JP2016194292A - Engine system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To supply air fuel mixture having a lower excess air factor to a modified cylinder than a normal cylinder, while maintaining a simple structure, in the structure including at least one set comprising a normal cylinder and a modified cylinder for generating modified gas supplied to the normal cylinder, and including a supercharger.SOLUTION: An engine system includes an ejector mechanism comprising any one of: a first ejector device 24 configured to supply fuel F to a suction branch pipe 20d for modified cylinder, the suction branch pipe branched from a suction main pipe 20 and circulating air fuel mixture M guided to a modified cylinder 40d; and a second ejector device configured to supply air A for combustion to suction branch pipes 20a, 20b, 20c for normal cylinder, the suction branch pipes branched from the suction main pipe 20 and circulating the air fuel mixture M guided to normal cylinders 40a, 40b, 40c.SELECTED DRAWING: Figure 1

Description

  The present invention includes at least one normal cylinder having a combustion chamber for burning an air-fuel mixture containing fuel and combustion air, and burns the air-fuel mixture in the combustion chamber so that the combustion acceleration is faster than the fuel. An engine system that includes at least one reforming cylinder that reforms gas into reformed gas, guides the reformed gas reformed in the reforming cylinder to at least the normal cylinder, and fuel and combustion air; ENGINE SYSTEM HAVING A REFORMING ENGINE PROVIDED WITH AT LEAST ONE REFORMING Cylinder for Incomplete Combustion of at least a Part of an Air-fuel Mixture Containing Gas to Reform to a Reforming Gas Containing a Combustion-Promoting Gas Faster than Fuel About.

In a multi-cylinder engine, at least one normal cylinder having a combustion chamber for burning an air-fuel mixture containing fuel and combustion air is provided, and at least a part of the air-fuel mixture is incompletely combusted in the combustion chamber to make it more than fuel. There is known an engine that has at least one reforming cylinder that reforms to a reformed gas containing a combustion promoting gas having a high combustion speed and guides the reformed gas reformed in the reforming cylinder to at least a normal cylinder. (See Patent Document 1). In this engine, in order to set the air-fuel mixture supplied to the reforming cylinder in a fuel rich state, fuel injection is usually performed to additionally supply fuel to the reforming cylinder intake pipe that guides the air-fuel mixture to the reforming cylinder. A configuration provided with means is employed.
In the reforming cylinder, for example, a reformed gas containing a combustion promoting gas having a high combustion speed such as hydrogen can be generated by incomplete combustion of a rich mixture containing a fuel mainly composed of methane. . Then, by introducing the reformed gas to the normal cylinder, for example, when the engine is low in the low load range and the rotation speed is low and it is difficult to ensure sufficient stability, the spark propagation speed in the combustion chamber of the normal cylinder is increased. It is known that combustion stability can be improved.

US Patent Publication No. 2009/0308070

In the multi-cylinder engine disclosed in Patent Document 1, a part of a plurality of cylinders is a reforming cylinder that reforms an air-fuel mixture into a reformed gas for the purpose of improving combustion stability. For this reason, the output may be lower depending on the output region than when all of the plurality of cylinders are normal cylinders. For this reason, it is conceivable as one option to employ a configuration including a supercharger that supplies an air-fuel mixture that has been supercharged to both the normal cylinder and the reforming cylinder to supplement the output.
In the configuration provided with the supercharger, the pressure of the air-fuel mixture guided to the reforming cylinder is increased to the supercharging pressure (for example, about 50 kPa to 200 kPa) at the compressor outlet of the supercharger. The fuel injection pressure by the fuel injection means for additionally supplying fuel through the branch pipe needs to be higher than the supercharging pressure. However, in particular, in a small engine used for a prime mover such as a small cogeneration system or a gas heat pump system that is provided in a general household, the fuel supply means such as a fuel injection valve is used due to economy and installation space. It has not been possible to provide a booster such as a compressor for boosting the fuel to be injected. For this reason, in the multi-cylinder engine having the above-described reforming cylinder, the booster such as a compressor is not used for the normal cylinder intake branch pipe through which the air-fuel mixture that has been boosted to the boost pressure by the compressor flows. No one has been known to add fuel to the intake cylinder for the reforming cylinder.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide at least one normal cylinder and at least one reforming cylinder that generates reformed gas to be supplied to the normal cylinder. An object of the present invention is to provide an engine system capable of supplying an air-fuel mixture having a lower excess air ratio than a normal cylinder to a reforming cylinder while maintaining a simple structure.

