DK179645B1 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
DK179645B1
DK179645B1 DKPA201770463A DKPA201770463A DK179645B1 DK 179645 B1 DK179645 B1 DK 179645B1 DK PA201770463 A DKPA201770463 A DK PA201770463A DK PA201770463 A DKPA201770463 A DK PA201770463A DK 179645 B1 DK179645 B1 DK 179645B1
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DK
Denmark
Prior art keywords
fuel
internal combustion
combustion engine
fuel oil
primary
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Application number
DKPA201770463A
Other languages
Danish (da)
Inventor
Mayer Stefan
Sjöholm Johan
Kjemtrup Niels
Original Assignee
MAN Energy Solutions
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Application filed by MAN Energy Solutions filed Critical MAN Energy Solutions
Priority to DKPA201770463A priority Critical patent/DK179645B1/en
Priority to JP2018113550A priority patent/JP6907158B2/en
Priority to CN201810616841.3A priority patent/CN109139240B/en
Priority to KR1020180069198A priority patent/KR102164426B1/en
Publication of DK201770463A1 publication Critical patent/DK201770463A1/en
Application granted granted Critical
Publication of DK179645B1 publication Critical patent/DK179645B1/en
Priority to JP2019230411A priority patent/JP2020060190A/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • F02D19/085—Control based on the fuel type or composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0088—Multiple separate fuel tanks or tanks being at least partially partitioned
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Landscapes

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

Abstract

Disclosed is a two-stroke crosshead internal combustion diesel engine having a plurality of cylinders, wherein the two-stroke crosshead internal combustion diesel engine is configured to inject into each of the plurality of cylinders a primary fuel and a secondary fuel. The primary fuel comprising a fuel oil and water. The secondary fuel comprising a fuel oil. The two-stroke crosshead internal combustion diesel engine is configured to ignite the combination of the primary fuel and the secondary fuel by the high temperatures which the gases in the cylinders achieve when compressed, wherein the mass percentage of water in the primary fuel is at least 30%; and the mass percentage of fuel oil in the secondary fuel is higher than the mass percentage of fuel oil in the primary fuel.

Description

Title Internal combustion engine
Field
The present invention relates to an internal combustion engine and an internal combustion engine system.
Background
Two-stroke internal combustion engines are used as propulsion engines in vessels like container ships, bulk carriers, and tankers. Reduction of unwanted exhaust gases from the internal combustion engines has become increasingly important. Especially reduction of NOx has drawn much attention.
The International Maritime Organization (IMO), which is an agency of the United Nations, has set emission standards of limits known as Tier I, Tier II and Tier III, where Tier I and Tier II emission standards are globally effective, the Tier III emission standard apply only in NOx Emission Control Areas (ECA). Tier II and III NOx emission standards have effect for new engines, while Tier I NOx requirements are for existing engines built before year 2000.
One way of reducing the emissions of NOx is to use a selective catalytic reduction (SCR) system. A SCR system receives the exhaust gases and converts NOx to less harmful substances. Another way of reducing NOx emissions is to use an exhaust gas recirculation (EGR) system that works by recirculating a portion of the exhaust gasses back to the engine cylinders thus lowering the oxygen concentration and flame temperature which reduce the produced NOx in the engine. EGR systems and SCR system are however complex and expensive to install and maintain.
An alternative way of reducing NOx emissions is to mix water into the fuel oil used by the internal combustion engine. The water lowers the combustion temperature and thereby the amount of NOx in the exhaust gases.
WO03031794 discloses a fuel injection system and method to reduce NOx and smoke emissions from a compression ignition engine by coinjecting water and an oxygenated fuel during steady state and transient engine conditions.
However, mixing water into the fuel increases the ignition delay, this may allow too large amount of the fuel to mix with the surrounding air prior to ignition. When finally, ignition occurs, an explosion-like pressure wave can build up inside the cylinder. This can be observed on the pressure trace and through acoustics (listening) and is generally termed dieselknocking. This can cause severe damage to the combustion chambers components. Furthermore, at very high water levels, the ignition delay can be increased to a degree that ignition does not occur at all, leading to complete or partial misfire of the injected fuel.
