inlet end of the buffer cavity, the mixed gas entering the buffer cavity is air, natural gas and hydrogen meeting a specific proportion, the mixing is uniform, and the problem of fuel leakage in the ventilation process is effectively avoided.
Drawings
FIG. 1 is a schematic view of the structure of the present invention;
fig. 2 is a schematic structural diagram of the first gas amplifier.
Detailed Description
The invention will now be described in more detail by way of example with reference to the accompanying drawings in which:
with reference to fig. 1-2, the present invention provides a fuel supply system for a marine HCNG engine, which includes a natural gas-hydrogen gas intake assembly 1 and an air intake assembly, wherein the natural gas-hydrogen gas intake assembly 1 includes a natural gas storage tank 11 and a hydrogen storage tank 12, the natural gas storage tank 11 is selectively connected to or disconnected from the hydrogen storage tank 12 so as to mix part of natural gas with hydrogen, an outlet end of the natural gas-hydrogen gas intake assembly 1 and an outlet end of the air intake assembly are both selectively connected to an inlet end of a buffer cavity 3, and an outlet end of the buffer cavity 3 is connected to a combustion chamber of a cylinder.
In the embodiment, by arranging the natural gas-hydrogen gas inlet assembly 1 and the air inlet assembly, the natural gas storage tank 11 and the hydrogen storage tank 12 in the natural gas-hydrogen gas inlet assembly 1 can be selectively connected or disconnected, so that part of natural gas is mixed with hydrogen, the outlet end of the natural gas-hydrogen gas inlet assembly 1 and the outlet end of the air inlet assembly are both selectively connected with the inlet end of the buffer cavity 3, the mixed gas entering the buffer cavity 3 is air, natural gas and hydrogen meeting a specific proportion, the mixing is uniform, and the problem of fuel leakage in the ventilation process is effectively avoided.
The natural gas-hydrogen gas inlet assembly 1 further comprises a first compressor 13 and a first gas amplifier 14, an outlet pipeline of the natural gas storage tank 11 is communicated with the first compressor 13 through a first pipeline 111, the first compressor 13 is communicated with a first gas inlet 141 of the first gas amplifier 14, the hydrogen storage tank 12 is communicated with a second gas inlet 142 of the first gas amplifier 14 through a second pipeline 121, the outlet pipeline is communicated with the second pipeline 121 through a third pipeline 122, and a gas outlet 146 of the first gas amplifier 14 is communicated with a first inlet end of the buffer cavity 3.
The first gas amplifier 14 is a device which is set by applying the coanda air amplification effect and the fluid mechanics basic principle, a small amount of compressed gas is used as power, the compressed gas penetrates through regularly arranged small holes with special shapes, a negative pressure effect is formed at the other end, and the output gas can reach 20-50 times of the compressed gas, so that the first gas amplifier 14 is arranged in the natural gas-hydrogen gas inlet assembly 1, only part of natural gas entering the first pipeline 111 needs to be compressed, the natural gas-hydrogen gas mixed in the second pipeline 121 is driven to enter a buffer cavity through the first gas amplifier 14, the air flow can be increased by utilizing the first gas amplifier 14, the fire problem caused by insufficient inlet pressure can be effectively avoided, the marine HCNG engine can realize more sufficient combustion, and better dynamic performance is provided. Meanwhile, the first gas amplifier 14 is small and can be installed in a gas pipeline without occupying an excessive space.
As shown in fig. 2, the first gas amplifier includes a first gas inlet 141 and a second gas inlet 142, the compressed gas enters the annular cavity 143 through the first gas inlet 141 and is discharged at a high speed through the annular gap 144, and the high-speed gas flow drives the ambient gas entering from the second gas inlet 142 through the "condael effect" wall 145 and is discharged at a high speed to the gas outlet 146.
Therefore, a three-way valve 1111 is provided at the intersection of the outlet pipeline of the natural gas storage tank 11, the first pipeline 111 and the third pipeline 122 to control the ratio of the natural gas entering the first pipeline 111 and the third pipeline 122, respectively, wherein the ratio of the amount of natural gas distributed into the first pipeline 111 to the amount of natural gas of the third pipeline 122 is about 1.
The second pipe 121 is provided with a first control valve 1211 for controlling a flow rate of the hydrogen gas mixed with the natural gas, and specifically, determining a hydrogen loading ratio according to an actual working condition, so that the hydrogen loading ratio is controlled within a range of 0 to 30%.
