JP2007077931A - Hydrogen-using internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow further more gaseous hydrogen to be mixed in a liquid crystal in a range without separating once mixed gaseous hydrogen from the liquid fuel, in relation to a hydrogen-using internal combustion engine. <P>SOLUTION: Minute bubbles of gaseous hydrogen are mixed in the liquid fuel supplied to a fuel injection device 18 by using a hydrogen mixing means 52. The quantity of the gaseous hydrogen mixed in the liquid fuel by the hydrogen mixing means 52 is determined based on an operating condition of this internal combustion engine 2 and pressure and/or temperature of the liquid fuel. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hydrogen-based internal combustion engine that can use hydrocarbon-based liquid fuel and hydrogen gas as fuel.

  Conventionally, an internal combustion engine (hydrogen-use internal combustion engine) that uses hydrogen gas as a fuel together with liquid fuel such as gasoline is known. Hydrogen gas has characteristics that are excellent in combustibility compared with liquid fuel. For this reason, when the load is low, the lean burn region of the internal combustion engine can be expanded by adding hydrogen gas to the liquid fuel, and remarkable effects such as improvement of fuel consumption and reduction of NOx emission amount can be obtained. On the other hand, at high loads, knocking can be suppressed by adding hydrogen gas to the liquid fuel, and the output can be improved and the acceleration performance of the vehicle can be maintained.

One example of such a hydrogen-utilizing internal combustion engine is described in Patent Document 1. The internal combustion engine using hydrogen described in Patent Document 1 connects an injection valve that injects liquid fuel and a hydrogen tank via a hydrogen conduit so that liquid fuel and hydrogen gas can be injected simultaneously from one injection valve. Yes.
JP 2003-293809 A JP 2004-100501 A

  By the way, as a method of supplying hydrogen gas to an internal combustion engine, it is conceivable to mix hydrogen gas with liquid fuel upstream of the injection valve and inject the liquid fuel in which hydrogen gas is dissolved from the injection valve. According to this, two fuel supply systems, that is, a supply system for supplying hydrogen gas to the injection valve and a supply system for supplying liquid fuel to the injection valve are separately provided as in the conventional hydrogen-utilized internal combustion engine. There is no need to provide it, and the system configuration can be simplified.

  However, if the amount of hydrogen gas mixed into the liquid fuel is too large, the hydrogen gas may be separated from the liquid fuel before being injected from the injection valve. The fuel injection amount is adjusted by the opening time of the injection valve. However, when the hydrogen gas is separated from the liquid fuel, the relationship between the valve opening time and the fuel injection amount may be distorted, and the desired fuel injection amount may not be realized. There is. Further, since the pressure in the fuel pipe rises due to the separated hydrogen gas, the fuel pipe is required to have high pressure resistance.

  The present invention was made in order to solve the above-described problems, and in a range in which hydrogen gas once mixed is not separated from liquid fuel, more hydrogen gas can be mixed with liquid fuel. An object is to provide a hydrogen-utilizing internal combustion engine.

In order to achieve the above object, a first invention provides a hydrogen-based internal combustion engine that can use a hydrocarbon-based liquid fuel and hydrogen gas as fuels.
A fuel injection device for injecting liquid fuel; and
Hydrogen mixing means for mixing fine bubbles of hydrogen gas with the liquid fuel supplied to the fuel injection device;
Hydrogen mixing amount determining means for determining the amount of hydrogen gas mixed into the liquid fuel by the hydrogen mixing means based on the operating state of the internal combustion engine and the pressure and / or temperature of the liquid fuel;
It is characterized by having.