Thus it remains a problem to reduce NOx emissions for internal combustion engines in a simple and effective manner.
Summary
According to a first aspect, the invention relates to a two-stroke crosshead internal combustion diesel engine having a plurality of cylinders, wherein the internal combustion engine is configured to inject into each of the plurality of cylinders a primary fuel and a secondary fuel, the primary fuel comprising a fuel oil and water, the secondary fuel comprising a fuel oil, and wherein the internal combustion engine is configured to ignite the combination of the primary fuel and the secondary fuel by the high temperatures which the gases in the cylinders achieve when compressed, wherein:
• the mass percentage of water in the primary fuel is at least 30%;
• the mass percentage of fuel oil in the secondary fuel is higher than the mass percentage of fuel oil in the primary fuel.
Consequently, by using a secondary fuel having a mass percentage of fuel oil that is higher than the mass percentage of fuel oil in the primary fuel more water may be added to the primary fuel without diesel-knocking or misfires. This allows NOx from the exhaust gasses to be significantly reduced in a simple and effective manner which can enable compliance with Tier III requirements without the use of EGR and / or SCR systems.
The internal combustion engine is preferably a two-stroke crosshead internal combustion diesel engine for propelling a marine vessel having a power of at least 400 kW per cylinder. Examples of fuel oils are: Marine gas oil (MGO), Marine diesel oil (MDO), Intermediate fuel oil (IFO), Marine fuel oil (MFO), and Heavy fuel oil (HFO). The fuel oil used for the primary fuel and the secondary fuel may be the same type of fuel oil. Alternatively, the fuel oil used for the primary fuel and the secondary fuel may differ. The amount of water in the primary fuel may be so high that this mixture of water and fuel oil cannot self-ignite. The primary fuel and the secondary fuel may be sequentially injected into the cylinders through a single fuel valve. Alternatively, the primary fuel and the secondary fuel may be injected into the cylinders through two fuel valves. The higher concentration of fuel oil in the secondary fuel makes the secondary fuel ignite before the primary fuel whereby the heat generated by the combustion of the secondary fuel ignites the primary fuel. Thus, the secondary fuel acts as a pilot fuel. The internal combustion engine may be configured to ignite the secondary fuel through compression ignition, whereby the secondary fuel flame ignites the primary fuel.
In some embodiments the mass percentage of water in the primary fuel is at least 40%, at least 45%, or at least 50%.
The mass percentage of water in the primary fuel is given by the equation below:
?f = 1 100% where m%w vf is the mass percentage of water in the primary fuel, mw is the mass of water in the primary fuel, and pf is the total mass of the primary fuel.
The primary fuel consists preferably primarily of water and fuel oil.
In some embodiments the mass percentage of fuel oil in the secondary fuel is more than 50%, more than 75%, more than 90%, more than 95% or more than 99%.
The mass percentage of fuel oil in the secondary fuel is given by the equation below:
3f = 100% mt_sf where m%y is the mass percentage of fuel oil in the secondary fuel, mf af is the mass of fuel oil in the secondary fuel, and mt sf is the total mass of the secondary fuel.
In some embodiments the mass percentage of the secondary fuel of the total fuel injected into the plurality of cylinders is less than 10%, 7%, 5%, 3%, or 1 %.
By limiting the amount of secondary fuel used the amount of NOx released may be further reduced.
The mass percentage of the secondary fuel of the total fuel injected into the plurality of cylinders is given by the equation below:
m%3/ = 100% J where m%s/ is mass percentage of the secondary fuel of the total fuel injected into the plurality of cylinders, maf is the mass of the secondary fuel injected into the plurality of cylinders, and is the total mass of the total fuel injected into the plurality of cylinders.
In some embodiments, the mass percentage of the primary fuel of the total fuel injected into the plurality of cylinders is at least 90%, 93%, 95%,97%, or 99%.
The mass percentage of the primary fuel of the total fuel injected into the plurality of cylinders is given by the equation below:
= —& 100% where m%p/ is mass percentage of the primary fuel of the total fuel injected into the plurality of cylinders, is the mass of the primary fuel injected into the plurality of cylinders, and mtf is the total mass of the total fuel injected into the plurality of cylinders.