An engine system for achieving the above object is as follows:
A reformed gas comprising at least one normal cylinder for burning an air-fuel mixture including fuel and combustion air, and including a combustion promoting gas having a combustion speed higher than that of fuel by incompletely combusting at least a part of the air-fuel mixture An engine system that includes at least one reforming cylinder that reforms into the reforming cylinder and guides the reformed gas reformed in the reforming cylinder to at least the normal cylinder.
A supercharger having a compressor for compressing the air-fuel mixture in the intake main pipe through which the air-fuel mixture led to the normal cylinder and the reforming cylinder flows;
A fuel supply section for supplying fuel to the upstream side of the compressor in the intake main pipe;
A first ejector device for supplying fuel to a reforming cylinder intake branch pipe through which an air-fuel mixture branched from the intake main pipe and led to the reforming cylinder; and branched from the intake main pipe and led to the normal cylinder An ejector mechanism comprising any one of a second ejector device for supplying combustion air to a normal cylinder intake branch pipe through which an air-fuel mixture flows;
By operating the ejector mechanism and the fuel supply unit, the excess air ratio of the air-fuel mixture in the reforming cylinder is set to be smaller than 1, and the excess air ratio of the air-fuel mixture in the normal cylinder is set in the reforming cylinder. The excess air ratio control means is set to be higher than the excess air ratio of the air-fuel mixture.

According to the above characteristic configuration, the first ejector device that supplies fuel to the reforming cylinder intake branch pipe that flows from the intake main pipe and flows through the air-fuel mixture that is led to the reforming cylinder, and the normal cylinder branched from the intake main pipe The first ejector device as the ejector mechanism is provided with an ejector mechanism comprising at least one of the second ejector device for supplying combustion air to the normal cylinder intake branch pipe through which the air-fuel mixture led to Can be satisfactorily supplied in a form in which fuel is sucked into the reforming cylinder intake branch pipe through which the air-fuel mixture that has been raised to the supercharging pressure by the compressor flows, and the second ejector device can be used as the ejector mechanism. When employed, the combustion air can be satisfactorily supplied to the normal cylinder intake branch through which the air-fuel mixture that has been boosted to the boost pressure by the compressor flows.
As a result, a small multi-cylinder engine used for the prime mover of a small cogeneration system and gas heat pump system, which is provided in general homes, is used to supplement the output with a supercharger. An intake main that is provided with a compressor as a supercharger while maintaining a relatively simple configuration in which a compressor or the like for boosting and supplying fuel or combustion air to the supercharging pressure is not provided. The fuel or combustion air can be satisfactorily supplied to the downstream side.
As a result, the excess air ratio control means sets the excess air ratio of the air-fuel mixture in the reforming cylinder to be smaller than 1 by operating the ejector mechanism and the fuel supply unit, and sets the excess air ratio of the air-fuel mixture in the normal cylinder. The excess air ratio of the air-fuel mixture in the reforming cylinder can be set higher, and while the reforming gas is generated well in the reforming cylinder, the generated reforming gas is guided to the normal cylinder and burned in the normal cylinder. The effect of improving the stability can be satisfactorily exhibited.

A further characteristic configuration of the engine system of the present invention is as follows.
The ejector mechanism is composed of only the first ejector device.

  According to the above characteristic configuration, the ejector mechanism includes the first ejector device that supplies fuel to the reforming cylinder intake branch pipe through which the air-fuel mixture branched from the intake main pipe and guided to the reforming cylinder flows. As a result, for example, the ejector mechanism can be compared with a case where the ejector mechanism is configured by a second ejector device that supplies combustion air to the normal cylinder intake branch pipe through which the air-fuel mixture branched from the intake main pipe and guided to the normal cylinder flows. The flow rate of the fluid (fuel or combustion air) sucked and supplied to the intake branch pipe via the mechanism can be reduced, and the pressure loss in the ejector mechanism can be reduced.