In order to achieve the above object, the second invention provides a hydrogen-based internal combustion engine that can use a hydrocarbon-based liquid fuel and hydrogen gas as fuels.
A fuel injection device for injecting liquid fuel; and
Hydrogen mixing means for mixing fine bubbles of hydrogen gas with the liquid fuel supplied to the fuel injection device;
Hydrogen mixing amount determining means for determining the amount of hydrogen gas mixed into the liquid fuel by the hydrogen mixing means based on the operating state of the internal combustion engine;
Control means for controlling the pressure and / or temperature of the liquid fuel supplied to the fuel injection device based on the mixing amount of the hydrogen gas determined by the hydrogen mixing amount determining means;
It is characterized by having.

According to a third invention, in the first or second invention,
A hydrogen generation means for generating hydrogen gas from the liquid hydrogen compound;
The hydrogen generating means generates only hydrogen gas in an amount to be mixed with the liquid fuel by the hydrogen mixing means.

  By making hydrogen gas into fine bubbles and mixing it with liquid fuel, dissolution of hydrogen gas in liquid fuel can be promoted. Further, even when hydrogen gas exceeding the saturated hydrogen amount is supplied, it can be uniformly present in the liquid fuel without being separated from the liquid fuel as long as it is a certain amount. The amount of hydrogen gas that can be dissolved in the liquid fuel and the amount that can be present in the liquid fuel in the form of fine bubbles without separation depends on the pressure and temperature of the liquid fuel.

  According to the first aspect of the invention, since the mixing amount of hydrogen gas is determined in consideration of the pressure and / or temperature of the liquid fuel in addition to the operating state of the internal combustion engine, the current pressure and temperature of the liquid fuel are determined. More hydrogen gas can be mixed with the liquid fuel as long as the hydrogen gas once mixed is not separated from the liquid fuel.

  According to the second aspect of the invention, since the pressure and / or temperature of the liquid fuel is controlled based on the mixing amount of the hydrogen gas, the necessary amount of hydrogen gas determined from the operating state of the internal combustion engine is mixed with the liquid fuel. The hydrogen gas once mixed can be prevented from being separated from the liquid fuel.

  According to the third aspect of the invention, only the amount of hydrogen gas to be mixed with the liquid fuel is generated from the liquid hydrogen compound, so that the range in which hydrogen is handled in a gaseous state can be reduced, and the hydrogen gas is stored. Since the apparatus which performs is also unnecessary, a system configuration can be simplified.

Embodiment 1 FIG.
Hereinafter, the first embodiment of the present invention will be described with reference to FIGS. 1 and 2.

  FIG. 1 is a diagram showing a system configuration of a hydrogen-utilized internal combustion engine (hereinafter simply referred to as an engine) as Embodiment 1 of the present invention. The engine of the present embodiment has an engine body 2 composed of a plurality of cylinders (only one cylinder is shown in FIG. 1). The engine body 2 has a piston 8 for each cylinder, and a combustion chamber 10 that repeats expansion and contraction by the vertical movement of the piston 8 is formed inside each cylinder. An intake passage 4 for supplying air to the combustion chamber 10 of each cylinder and an exhaust passage 6 for discharging combustion gas from the combustion chamber 10 are connected to the engine body 2. A catalyst (for example, NOx catalyst) 20 for purifying combustion gas is disposed in the exhaust passage 6.

  In the engine body 2, an intake valve 12 for controlling the communication state is provided at the connection portion between the intake passage 4 and the combustion chamber 10, and the communication state is provided at the connection portion between the exhaust passage 6 and the combustion chamber 10. An exhaust valve 14 to be controlled is provided. The combustion chamber 10 is provided with an in-cylinder injector 18 that directly injects fuel into the combustion chamber 10 and an ignition plug 16 that ignites the mixed gas therein.

  The in-cylinder injector 18 is connected to the fuel tank 30 by a fuel supply line 36. The fuel tank 30 stores gasoline, which is a hydrocarbon-based liquid fuel. The liquid fuel in the fuel tank 30 is sucked up by a fuel pump (high pressure pump) 32 disposed in the fuel supply line 36 and compressed to a predetermined pressure higher than the combustion gas pressure in the combustion chamber 10 before the in-cylinder injector 18. Supplied to. The fuel pump 32 may be a mechanical pump driven by the engine body 2 or an electric pump driven by a motor. The fuel supply line 36 outputs a signal corresponding to the pressure of the liquid fuel flowing in the fuel supply line 36, and a fuel that outputs a signal corresponding to the temperature of the liquid fuel flowing in the fuel supply line 36. A temperature sensor 56 is attached.