If the engine only runs on the primary fuel and the secondary fuel then the mass percentage of the primary fuel added with the mass percentage of the secondary fuel will always equal 100%.
In some embodiments, the mixture of water and fuel oil in the primary fuel is emulsified prior to being delivered to the plurality of cylinders.
Consequently, by using an emulsified primary fuel and a secondary fuel that preferably consist of pure fuel oil an inhomogeneous mixture of water and fuel oil is formed in the cylinders. This allows the amount of water to be increased in the primary fuel as the fuel oil of the secondary fuel will ignite the inhomogeneous mixture.
A surfactant may be added to the primary fuel or to the water to secure that the primary fuel is emulsified properly with the water.
In some embodiments each cylinder comprises a first fuel valve and a second fuel valve, wherein the internal combustion engine is configured to inject the primary fuel through the first fuel valve and the secondary fuel through the second fuel valve.
In some embodiments the internal combustion engine has a first mode and a second mode, wherein the internal combustion engine in the first mode is configured to inject into each of the plurality of cylinders the primary fuel and the secondary fuel, and in the second mode is configured to inject into each of the plurality of cylinders an alternative primary fuel comprising a fuel oil, wherein the fuel oil of the primary fuel is a first type of fuel oil and the fuel oil of the alternative primary fuel is a second type of fuel oil, the second type of fuel oil being different from the first type of fuel oil and wherein the fuel oil of the secondary fuel is either the first type of fuel oil or the second type of fuel oil.
Consequently, by using a type of fuel oil for the secondary fuel that is already used by the engine, there is no need to provide a separate fuel tank for the secondary fuel.
The internal combustion engine may also be configured to use the secondary fuel in the second mode. The first type of fuel oil may be a HFO and the second type of fuel oil may be a lighter fuel oil such as MGO or MDO. This enables the engine to run on HFO in areas with no sulfur emission control and MGO or MDO in sulfur emission control areas.
According to a second aspect the invention relates to an internal combustion engine system comprising a first fuel tank for storing a first type of fuel oil, a water supply system and a two-stroke crosshead internal combustion diesel engine having a plurality of cylinders, wherein the internal combustion engine is fluidly connected to the first fuel tank and the water supply system, and wherein the internal combustion engine system is configured to inject into each of said plurality of cylinders a primary fuel and a secondary fuel, the primary fuel comprising the first type of fuel oil and water provided from the water supply system, the secondary fuel comprising a fuel oil, and wherein the internal combustion engine is configured to ignite the combination of the primary fuel and the secondary fuel by the high temperatures which the gases in the cylinders achieve when compressed, characterized in that:
• the mass percentage of water in the primary fuel is at least 30%;
• the mass percentage of fuel oil in the secondary fuel is higher than the mass percentage of fuel oil in the primary fuel.
The internal combustion engine is preferably a two-stroke crosshead internal combustion diesel engine for propelling a marine vessel having a power of at least 400 kW per cylinder.
In some embodiments the mass percentage of water in the primary fuel is at least 40%, at least 45%, or at least 50%.
In some embodiments the mass percentage of fuel oil in the secondary fuel is more than 50%, more than 75%, more than 90%, more than 95% or more than 99%.
In some embodiments the mass percentage of the secondary fuel of the total fuel injected into the plurality of cylinders is less than 10%, 7%, 5%, 3%, or 1%.
In some embodiments the mass percentage of the primary fuel of the total fuel injected into the plurality of cylinders is at least 90%, 93%, 95%, 97%, or 99%.
In some embodiments the system further comprises an emulsion system having a first inlet, a second inlet, and a first outlet, wherein the first inlet is fluidly connected to the first fuel tank, the second inlet is fluidly connected to the water supply system, and the first outline is fluidly connected to the internal combustion engine and wherein the emulsion system is configured to generate the primary fuel by generating an emulsified mixture of water and the first type of fuel oil.
The emulsions system may generate the emulsified mixture by adding a surfactant.
In some embodiments the fuel oil of the secondary fuel is the first type of fuel oil, the first fuel tank is directly fluidly connected to internal combustion engine to provide the internal combustion engine with the secondary fuel and indirectly fluidly connected to the internal combustion engine via the emulsion system to provide the internal combustion engine with the primary fuel.