A further characteristic configuration of the engine system of the present invention is as follows.
The first ejector device includes a nozzle for injecting an air-fuel mixture supplied from an upstream side of the reforming cylinder intake branch pipe to the downstream side, and an air-fuel mixture injected from the nozzle to receive the reformed cylinder intake branch pipe A diffuser that supplies the fuel to the downstream side of the fuel, a suction port that sucks fuel supplied from the fuel supply pipe between the nozzle and the diffuser, and a fuel flow rate control valve that adjusts the flow rate of the fuel flowing through the fuel supply pipe And
The excess air ratio control means controls the degree of opening of the fuel flow rate control valve and sets the excess air ratio of the air-fuel mixture in the reforming cylinder to be smaller than 1.

According to the above characteristic configuration, the first ejector device includes the fuel flow rate control valve for adjusting the flow rate of the fuel flowing through the fuel supply pipe connected to the suction port, in addition to the nozzle, the diffuser, and the suction port. The air excess ratio of the air-fuel mixture to the reforming cylinder can be adjusted with a relatively simple configuration of controlling the opening degree of the fuel flow control valve. Thereby, the content of the combustion promoting gas contained in the reformed gas generated in the reforming cylinder can be controlled relatively easily.
As a result, the supply amount of the combustion promoting gas supplied to the normal cylinder can also be controlled. Thereby, for example, when misfire or the like occurs in the normal cylinder, the flame propagation speed in the combustion chamber of the normal cylinder is increased by increasing the supply amount of the combustion promoting gas, thereby stabilizing the combustion. When knocking occurs in the normal cylinder, the occurrence of knocking can be suppressed by increasing or decreasing the supply amount of the combustion promoting gas.

A further characteristic configuration of the engine system of the present invention is as follows.
The second ejector device includes a nozzle that injects an air-fuel mixture supplied from the upstream side of the normal cylinder intake branch pipe to the downstream side, and a downstream of the normal cylinder intake pipe that receives the air-fuel mixture injected from the nozzle. A diffuser that supplies the air to the side, a suction port that sucks in combustion air supplied from a combustion air supply pipe between the nozzle and the diffuser, and combustion air that flows through the combustion air supply pipe A combustion air flow rate control valve for controlling the flow rate,
The excess air ratio control means controls the fuel supply unit and sets the excess air ratio of the air-fuel mixture in the reforming cylinder to be smaller than 1.

According to the above characteristic configuration, the second ejector device adjusts the flow rate of the combustion air that flows through the combustion air supply pipe connected to the suction port in addition to the nozzle, the diffuser, and the suction port. With a relatively simple configuration that includes a control valve and controls the opening degree of the combustion air flow rate control valve, the excess air ratio of the air-fuel mixture introduced to the normal cylinder is set to, for example, 1 or more, and the thermal efficiency in the normal cylinder is increased. be able to.
On the other hand, the excess air ratio control means controls the fuel supply section that supplies fuel to the intake main pipe, and the excess air ratio of the mixture introduced to the reforming cylinder is changed to the excess air ratio of the mixture introduced to the normal cylinder. It can be adjusted separately from the rate. Thereby, the content of the combustion promoting gas contained in the reformed gas generated in the reforming cylinder can be controlled.
As a result, the supply amount of the combustion promoting gas supplied to the normal cylinder can also be controlled. Thereby, for example, when misfire or the like occurs in the normal cylinder, the flame propagation speed in the combustion chamber of the normal cylinder is increased by increasing the supply amount of the combustion promoting gas, thereby stabilizing the combustion. When knocking occurs in the normal cylinder, the occurrence of knocking can be suppressed by increasing or decreasing the supply amount of the combustion promoting gas.