The third pipeline 122 is provided with a second control valve 1221, and a third control valve 131 is provided between the outlet of the first compressor 13 and the first gas amplifier 14, so that the time difference between the time when the natural gas enters the first gas amplifier 14 through the first pipeline 111 and the time when the natural gas-hydrogen mixed gas enters the first gas amplifier 14 through the second pipeline 121 is smaller than the preset time, so that the natural gas entering the first gas amplifier 14 through the first pipeline 111 can drive the natural gas-hydrogen mixed gas entering the first gas amplifier 14 through the second pipeline 121.
The first inlet end of the buffer chamber 3 is provided with a fourth control valve 31 to selectively connect or disconnect the first gas amplifier 14 and the buffer chamber 3, and during the air exchange process, the fourth control valve 31 can be closed, so that only the air in the air inlet assembly enters the buffer chamber 3 and then enters the air cylinder 4 to complete the air exchange.
The fuel supply system of the HCNG engine for the ship provided by the embodiment further includes a control unit 6, and the control unit 6 can control the opening degrees of the three-way valve 1111 and the first control valve 1211 and the opening and closing of the second control valve 1221, the third control valve 131 and the fourth control valve 31.
The air inlet assembly comprises a second compressor 23, a second air amplifier 24, an air branch pipe 21 communicated with an external air supply system and an air pipeline 22, the air branch pipe 21 is communicated with the second compressor 23, the second compressor 23 is communicated with the second air amplifier 24, the air pipeline 22 is communicated with the second air amplifier 24, and the second air amplifier 24 is communicated with the second inlet end of the buffer cavity 3.
The second gas amplifier 24 is also arranged to pass a small amount of compressed air to drive the remaining air into the buffer chamber 3, and the working principle thereof is the same as that of the first gas amplifier 14, which is not described herein again.
A third air compressor 5 is arranged between the outlet end of the buffer cavity 3 and the air cylinder.
In the embodiment, the buffer cavity 3 is arranged as a sphere or an ellipsoid, so that the cavity wall surface is smooth as much as possible without sharp corners or dead corners, and gas mixing is influenced; the pipeline between the first gas amplifier 14 and the first inlet end of the buffer cavity 3 and the pipeline between the second gas amplifier 24 and the second inlet end 3 of the buffer cavity are vertically intersected in the buffer cavity 3, so that the mixed fuel and the air can collide with each other, the air flow movement is increased, and the mixed gas is uniformly mixed as much as possible.
The working process of the marine HCNG engine fuel supply system provided by the embodiment comprises the following steps: first, after passing through the first vaporizer, the natural gas in the natural gas storage tank 11 flows through the three-way valve 1111, 10% of the required natural gas mass enters the first compressor 13 through the first pipe 111, and 90% of the remaining natural gas mass is mixed with hydrogen supplied from the hydrogen storage tank 12 through the third pipe 122, and the hydrogen loading amount is controlled by the first control valve 1211. Next, the compressed natural gas enters the first gas amplifier 14 through the first gas inlet 141, the uncompressed natural gas-hydrogen mixed gas enters the first gas amplifier 14 through the second gas inlet 142, and the time for the two gases to enter the first gas amplifier 14 is less than the preset time through the second control valve 1221 and the third control valve 131, so that the compressed natural gas can drive the uncompressed natural gas-hydrogen mixed gas to be discharged out of the first gas amplifier 14 at a high speed. Likewise, the air intake assembly 2 enters the second gas amplifier 24 in the same manner.
During air intake, the fourth control valve 31 is opened, the mixed fuel enters the buffer cavity 3 through the air outlet of the first air amplifier 14, the air enters the buffer cavity 3 through the outlet end of the second air amplifier 24, and the mixed fuel and the air are fully mixed and enter the air cylinder 4 through the third air compressor 5.
In the air exchange process, the fourth control valve 31 is closed, only air enters the buffer cavity 3 and then enters the third air compressor 5, and finally enters the air cylinder 4 to complete air exchange.
The first compressor 13 and the second compressor 23 only need to compress a small amount of gas to be fed into the gas amplifier, the required energy is low, and the energy is supplied by the exhaust gas turbine.
Claims (8)
1. A marine HCNG engine fuel supply system is characterized in that: the hydrogen storage tank is connected with the second pipeline and the third pipeline through an outlet pipeline of the hydrogen storage tank, the second pipeline is connected with the buffer cavity, the first gas amplifier is arranged on the second pipeline, the second gas compressor is connected with an air branch pipe and an air pipeline respectively, the buffer cavity is connected with the air pipeline and an air inlet manifold respectively, the second gas amplifier is arranged on the air pipeline, and the third gas compressor is arranged on the air inlet manifold.
2. A marine HCNG engine fuel supply system as defined in claim 1, wherein: a first control valve is installed on an outlet pipeline of the hydrogen storage tank, a second control valve is installed on a third pipeline, a third control valve is installed on a first pipeline behind the first air compressor, and a fourth control valve is arranged at the joint of the buffer cavity and the second pipeline.