Consequently, a single fuel tank may be used for providing both the primary fuel and the secondary fuel.
In some embodiments each cylinder comprises a first fuel valve and a second fuel valve, and wherein the internal combustion engine is configured to inject the primary fuel through the first fuel valve and the secondary fuel through the second fuel valve.
In some embodiments the system further comprises a second fuel tank for storing a second type of fuel oil, the second fuel tank being fluidly connected to the internal combustion engine, wherein the internal combustion engine has first mode and a second mode, wherein the internal combustion engine in the first mode is configured to inject into each of the plurality of cylinders the primary fuel and the secondary fuel, and in the second mode is configured to inject into each of the plurality of cylinders an alternative primary fuel comprising the second type of fuel oil, and wherein the fuel oil of the secondary fuel is either the first type of fuel oil or the second type of fuel oil.
The different aspects of the present invention can be implemented in different ways including as internal combustion engines and internal combustion engine systems as described above and in the following, each yielding one or more of the benefits and advantages described in connection with at least one of the aspects described above, and each having one or more preferred embodiments corresponding to the preferred embodiments described in connection with at least one of the aspects described above and/or disclosed in the dependant claims. Furthermore, it will be appreciated that embodiments described in connection with one of the aspects described herein may equally be applied to the other aspects.
Brief description of the drawings
The above and/or additional objects, features and advantages of the present invention, will be further elucidated by the following illustrative and nonlimiting detailed description of embodiments of the present invention, with reference to the appended drawings, wherein:
Fig. 1 shows a schematic drawing of an internal combustion engine system according to an embodiment of the present invention.
Detailed description
In the following description, reference is made to the accompanying figures, which show by way of illustration how the invention may be practiced.
Fig. 1 shows a schematic drawing of an internal combustion engine system 100 for propelling a marine vessel according to an embodiment of the present invention. The internal combustion engine system 100 comprises a first fuel tank 103 storing a first type of fuel oil e.g. heavy fuel oil or gas oil, a water supply system 104, an emulsions system 105 and an internal combustion engine 101 having four cylinders 102. The internal combustion engine 101 may in other embodiments comprise another number of cylinders e.g. 2 cylinders, 6 cylinders, 8 cylinders, 10 cylinders, or 12 cylinders. The water supply system 104 may be configured to supply clean water. The water supply system 104 may be configured to generate clean water e.g. from sea water and / or comprise a water tank containing cleaned water. The emulsion system 105 has a first inlet 108 that is fluidly connected to the first fuel tank 104, a second inlet 109 that is fluidly connected to the water supply system 104, and a first outlet 110 that is fluidly connected to the internal combustion engine 101. The emulsion system 105 is configured to generate a primary fuel being an emulsified mixture of water and the first type of fuel oil where the mass percentage of water is at least 30%. The emulsion system 105 may be configured to add a surfactant to the mixture to secure that water and fuel oil is properly emulsified. The first fuel tank 103 is directly fluidly connected to the internal combustion engine 101 to provide a secondary fuel consisting of the first type of fuel oil. Thus the first fuel tank 103 is both indirectly fluidly connected (via the emulsion system 105) and directly fluidly connected to the internal combustion engine. Each cylinder
102 comprises a first fuel valve 106 and a second fuel valve 107, where the internal combustion engine is configured to inject the primary fuel through the first fuel valve 106 and the secondary fuel through the second fuel valve 107. Each cylinder may comprise more than two fuel valves e.g. in total four fuel valves where two fuel valves used for the primary fuel and two fuel valves used for the secondary fuel. The internal combustion engine 101 is configured to ignite the combination of the primary fuel and the secondary fuel by the high temperatures which the gases in the cylinders 102 achieve when compressed . The mass percentage of the secondary fuel of the total fuel injected into the plurality of cylinders is preferably small e.g. less than 10%, 7%, 5%, or 3%. Consequently, the mass percentage of the primary fuel of the total fuel injected into the plurality of cylinders is preferably high e.g. at least 90%, 93%, 95%, or 97%. Thus, the secondary fuel acts as a pilot fuel that ignites the combination of the primary fuel and the secondary fuel. Consequently, by using an emulsified primary fuel containing a first type of fuel oil and a secondary fuel that consist only of the first type of fuel oil an inhomogeneous mixture of water and the first type of fuel oil is formed in the cylinders. This allows the amount of water to be increased in the primary fuel as the fuel oil of the secondary fuel will ignite the inhomogeneous mixture.