An engine system for achieving the above object is as follows:
At least one reforming cylinder having at least one reforming cylinder that reforms at least a part of an air-fuel mixture including fuel and combustion air into a reformed gas including a combustion-promoting gas having a combustion speed faster than that of the fuel. An engine system having a quality engine,
An external output engine having an external output cylinder for burning an air-fuel mixture including fuel and combustion air;
The reformed gas reformed in the reforming cylinder is configured to guide at least the external output cylinder,
A turbocharger having a compressor that compresses the air-fuel mixture in a normal cylinder that is a cylinder of the reforming engine other than the reforming cylinder and an intake main pipe through which the air-fuel mixture led to the reforming cylinder flows;
A fuel supply section for supplying fuel to the upstream side of the compressor in the intake main pipe;
A first ejector device for supplying fuel to a reforming cylinder intake branch pipe through which an air-fuel mixture branched from the intake main pipe and led to the reforming cylinder; and branched from the intake main pipe and led to the normal cylinder An ejector mechanism comprising any one of a second ejector device for supplying combustion air to a normal cylinder intake branch pipe through which an air-fuel mixture flows;
By operating the ejector mechanism and the fuel supply unit, the excess air ratio of the air-fuel mixture in the reforming cylinder is set to be smaller than 1, and the excess air ratio of the air-fuel mixture in the normal cylinder is set in the reforming cylinder. The excess air ratio control means is set to be higher than the excess air ratio of the air-fuel mixture.

In other words, the engine system of the present invention includes a configuration including an external output engine for external output in addition to the reforming engine for generating the reformed gas.
Even in an engine system including a reforming engine and an external output engine, the excess air ratio of the air-fuel mixture in the reforming cylinder is set to be smaller than 1 by using the ejector mechanism and the fuel supply unit described so far. In addition, the excess air ratio control in which the excess air ratio of the air-fuel mixture in the normal cylinder is set higher than the excess air ratio of the air-fuel mixture in the reforming cylinder can be executed satisfactorily.

That is, an engine system including a reforming engine and an external output engine
The second ejector device injects the air-fuel mixture supplied from the upstream side of the normal cylinder intake branch pipe to the downstream side, and receives the air-fuel mixture injected from the nozzle downstream of the normal cylinder intake pipe. A diffuser that supplies the air to the side, a suction port that sucks in combustion air supplied from a combustion air supply pipe between the nozzle and the diffuser, and combustion air that flows through the combustion air supply pipe A combustion air flow rate control valve for controlling the flow rate,
The excess air ratio control means controls the fuel supply unit and further sets the excess air ratio of the air-fuel mixture in the reforming cylinder to be smaller than 1.

An engine system including a reforming engine and an external output engine
The ejector mechanism is further characterized in that it is composed of only the first ejector device.

An engine system including a reforming engine and an external output engine
The first ejector device injects an air-fuel mixture supplied from the upstream side of the reforming cylinder intake branch pipe to the downstream side, and receives the air-fuel mixture injected from the nozzle, and the reforming cylinder intake branch pipe A diffuser that supplies the fuel to the downstream side of the fuel, a suction port that sucks fuel supplied from the fuel supply pipe between the nozzle and the diffuser, and a fuel flow rate that adjusts the flow rate of the fuel flowing through the fuel supply pipe A control valve,
The excess air ratio control means controls the opening degree of the fuel flow rate control valve, and further sets the excess air ratio of the air-fuel mixture in the reforming cylinder to be smaller than 1.

The figure which shows schematic structure of the engine system which concerns on 1st Embodiment. The figure which shows schematic structure of the engine system which concerns on 2nd Embodiment. The figure which shows schematic structure of the engine system which concerns on 3rd Embodiment. The figure which shows schematic structure of the engine system which concerns on another embodiment. The figure which shows schematic structure of the engine system which concerns on another embodiment.

  As shown in FIG. 1, the engine system 100 according to the embodiment includes normal cylinders 40a, 40b, and 40c that burn an air-fuel mixture M containing fuel F such as city gas 13A and combustion air A in the engine body 40. A reforming cylinder 40d for incompletely combusting at least part of the air-fuel mixture M to reform the reformed gas K containing a combustion-promoting gas having a combustion speed faster than that of the fuel F. The present invention relates to an engine system that guides the reformed reformed gas K to the normal cylinders 40a, 40b, and 40c. Further, in the configuration including the supercharger, the normal configuration is applied to the reformed cylinder 40d while maintaining a simple configuration. The present invention relates to an engine system capable of supplying an air-fuel mixture M having a lower excess air ratio than cylinders 40a, 40b, and 40c.