  A microbubble generator 52 for mixing hydrogen gas, which is the other fuel, with the liquid fuel is disposed downstream of the fuel pump 32 in the fuel supply line 36. The microbubble generator 52 converts hydrogen gas into fine bubbles (referred to as microbubbles) having a diameter of several tens of μm or less and mixes them with the liquid fuel in the fuel supply line 36. By making hydrogen gas into microbubbles by the microbubble generator 52 and mixing it with liquid fuel, the hydrogen gas can be uniformly mixed in the liquid fuel, and the dissolution of hydrogen gas into the liquid fuel can be promoted. Can do. The method for generating microbubbles by the microbubble generator 52 is not limited as long as hydrogen gas can be converted into microbubbles in the liquid fuel. The microbubble generation method listed below is an example of a method that can be employed in the microbubble generator 52 of the present embodiment.

  First, a first example of a microbubble generation method is a method in which hydrogen gas is blown into a vigorous flow of liquid fuel, and the hydrogen gas is pulverized by a strong shearing force generated there.

  The second example of the microbubble generation method is a method of generating cavitation by increasing the flow rate of the liquid fuel from a state in which hydrogen gas is pressurized and dissolved in the liquid fuel more.

  And the 3rd example of the generation method of a microbubble is a method which vibrates and splits the bubble of hydrogen gas in liquid fuel by giving an ultrasonic wave.

  The hydrogen gas mixed with the liquid fuel by the microbubble generator 52 is supplied from the hydrogen generator 50 through the hydrogen gas supply line 46. The hydrogen generator 50 is an apparatus that can immediately generate hydrogen gas from a liquid hydrogen compound. As the liquid hydrogen compound, water, alcohol, gasoline, light oil or the like can be used. In this embodiment, water is used as the liquid hydrogen compound. As a method for generating hydrogen gas by the hydrogen generator 50, a method exemplified below can be adopted.

  First, a first example of a hydrogen generation method is a method of electrolyzing water by applying a counter electromotive force to a fuel cell.

  A second example of the hydrogen generation method is a method of decomposing a liquid hydrogen compound with low-temperature plasma. Specifically, hydrogen gas can be generated by performing direct current pulse discharge on the liquid hydrogen compound.

  A third example of the hydrogen generation method is a method of reducing water with a highly active metal. For example, by rubbing aluminum or an aluminum alloy in pure water, the corrosion reaction of water against the metal can be accelerated, water molecules can be decomposed, and pure hydrogen gas can be generated. Pure hydrogen gas can also be generated by supplying water to the powder of magnesium hydride or magnesium hydride alloy. Furthermore, pure hydrogen gas can be generated along with oxidation of metallic iron by reacting water vapor with metallic iron obtained by reducing iron oxide.

  Any of the above methods can immediately generate hydrogen gas from a liquid hydrogen compound such as water as needed. In particular, according to the method of the third example, only pure hydrogen gas can be generated. In addition, since any of the above methods can generate hydrogen gas at a relatively low temperature or room temperature, more hydrogen gas can be dissolved in the liquid fuel when the microbubble generator 52 mixes with the liquid fuel. There is also an advantage of being able to.

  By generating the hydrogen gas with the hydrogen generator 50, the hydrogen gas can be stored in a liquid state. Thereby, compared with the case where hydrogen gas is stored in a gas state in a pressure tank or the like, not only the handling is facilitated, but also high mounting efficiency can be realized. In the present embodiment, water used for generating hydrogen gas in the hydrogen generator 50 is supplied from the water tank 40 via the water supply line 44. The water supply line 44 is provided with a water pump 42 for sucking water from the water tank 40 and supplying it to the hydrogen generator 50.