The internal combustion engine system may optionally further comprise a second fuel tank 111 storing a second type of fuel oil, the second fuel tank 111 being fluidly connected to the internal combustion engine 101, where the internal combustion engine 101 has first mode and a second mode, where the internal combustion engine 101 in the first mode is configured to inject into each of the cylinders the 102 the primary fuel and the secondary fuel, and in the second mode is configured to inject into each of the cylinders 103 an alternative primary fuel comprising the second type of fuel oil. The second fuel tank 111 may be indirectly connected to the internal combustion engine 101 via the emulsion system 105 whereby the alternative primary fuel is an emulsified mixture of water and the second type of fuel oil e.g. an emulsified mixture where the mass percentage of water is at least
30%. Thus the internal combustion engine 101 may also use secondary fuel in the second mode. Alternatively, the second fuel tank 111 may be directly connected to the internal combustion engine 102 whereby there is no need for the secondary fuel in the second mode. In some embodiments (not shown on the figure) the second fuel tank 111 is directly connected to the internal combustion engine 102 and provides the secondary fuel to the second fuel valve 107 in the first mode and the alternative primary fuel to the first fuel valve 106 in the second mode, i.e. the secondary fuel and the alternative primary fuel consist both of the second type of fuel oil. The first type of fuel oil may be HFO and the second type of fuel oil may be a lighter fuel oil such as MGO or MDO.
Although some embodiments have been described and shown in detail, the invention is not restricted to them, but may also be embodied in other ways within the scope of the subject matter defined in the following claims. In particular, it is to be understood that other embodiments may be utilised and structural and functional modifications may be made without departing from the scope of the present invention.
In device claims enumerating several means, several of these means can be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims or described in different embodiments does not indicate that a combination of these measures cannot be used to advantage.
It should be emphasized that the term comprises/comprising when used in this specification is taken to specify the presence of stated features, integers, steps or components but does not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof.

Claims (10)

Patentkrav:Patent claims: 1. Forbrændingsmotor, der har flere cylinder, hvor forbrændingsmotoren er konfigureret til at indsprøjte et primært brændsel og et sekundært brændsel i hver af de flere cylindre, hvor det primære brændsel omfatter en brændselsolie og vand, hvor det sekundære brændsel omfatter en brændselsolie, og hvor forbrændingsmotoren er konfigureret til at antænde kombinationen af det primære brændsel og det sekundære brændsel ved hjælp af de høje temperaturer, som gasserne i cylindrene opnår, når de er komprimeret, hvor:A multi-cylinder internal combustion engine, wherein the internal combustion engine is configured to inject a primary fuel and a secondary fuel into each of the plurality of cylinders, the primary fuel comprising a fuel oil and water, the secondary fuel comprising a fuel oil, and wherein the internal combustion engine is configured to ignite the combination of the primary fuel and the secondary fuel by means of the high temperatures that the gases in the cylinders achieve when they are compressed, where: • masseprocenten af vand i det primære brændsel er mindst 30%;• the mass percentage of water in the primary fuel is at least 30%; • masseprocenten af brændselsolie i det sekundære brændsel er højere end masseprocenten af brændselsolie i det primære brændsel, k e n d e t e g n e t ved, at forbrændingsmotoren er en totaktskrydshovedforbrændingsdieselmotor.• the mass percentage of fuel oil in the secondary fuel is higher than the mass percentage of fuel oil in the primary fuel, characterized in that the internal combustion engine is a two-stroke main combustion diesel engine. 2. Forbrændingsmotor ifølge krav 1, hvor masseprocenten af brændselsolie i det andet brændsel er mere end 50%, mere end 75%, mere end 90%, mere end 95% eller mere end 99%.The internal combustion engine of claim 1, wherein the mass percentage of fuel oil in the second fuel is more than 50%, more than 75%, more than 90%, more than 95% or more than 99%. 