[First Embodiment]
Hereinafter, based on FIG. 1, the engine system 100 which concerns on 1st Embodiment is demonstrated.
The engine system 100 of the first embodiment is configured as a turbocharged engine, and includes at least one or more (three in the embodiment) normal cylinders 40a, 40b, and 40c, and at least one (the implementation). In this embodiment, one reforming cylinder 40d is provided. Furthermore, the engine control unit is configured by a hardware group and a software group for inputting a measurement result of a sensor or the like for detecting the operating state of the engine and controlling the operation of the turbocharged engine based on the input signal. (Hereinafter referred to as the control device 50).

Although this type of engine system 100 is not shown in detail, a new intake air is drawn from the intake main pipe 20 into the combustion chambers (not shown) of the normal cylinders 40a, 40b, and 40c via an intake valve (not shown). Combustion and expansion are performed by spark ignition with a spark plug in a state compressed by the piston rising, and the piston is pushed down to output rotational power from a rotating shaft (not shown) and exhaust gas generated by combustion E is pushed out from the combustion chambers of the normal cylinders 40a, 40b, and 40c to an exhaust passage 27 (an example of an exhaust main pipe) through an exhaust valve (not shown) and discharged to the outside.
Although details will be described later, the fresh air supplied from the intake main pipe 20 is also supplied to the reforming cylinder 40d, and the reforming cylinder 40d also pushes down the piston to output rotational power from the rotating shaft. However, the reformed gas K generated as exhaust gas in the reforming cylinder 40d is not exhausted to the outside, but all of it is returned to the intake main pipe 20 via the reformed gas passage 28, It will be guided to the cylinders 40a, 40b, 40c and the reforming cylinder 40d.

The intake main pipe 20 includes an air cleaner 21 for purifying the combustion air A, a Venturi mixer 14 for mixing the fuel F with the combustion air A at an appropriate ratio (air-fuel ratio), and mixing mixed by the mixer 14. A compressor 31 as a supercharger 30 that compresses the gas M, an intercooler 22 that cools the air-fuel mixture M that has been heated by the pressure increase of the compressor 31, and the normal cylinders 40a, 40b, 40c and the reforming cylinder 40d by adjusting the opening degree. A throttle valve 23 capable of adjusting the intake amount of the air-fuel mixture M is provided in the order described from the upstream side.
That is, in the intake main pipe 20, the air-fuel mixture M generated by mixing the fuel F and the combustion air A by the mixer 14 is compressed by the compressor 31 as the supercharger 30, and then is supplied to the intercooler 22. Then, it is adjusted to a predetermined flow rate through the throttle valve 23 and introduced into the combustion chambers of the normal cylinders 40a, 40b, 40c and the reforming cylinder 40d.

  In the first fuel supply path 11 that guides the fuel F to the mixer 14, the pressure difference between the combustion air A in the intake main pipe 20 upstream of the mixer 14 and the pressure of the fuel F in the first fuel supply path 11 is kept constant. A first fuel flow rate control valve 13 for adjusting the supply amount of fuel F supplied to the combustion chambers of the normal cylinders 40a, 40b, 40c and the reforming cylinder 40d via the differential pressure regulator 12 and the mixer 14 is provided. That is, the first fuel supply path 11, the differential pressure regulator 12, the mixer 14, and the first fuel flow control valve 13 function as a fuel supply unit.

  The supercharger 30 supplies the exhaust gas E discharged from the normal cylinders 40a, 40b, and 40c to the turbine 32 provided in the exhaust passage 27 connected to the normal cylinders 40a, 40b, and 40c, and is connected to the turbine 32. The turbocharger 30 is configured to compress the air-fuel mixture M sucked into the combustion chambers of the normal cylinders 40a, 40b, 40c and the reforming cylinder 40d by the compressor 31 provided in the intake main pipe 20 in a state. . That is, the supercharger 30 rotates the turbine 32 by the kinetic energy of the exhaust gas E flowing through the exhaust passage 27, and the air-fuel mixture M as new air flowing through the intake main pipe 20 by the rotational force of the turbine 32. Is compressed and supplied to the combustion chambers of the normal cylinders 40a, 40b, 40c and the reforming cylinder 40d, so-called supercharging.