  The engine of this embodiment includes an ECU (Electronic Control Unit) 60 as its control device. Connected to the output side of the ECU 60 are various devices such as the ignition plug 16, the in-cylinder injector 18, the fuel pump 32, the water pump 42, the microbubble generator 52, and the hydrogen generator 50. On the input side of the ECU 60, in addition to the fuel pressure sensor 54 and the fuel temperature sensor 56 described above, information related to the operating state of the engine body 2 (accelerator opening, vehicle speed, engine speed, air-fuel ratio, water temperature, knock signal, etc.). Various sensors such as the operating state measuring device 62 to be acquired are connected. The ECU 60 controls each device according to a predetermined control program based on the output of each sensor.

  With the system configuration as described above, according to the engine of the present embodiment, when it is necessary to add hydrogen gas to the liquid fuel, the hydrogen generator 50 immediately generates hydrogen gas from water, and the generated hydrogen gas Can be microbubbled and mixed with liquid fuel. The routine shown in the flowchart of FIG. 2 is a routine for hydrogenation control executed by the ECU 60 in the present embodiment. Hereinafter, according to the flowchart of FIG. 2, more specific contents of the hydrogenation control according to the present embodiment will be described. Note that the routine shown in FIG. 2 is periodically executed for each predetermined crank angle.

  In the first step S100 of the routine shown in FIG. 2, it is determined based on the operating state of the engine body 2 measured by the operating state measuring device 62 whether or not the hydrogen addition execution condition is satisfied. The execution condition of hydrogenation is, for example, that the engine body 2 is operated in an operation region where knocking may occur, or is operated in an operation region where combustion fluctuations may occur. When the hydrogen addition execution condition is satisfied, the hydrogen gas is added to the liquid fuel by the processing from step S102 to step S110.

  In step S102, the pressure of the liquid fuel is measured from the signal from the fuel pressure sensor 54, and the temperature of the liquid fuel is measured from the signal from the fuel temperature sensor 56. The pressure and temperature of the liquid fuel are related to the amount of hydrogen gas that can be dissolved in the liquid fuel, that is, the amount of saturated hydrogen. The higher the pressure of the liquid fuel and the lower the temperature of the liquid fuel, the larger the saturated hydrogen amount.

  In the next step S104, the required hydrogen addition ratio corresponding to the pressure and temperature of the liquid fuel and the operating state of the engine body 2 is obtained from a map stored in advance. The hydrogen addition ratio can be defined, for example, as the ratio of the calorific value of hydrogen gas to the total calorific value of the entire fuel including liquid fuel and hydrogen gas. In the map, the upper limit value of the required hydrogen addition rate is determined according to the pressure and temperature of the liquid fuel.

  The upper limit value of the required hydrogen addition ratio is preferably set to be equal to or less than the hydrogen addition ratio corresponding to the saturated hydrogen amount. According to this, since the amount of hydrogen gas in the liquid fuel is adjusted to be equal to or less than the saturated hydrogen amount, once mixed hydrogen gas is not separated from the liquid fuel. Even when liquid fuel remains in the fuel supply line 36 for a long period of time, there is no problem due to separation of hydrogen gas, and the robustness of the system can be improved.

  However, the above upper limit value can be set to a value slightly larger than the hydrogen addition ratio corresponding to the saturated hydrogen amount. Even when hydrogen gas exceeding the saturated hydrogen amount is added by making the hydrogen gas into microbubbles, if it is a certain amount, it will be uniformly in the liquid fuel in the state of microbubbles without being separated from the liquid fuel It is because it can exist in this.