3. A marine HCNG engine fuel supply system as defined in claim 1, wherein: a first air inlet is formed in the side face of the first air amplifier, a second air inlet and an air outlet are respectively formed in the front end and the rear end of the first air amplifier, an annular cavity communicated with the first air inlet is formed in the first air amplifier, an annular gap is formed between the second air inlet and the air outlet, the annular cavity is communicated with the annular gap, and a Kandall effect wall face is arranged at the position of the air outlet; the first air inlet is connected with a first pipeline behind the first air compressor, the second air inlet is communicated with a second pipeline, and the air outlet is connected with the buffer cavity.
4. A marine HCNG engine fuel supply system as set forth in claim 1, wherein: the buffer cavity is a sphere or an ellipsoid.
5. A marine HCNG engine fuel supply system as set forth in claim 1, wherein: the pipeline of the second pipeline in the buffer cavity and the pipeline of the air pipeline in the buffer cavity are vertically intersected in the buffer cavity.
6. A marine HCNG engine fuel supply system as defined in claim 1, wherein: through the opening and closing of the second control valve and the third control valve, the time for the natural gas and the hydrogen to enter the first gas amplifier is shorter than the preset time, so that the compressed natural gas can drive the uncompressed natural gas-hydrogen mixed gas to be discharged out of the first gas amplifier at a high speed.
7. A marine HCNG engine fuel supply system as defined in claim 1, wherein: the first control valve controls the flow rate of the hydrogen mixed with the natural gas so that the hydrogen loading ratio is controlled between 0 and 30 percent.
8. A marine HCNG engine fuel supply system as set forth in claim 1, wherein: the three-way valve controls the ratio of the amount of natural gas distributed into the first pipeline to the amount of natural gas of the third pipeline to be 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211160736.6A CN115450800A (en) | 2022-09-22 | 2022-09-22 | Marine HCNG engine fuel feed system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211160736.6A CN115450800A (en) | 2022-09-22 | 2022-09-22 | Marine HCNG engine fuel feed system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115450800A true CN115450800A (en) | 2022-12-09 |
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ID=84307357
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211160736.6A Pending CN115450800A (en) | 2022-09-22 | 2022-09-22 | Marine HCNG engine fuel feed system |
Country Status (1)
| Country | Link |
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| CN (1) | CN115450800A (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02119642A (en) * | 1988-10-28 | 1990-05-07 | Suzuki Motor Co Ltd | Liquefied gas internal combustion engine |
| US6240911B1 (en) * | 1998-06-12 | 2001-06-05 | Competition Cams, Inc. | Air amplifier for nitrous oxide injection application |
| JP2004190640A (en) * | 2002-12-13 | 2004-07-08 | Mitsubishi Heavy Ind Ltd | Premixed forced ignition type gas engine |
| CN103133186A (en) * | 2011-11-29 | 2013-06-05 | 本田技研工业株式会社 | Fuel supply system for gas engine |
| KR101825605B1 (en) * | 2016-11-14 | 2018-02-05 | 삼성중공업 주식회사 | Apparatus for supplying fuel for vessel |
| US20190145327A1 (en) * | 2016-05-24 | 2019-05-16 | CleanTech Swiss AG | Device for operating an engine |
| CN111255603A (en) * | 2020-02-18 | 2020-06-09 | 哈尔滨工程大学 | Hydrogen and natural gas double-valve integrated multipoint injection device |
-
2022
- 2022-09-22 CN CN202211160736.6A patent/CN115450800A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02119642A (en) * | 1988-10-28 | 1990-05-07 | Suzuki Motor Co Ltd | Liquefied gas internal combustion engine |
| US6240911B1 (en) * | 1998-06-12 | 2001-06-05 | Competition Cams, Inc. | Air amplifier for nitrous oxide injection application |
| JP2004190640A (en) * | 2002-12-13 | 2004-07-08 | Mitsubishi Heavy Ind Ltd | Premixed forced ignition type gas engine |
| CN103133186A (en) * | 2011-11-29 | 2013-06-05 | 本田技研工业株式会社 | Fuel supply system for gas engine |
| US20190145327A1 (en) * | 2016-05-24 | 2019-05-16 | CleanTech Swiss AG | Device for operating an engine |
| KR101825605B1 (en) * | 2016-11-14 | 2018-02-05 | 삼성중공업 주식회사 | Apparatus for supplying fuel for vessel |
| CN111255603A (en) * | 2020-02-18 | 2020-06-09 | 哈尔滨工程大学 | Hydrogen and natural gas double-valve integrated multipoint injection device |
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