The rotation shaft (not shown) of the engine body 40 is provided with a rotation speed sensor (not shown) that measures the rotation speed of the rotation shaft (not shown). In order to maintain the engine rotational speed measured by the sensor at the target rotational speed, the opening degree of the throttle valve 23 is controlled based on the measurement result of the rotational speed sensor.
Further, a torque measuring sensor (not shown) for measuring the torque of the rotating shaft is provided on the rotating shaft (not shown) of the engine body 40, and the control device 50 is, for example, a rotational speed sensor. The opening degree of the first fuel flow control valve 13 and the throttle valve 23 is controlled so that the engine output calculated based on the measured engine speed and the torque measured by the torque measurement sensor becomes the target output. To do.

The intake main pipe 20 is connected to a plurality of normal cylinder intake branch pipes 20a, 20b, and 20c that guide the air-fuel mixture M to the normal cylinders 40a, 40b, and 40c on the downstream side of the throttle valve 23. It is connected to the reforming cylinder intake branch pipe 20d that guides the air-fuel mixture M to 40d.
The reforming cylinder 40d incompletely burns fresh air in its own combustion chamber to generate a reformed gas K containing a combustion promoting gas such as hydrogen having a combustion speed faster than that of the fuel F (for example, methane). It is configured as follows. Here, when hydrogen is burned by mixing methane and air, it is known that there is a peak of the generation amount in the fuel rich region where the excess air ratio is less than 1 (“Combustion Basics and Applications”). (See Chapter 2 of Kyoritsu Publishing Co., Ltd.).

In a normal engine, from the viewpoint of increasing thermal efficiency, the excess air ratio of the air-fuel mixture M led to the normal cylinders 40a, 40b, 40c is a value larger than 1 (for example, about 1.0 to 1.6). Control unit so that the excess air ratio of the air-fuel mixture M mixed in the mixer 14 is larger than 1, even in the engine system 100 according to the first embodiment. 50 controls the opening degree of the first fuel flow control valve 13.
In such a state, when the excess air ratio of the mixture M guided to the reforming cylinder 40d is set to a value smaller than 1, it is necessary to additionally supply the fuel F to the reforming cylinder intake branch pipe 20d. In order to add the fuel F to the reforming cylinder intake branch pipe 20d through which the air-fuel mixture M having a pressure (for example, a pressure of about 50 to 200 kPa) flows, the pressure is increased to a supercharging pressure by a compressor (not shown). It is necessary to supply the spent fuel F.
However, since the engine system 100 of the present invention is a small-sized one applied to a home cogeneration system, a compressor cannot be provided.
Therefore, in the engine system 100 according to the first embodiment, the air-fuel mixture M supplied from the upstream side is injected into the reforming cylinder intake branch pipe 20d, and the nozzle 24a is injected from the nozzle 24a. The flow rate of the fuel F flowing through the fuel supply pipe 29, the diffuser 24b for receiving the air-fuel mixture, the suction port 24c for sucking the fuel F supplied from the fuel supply pipe 29 between the nozzle 24a and the diffuser 24b A first ejector device 24 (an example of an ejector mechanism) having a second fuel flow rate control valve 25 (an example of a fuel flow rate control valve) is provided.
By providing the first ejector device 24, the fuel F is drawn from the fuel supply pipe 29 into the reforming cylinder intake branch pipe 20d while maintaining a simple configuration without providing a compressor or the like. The excess air ratio of the air-fuel mixture M guided to the cylinder 40d can be set to a value smaller than 1.