  In the next step S106, a required hydrogen generation amount (required hydrogen gas generation amount) corresponding to the required hydrogen addition ratio is obtained. Specifically, the required load of the engine body 2 is determined from the accelerator opening, the engine speed, and the like, and the load (hydrogen load) shared by the hydrogen gas is determined from the required load and the required hydrogen addition ratio. Then, based on the amount of heat generated per unit amount of hydrogen gas, the amount of hydrogen gas corresponding to the hydrogen load is calculated as the required hydrogen generation amount.

  In the next step S108, water corresponding to the required hydrogen generation amount is supplied from the water tank 40 to the hydrogen generator 50 by the operation of the water pump 42. Then, the hydrogen generation process is executed by the operation of the hydrogen generation device 50 to generate the required hydrogen generation amount of hydrogen gas. The generated hydrogen gas is supplied from the hydrogen generator 50 to the microbubble generator 52.

  In the next step S110, hydrogen gas is microbubbled by the microbubble generator 52, and the microbubbled hydrogen gas is mixed with the liquid fuel. The liquid fuel mixed with hydrogen gas is supplied from the microbubble generator 52 to the in-cylinder injector 18 and directly injected from the in-cylinder injector 18 into the combustion chamber 10.

  By injecting fuel containing hydrogen gas having excellent combustibility, knocking during high load operation and combustion fluctuation during low load operation are suppressed. When the execution condition for hydrogenation is not satisfied in the determination in step S100, the hydrogen generation process in the hydrogen generator 50 is stopped (step S112), and the microbubble generation process by the microbubble generator 52 is also stopped. (Step S114).

  According to the hydrogen addition control routine described above, the hydrogen gas addition ratio is determined in consideration of the pressure and temperature of the liquid fuel in addition to the operating state of the engine body 2, and therefore the current pressure and temperature of the liquid fuel are also determined. Thus, more hydrogen gas can be mixed with the liquid fuel as long as the hydrogen gas once mixed is not separated from the liquid fuel. Therefore, according to the engine of the present embodiment, it is possible to enjoy the effect of the addition of hydrogen gas to the maximum without sacrificing accurate fuel injection control by the in-cylinder injector 18.

  Further, as described above, by generating hydrogen gas from water as necessary, it is not necessary to store the hydrogen gas in a gas state that is difficult to handle and inferior in mounting efficiency. Moreover, only the required amount of hydrogen gas is generated, and all the required amount of generated hydrogen gas is microbubbled and mixed with the liquid fuel, so that the deviation between the generated amount of hydrogen gas and the supply amount is adjusted. There is no need to provide a buffer tank. Therefore, according to the engine of this embodiment, there is also an advantage that the system configuration can be simplified.

  In the present embodiment, the processing of steps S102, S104, and S106 is executed by the ECU 60, thereby realizing the “hydrogen mixture amount determining means” according to the first invention.

Embodiment 2.
The second embodiment of the present invention will be described below with reference to FIGS.

  FIG. 3 is a diagram showing a system configuration of a hydrogen-utilized internal combustion engine (hereinafter simply referred to as an engine) as Embodiment 2 of the present invention. The engine of the present embodiment is a pressure temperature control device 58 that controls the pressure and temperature of the liquid fuel flowing in the fuel supply line 36 instead of the fuel pressure sensor 54 and the fuel temperature sensor 56 provided in the engine of the first embodiment. It is characterized by having. About another structure, it has the same structure as the engine of Embodiment 1. FIG. In FIG. 3, the same elements as those in the first embodiment are denoted by the same reference numerals.

  The pressure temperature control device 58 includes a device for pressurizing liquid fuel and a device for cooling. For example, a high-pressure pump can be used as the liquid fuel pressurizing device. As the liquid fuel cooling device, for example, a heat exchanger can be used.