3. Forbrændingsmotor ifølge krav 1 eller 2, hvor blandingen af vand og brændselsolie i det primære brændsel er emulgeret, før det bliver leveres til de flere cylindre.An internal combustion engine according to claim 1 or 2, wherein the mixture of water and fuel oil in the primary fuel is emulsified before it is delivered to the plurality of cylinders. 4. Forbrændingsmotor ifølge et hvilket som helst af kravene 1 til 3, hvor hver cylinder omfatter en første brændselsventil og en anden brændselsventil, hvor forbrændingsmotoren er konfigureret til at indsprøjte det primære brændsel gennem den første brændselsventil og det andet brændsel gennem den anden brændselsventil.An internal combustion engine according to any one of claims 1 to 3, wherein each cylinder comprises a first fuel valve and a second fuel valve, the internal combustion engine being configured to inject the primary fuel through the first fuel valve and the second fuel through the second fuel valve. 5. Forbrændingsmotor ifølge et hvilket som helst af kravene 1 til 4, hvor forbrændingsmotoren har en første tilstand og en anden tilstand, hvor forbrændingsmotoren i den første tilstand er konfigureret til at indsprøjte det primære brændsel og det sekundære brændsel i hver af de flere cylindre og i den anden tilstand er konfigureret til at sprøjte et alternativt primært brændsel, der omfatter en brændselsolie, ind i hver af de flere cylindre, hvor brændselsolien af det primære brændsel er en første type brændselsolie, og brændselsolien af det alternative primære brændsel er en anden type brændselsolie, hvor den anden type brændselsolie er forskellig fra den første type brændselsolie, og hvor brændselsolien af det sekundære brændsel er enten den første type brændselsolie eller den anden type brændselsolie.An internal combustion engine according to any one of claims 1 to 4, wherein the internal combustion engine has a first state and a second state, the internal combustion engine in the first state being configured to inject the primary fuel and the secondary fuel into each of the plurality of cylinders and in the second state is configured to inject an alternative primary fuel comprising a fuel oil into each of the plurality of cylinders, wherein the fuel oil of the primary fuel is a first type of fuel oil and the fuel oil of the alternative primary fuel is a second type fuel oil, wherein the second type of fuel oil is different from the first type of fuel oil, and wherein the fuel oil of the secondary fuel is either the first type of fuel oil or the second type of fuel oil. 6. Forbrændingsmotorsystem, som omfatter en første brændselstank til at lagre en første type brændselsolie, et vandtilførselssystem og en forbrændingsmotor, der har flere cylindre, hvor forbrændingsmotoren er i fluidforbindelse med den første brændselstank og vandtilførselssystemet, og hvor forbrændingsmotorsystemet er konfigureret til at indsprøjte et primært brændsel og et sekundært brændsel i hver af de flere cylindre, hvor det primære brændsel omfatter en første type brændselsolie og vand, som er forsynet af vandtilførselssystemet, hvor det andet brændsel omfatter en brændselsolie, og hvor motoren er konfigureret til at antænde kombinationen af det primære brændsel og det sekundære brændsel ved hjælp af de høje temperaturer, som gasserne i cylindrene opnår, når de er komprimeret, hvor:An internal combustion engine system comprising a first fuel tank for storing a first type of fuel oil, a water supply system and a multi-cylinder internal combustion engine, the internal combustion engine being in fluid communication with the first fuel tank and the water supply system, and wherein the internal combustion engine system is configured primarily to inject fuel and a secondary fuel in each of the plurality of cylinders, the primary fuel comprising a first type of fuel oil and water supplied by the water supply system, the second fuel comprising a fuel oil, and the engine configured to ignite the combination of the primary fuel and the secondary fuel by means of the high temperatures that the gases in the cylinders reach when they are compressed, where: • masseprocenten af vand i det primære brændsel er mindst 30%;• the mass percentage of water in the primary fuel is at least 30%; • masseprocenten af brændselsolie i det sekundære brændsel er højere end masseprocenten af brændselsolie i det primære brændsel, k e n d e t e g n e t ved, at forbrændingsmotoren er en totaktskrydshovedforbrændingsdieselmotor.