That is, the control device 50 controls both the valve opening of the first fuel flow control valve 13 and the valve opening of the second fuel flow control valve 25, and the air of the air-fuel mixture M in the reforming cylinder 40d. An excess air ratio control means for setting the excess ratio to be smaller than 1 and setting the excess air ratio of the mixture M in the normal cylinders 40a, 40b, and 40c to be higher than the excess air ratio of the mixture M in the reforming cylinder 40d. Function as.
In the engine system 100 according to the first embodiment, the control device 50 controls the opening degree of the second fuel flow rate control valve 25 so that the air of the air-fuel mixture M introduced to the reforming cylinder 40d. Control the excess rate.

  Further, the reforming cylinder 40d is connected to a reforming gas passage 28 through which the reformed gas K reformed in the reforming cylinder 40d flows, and downstream of the reforming gas passage 28. The end is connected to the downstream side of the throttle valve 23 of the intake main pipe 20. That is, in the present embodiment, the reformed gas K is configured such that all of the reformed gas K is led to the normal cylinders 40a, 40b, 40c and the reforming cylinder 40d.

[Second Embodiment]
In the engine system 100 according to the second embodiment, as shown in FIG. 2, with respect to the engine system 100 according to the first embodiment, the location of the ejector mechanism and the gas supplied by the ejector mechanism are different. The accompanying control is different. Therefore, in the following, a configuration different from the first embodiment will be mainly described, and the description of other configurations may be omitted.

In the engine system 100 according to the second embodiment, the reforming cylinder intake branch pipe 20d does not include the first ejector device referred to in the first embodiment, and the normal cylinder intake branch pipes 20a, 20b, 20c. 2 is provided with a second ejector device 24 (an example of an ejector mechanism).
Specifically, in the second embodiment, the intake branch pipe is connected to the normal cylinder intake branch pipe 20a, the normal cylinder intake branch pipe 20b, and the normal cylinder intake branch pipe 20c, and upstream of them, and the normal cylinders 40a, 40b, It consists of an upstream side normal cylinder intake branch pipe 33 through which all of the air-fuel mixture M guided to 40c flows.
In the engine system 100 according to the second embodiment, the second ejector device 24 is provided in the upstream normal cylinder intake branch pipe 33.
That is, the second ejector device 24 receives the air-fuel mixture M supplied from the upstream side of the upstream side normal cylinder intake branch pipe 33 to the downstream side and the air-fuel mixture M injected from the nozzle 24a. A diffuser 24b that supplies the downstream side of the upstream side normal cylinder intake branch pipe 33 and a suction port 24c that sucks the combustion air A supplied from the combustion air supply pipe 29 between the nozzle 24a and the diffuser 24b; And a combustion air flow rate control valve 25 for controlling the flow rate of the combustion air A flowing through the combustion air supply pipe 29.

In this configuration, the control device 50 (an example of the excess air ratio control means) uses the first fuel flow control valve so that the excess air ratio of the air-fuel mixture M guided to the reforming cylinder 40d is smaller than 1. The opening degree of 13 is controlled.
In addition to this, for example, the control device 50 increases the excess air ratio of the air-fuel mixture M guided to the normal cylinders 40a, 40b, and 40c to be greater than 1 in order to maintain high thermal efficiency in the normal cylinders 40a, 40b, and 40c. The opening degree of the combustion air flow rate control valve 25 is controlled so as to be a value.

[Third Embodiment]
In the engine system 100 according to the first embodiment, in a single multi-cylinder engine, a configuration example in which the reformed gas K reformed in the reforming cylinder 40d is guided to the normal cylinders 40a, 40b, and 40c. Indicated.
In the engine system 200 according to the third embodiment, as shown in FIG. 3, in addition to the reforming engine 200a for reforming the air-fuel mixture M in the reforming cylinder 40d to generate the reformed gas K, An external output engine 200b through which the reformed gas K generated by the reforming engine 200a is guided is configured. Note that the engine system 200 receives measurement results of sensors and the like that detect the operating states of the reforming engine 200a and the external output engine 200b, and hardware that controls the operation of the external output engine 200b based on the input signal. An engine control unit (hereinafter, referred to as a control device 50) including a group and a software group is provided.