  The operating state of the pressure temperature control device 58 is controlled by the ECU 60. Since the saturation amount (saturated hydrogen amount) of the hydrogen gas in the liquid fuel depends on the pressure and temperature of the liquid fuel, the saturated hydrogen amount is indirectly controlled by controlling the pressure and temperature of the liquid fuel by the pressure temperature controller 58. Can be controlled. If the amount of saturated hydrogen can be controlled, separation of the hydrogen gas once added from the liquid fuel can be prevented, and more hydrogen gas can be added to the liquid fuel. The routine shown in the flowchart of FIG. 4 is a routine for hydrogenation control executed by the ECU 60 in the present embodiment. Hereinafter, according to the flowchart of FIG. 4, more specific contents of the hydrogenation control according to the present embodiment will be described. Note that the routine shown in FIG. 4 is periodically executed for each predetermined crank angle.

  In the first step S200 of the routine shown in FIG. 4, it is determined based on the operating state of the engine body 2 measured by the operating state measuring device 62 whether or not the hydrogen addition execution condition is satisfied. Then, when the hydrogen addition execution condition is satisfied, the hydrogen gas is added to the liquid fuel by the processes in steps S202 to S212.

  In step S202, a required hydrogen addition ratio corresponding to the operating state of the engine body 2 is obtained from a map stored in advance. In the next step S204, a required hydrogen generation amount corresponding to the required hydrogen addition ratio is obtained.

  In step S206, the required fuel pressure and temperature corresponding to the required hydrogen addition ratio are obtained from a map stored in advance. In the map, if the fuel temperature is constant, the required fuel pressure is set higher as the required hydrogen addition ratio is larger. Further, in the map, if the fuel pressure is constant, the required fuel temperature is set to a lower temperature as the required hydrogen addition ratio increases. This is because the saturated hydrogen amount increases as the pressure of the liquid fuel increases and as the temperature of the liquid fuel decreases.

  The required fuel pressure and temperature are preferably set so that the saturated hydrogen amount at the pressure and temperature is equal to or higher than the saturated hydrogen amount corresponding to the required hydrogen addition rate. According to this, since the amount of hydrogen gas in the liquid fuel does not exceed the saturated hydrogen amount, it is possible to prevent the once mixed hydrogen gas from being separated from the liquid fuel.

  However, it is possible to set the required fuel pressure and temperature so that the amount of hydrogen gas in the liquid fuel slightly exceeds the saturated hydrogen amount. Hydrogen gas that exceeds the saturated hydrogen amount by microbubbles the hydrogen gas This is because even if the amount is added, it can be uniformly present in the liquid fuel in the form of microbubbles without being separated from the liquid fuel if it is in a certain amount.

  In the next step S208, a hydrogen generation process corresponding to the required hydrogen generation amount is executed by the operation of the water pump 42 and the hydrogen generator 50. In step S210, the pressure and temperature of the liquid fuel flowing in the fuel supply line 36 are controlled to the required fuel pressure and temperature by the operation of the pressure temperature control device 58.

  In the next step S212, the hydrogen gas generated by the hydrogen generator 50 is microbubbled by the microbubble generator 52 and mixed with the liquid fuel whose pressure and temperature are controlled by the pressure temperature controller 58 ( Step S212). The liquid fuel mixed with hydrogen gas is supplied from the microbubble generator 52 to the in-cylinder injector 18 and directly injected from the in-cylinder injector 18 into the combustion chamber 10.

  By injecting fuel containing hydrogen gas having excellent combustibility, knocking during high load operation and combustion fluctuation during low load operation are suppressed. When the execution condition for hydrogenation is not satisfied in the determination in step S200, the hydrogen generation process in the hydrogen generator 50 is stopped (step S214), and the microbubble generation process by the microbubble generator 52 is also stopped. (Step S216). Further, the control of the pressure and temperature of the liquid fuel by the pressure / temperature control device 58 is also stopped (step S218).

  According to the above hydrogen addition control routine, the pressure and temperature of the liquid fuel are controlled based on the hydrogen gas addition ratio, so that the required amount of hydrogen gas determined from the operating state of the engine body 2 is mixed with the liquid fuel. Thereafter, the once mixed hydrogen gas can be prevented from being separated from the liquid fuel. Therefore, according to the engine of the present embodiment, it is possible to enjoy the effect of the addition of hydrogen gas to the maximum without sacrificing accurate fuel injection control by the in-cylinder injector 18.