• the mass percentage of fuel oil in the secondary fuel is higher than the mass percentage of fuel oil in the primary fuel, characterized in that the internal combustion engine is a two-stroke main combustion diesel engine. 7. Forbrændingsmotorsystem ifølge krav 6, hvor masseprocenten af brændselsolie i det andet brændsel er mere end 50%, mere end 75%, mere end 90%, mere end 95% eller mere end 99%.The internal combustion engine system of claim 6, wherein the mass percentage of fuel oil in the second fuel is more than 50%, more than 75%, more than 90%, more than 95% or more than 99%. 8. Forbrændingsmotorsystem ifølge krav 6 eller 7, hvor systemet ydermere omfatter et emulgeringssystem, som har et første indløb, et andet indløb og et første udløb, hvor det første indløb er i fluidforbindelse med den første brændselstank, hvor det andet indløb er i fluidforbindelse med vandtilførselssystemet, og hvor det første udløb er i fluidforbindelse med totaktskrydshovedforbrændingsdieselmotoren, og hvor emulgeringssystemet er konfigureret til at danne det primære brændsel ved at danne en emulgeret blanding af vand og den første type brændselsolie.The internal combustion engine system of claim 6 or 7, wherein the system further comprises an emulsification system having a first inlet, a second inlet and a first outlet, the first inlet being in fluid communication with the first fuel tank, the second inlet being in fluid communication with the water supply system, and wherein the first outlet is in fluid communication with the two-stroke main combustion diesel engine, and wherein the emulsifying system is configured to form the primary fuel by forming an emulsified mixture of water and the first type of fuel oil. 9. Forbrændingsmotorsystem ifølge et hvilket som helst af kravene 6 til 8, hvor brændselsolien af det sekundære brændsel er en første type brændselsolie, hvor den første brændselstank er i direkte fluidforbindelse med totaktskrydshovedforbrændingsdieselmotoren for at forsyne totaktskrydshovedforbrændingsdieselmotoren med det sekundære brændsel og i indirekte fluidforbindelse med totaktskrydshovedforbrændingsdieselmotoren via emulgeringssystemet for at forsyne totaktskrydshovedforbrændingsdieselmotoren med det primære brændsel.An internal combustion engine system according to any one of claims 6 to 8, wherein the fuel oil of the secondary fuel is a first type of fuel oil, wherein the first fuel tank is in direct fluid communication with the two-stroke cross-head internal combustion diesel engine to supply the two-stroke cross-head main combustion diesel engine via the emulsification system to supply the two-stroke main combustion diesel engine with the primary fuel. 10. Forbrændingsmotorsystem ifølge et hvilket som helst af kravene 6 til 9, hvor systemet ydermere omfatter en anden brændselstank til at lagre en anden type brændselsolie, hvor den anden brændselstank er i fluidforbindelse med totaktskrydshovedforbrændingsdieselmotoren, hvor totaktskrydshovedforbrændingsdieselmotoren har en første tilstand og en anden tilstand, hvor totaktskrydshovedforbrændingsdieselmotoren i den første tilstand er konfigureret til at indsprøjte det primære brændsel og det sekundære brændsel i hver af de flere cylindre og i den anden tilstand er konfigureret til at indsprøjte et alternativt primært brændsel, som omfatter den anden type brændselsolie, ind i hver af de flere cylindre, og hvor brændselsolien af det sekundære brændsel er enten den første type brændselsolie eller den anden type brændselsolie.An internal combustion engine system according to any one of claims 6 to 9, wherein the system further comprises a second fuel tank for storing a second type of fuel oil, wherein the second fuel tank is in fluid communication with the two-stroke cross-head internal combustion diesel engine, the two-stroke cross-head main combustion diesel state wherein the two-stroke main combustion diesel engine in the first state is configured to inject the primary fuel and the secondary fuel into each of the plurality of cylinders and in the second state is configured to inject an alternative primary fuel comprising the second type of fuel oil into each of the multiple cylinders, and wherein the fuel oil of the secondary fuel is either the first type of fuel oil or the second type of fuel oil.
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