  In the present embodiment, the “hydrogen mixture amount determining means” according to the second aspect of the present invention is realized by the processing of steps S202 and S204 being executed by the ECU 60. Further, the “control means” according to the second aspect of the present invention is realized by the processing of steps S206 and S210 being executed by the ECU 60.

Others.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, the following modifications may be made.

  In Embodiment 1, the upper limit value of the required hydrogen addition rate is determined according to the pressure and temperature of the liquid fuel, but the upper limit value of the required hydrogen addition rate is determined according to either the pressure or the temperature of the liquid fuel. You may do it.

  In the second embodiment, both the pressure and the temperature of the liquid fuel are controlled according to the required hydrogen addition ratio, but only one of the pressure or the temperature of the liquid fuel is controlled according to the required hydrogen addition ratio. It may be.

  In addition, the engine shown in FIGS. 1 and 3 includes the in-cylinder injector 18 that injects fuel directly into the combustion chamber 10 as a fuel injection device, but it may be a port injector that injects fuel into the intake port. Good. Moreover, although the engine shown in FIG.1 and FIG.3 is comprised as a gasoline engine which uses gasoline as a fuel, this invention is applicable also to the diesel engine which uses light oil as a fuel.

It is a figure which shows the system configuration | structure of the hydrogen utilization internal combustion engine as Embodiment 1 of this invention. It is a flowchart shown about the routine of hydrogenation control performed in Embodiment 1 of this invention. It is a figure which shows the system configuration | structure of the hydrogen utilization internal combustion engine as Embodiment 2 of this invention. It is a flowchart shown about the routine of hydrogenation control performed in Embodiment 2 of this invention.

Explanation of symbols

2 Engine body 4 Intake passage 6 Exhaust passage 10 Combustion chamber 18 In-cylinder injector 20 Catalyst 30 Fuel tank 32 Fuel pump 36 Fuel supply line 40 Water tank 42 Water pump 44 Water supply line 46 Hydrogen gas supply line 50 Hydrogen generator 52 Micro bubble Generator 54 Fuel pressure sensor 56 Fuel temperature sensor 58 Pressure temperature controller 60 ECU
62 Operating state measuring device

Claims (3)

In a hydrogen-based internal combustion engine that can use hydrocarbon-based liquid fuel and hydrogen gas as fuel,
A fuel injection device for injecting liquid fuel; and
Hydrogen mixing means for mixing fine bubbles of hydrogen gas with the liquid fuel supplied to the fuel injection device;
Hydrogen mixing amount determining means for determining the amount of hydrogen gas mixed into the liquid fuel by the hydrogen mixing means based on the operating state of the internal combustion engine and the pressure and / or temperature of the liquid fuel;
An internal combustion engine using hydrogen. In a hydrogen-based internal combustion engine that can use hydrocarbon-based liquid fuel and hydrogen gas as fuel,
A fuel injection device for injecting liquid fuel; and
Hydrogen mixing means for mixing fine bubbles of hydrogen gas with the liquid fuel supplied to the fuel injection device;
Hydrogen mixing amount determining means for determining the amount of hydrogen gas mixed into the liquid fuel by the hydrogen mixing means based on the operating state of the internal combustion engine;
Control means for controlling the pressure and / or temperature of the liquid fuel supplied to the fuel injection device based on the mixing amount of the hydrogen gas determined by the hydrogen mixing amount determining means;
An internal combustion engine using hydrogen. A hydrogen generation means for generating hydrogen gas from the liquid hydrogen compound;
3. The hydrogen-utilizing internal combustion engine according to claim 1, wherein the hydrogen generating unit generates only an amount of hydrogen gas mixed with the liquid fuel by the hydrogen mixing unit.

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