The reforming engine 200a in the engine system 200 according to the third embodiment does not include the operating state detection unit 41 in the engine system 100 according to the first embodiment, and does not execute control for determining the operating state, the reforming cylinder 40d. Except that the reformed gas K generated in step 1 is not returned to the intake main pipe 20 of the reforming engine 200a, it has substantially the same configuration as the engine system 100 according to the first embodiment described above. , Execute the same control.
Hereinafter, description will be made with emphasis on the configuration and control different from the engine system 100 according to the first embodiment, and detailed description of the same configuration and control may be omitted.

  As shown in FIG. 3, the external output engine 200b has an intake valve (not shown) from an intake main pipe 70 to a combustion chamber (not shown) of a plurality of cylinders 80a, 80b, 80c, 80d (an example of an external output cylinder). ) Is compressed by the rise of the piston, and is ignited by a spark plug and burned / expanded to push down the piston and output rotational power from a rotating shaft (not shown). At the same time, the exhaust gas E generated by the combustion is pushed out from the combustion chambers of the plurality of cylinders 80a, 80b, 80c, and 80d to the exhaust passage via an exhaust valve (not shown) and discharged to the outside.

The intake main pipe 70 includes an air cleaner 71 for purifying the combustion air A, a venturi mixer 64 for mixing the fuel F with the combustion air A at an appropriate ratio (air-fuel ratio), a plurality of cylinders 80a by adjusting the opening degree, A throttle valve 73 capable of adjusting the intake amount of the air-fuel mixture M to 80b, 80c, and 80d is provided in the order described from the upstream side.
That is, in the intake main pipe 70, the air-fuel mixture M generated by mixing the fuel F and the combustion air A by the mixer 64 is adjusted to a predetermined flow rate via the throttle valve 73, and a plurality of cylinders 80a, It is introduced into the combustion chambers 80b, 80c and 80d.

  In the second fuel supply path 61 that guides the fuel F to the mixer 64, the difference between the pressure of the combustion air A in the intake main pipe 70 upstream of the mixer 64 and the pressure of the fuel F in the second fuel supply path 61 is kept constant. A third fuel flow rate control valve 63 that adjusts the supply amount of fuel F supplied to the combustion chambers of the plurality of cylinders 80a, 80b, 80c, 80d via the differential pressure regulator 62 and the mixer 64 is provided.

The rotation shaft (not shown) of the engine body 80 of the external output engine 200b is provided with a rotation speed sensor (not shown) that measures the rotation speed of the rotation shaft. In order to maintain the engine rotational speed measured by the sensor at the target rotational speed, the opening degree of the throttle valve 73 is controlled based on the measurement result of the rotational speed sensor.
Furthermore, a torque measuring sensor (not shown) that measures the torque of the rotating shaft is provided on the rotating shaft of the engine main body 80, and the control device 50 detects, for example, engine rotation measured by a rotation speed sensor. The opening degree of the third fuel flow control valve 63 and the throttle valve 73 is controlled so that the engine output calculated based on the number and the torque measured by the torque measurement sensor becomes the target output.

The intake main pipe 70 is connected to a plurality of intake branch pipes 70a, 70b, 70c, and 70d that guide the air-fuel mixture M to the plurality of cylinders 80a, 80b, 80c, and 80d on the downstream side of the throttle valve 73.
In the intake main pipe 70, the reformed gas K generated in the reforming cylinder 40d of the reforming engine 200a passes through the intake valve 70a, 70b, 70c, and 70d upstream of the plurality of intake branch pipes 70a, 70b, 70c, and 70d. A reformed gas flow passage 28 is connected in communication. With this configuration, the reformed gas K flows through the intake branch pipes 70a, 70b, 70c, and 70d described above almost uniformly.
In the engine system 200 configured as described above, in the reforming engine 200a, the excess air ratio control means described in the first embodiment operates the first ejector device 24 and the fuel supply unit in the first embodiment. By executing the same control as the above, it is possible to improve abnormal combustion or instability of combustion that occurs for each operating state of the external output engine 200b.

[Another embodiment]
(1) In the first and second embodiments, three normal cylinders 40a, 40b, and 40c are used, and the number of reforming cylinders 40d is one. However, the number of normal cylinders may be any number as long as it is one or more, and the function of the present invention can be satisfactorily exhibited regardless of the number of reforming cylinders as long as it is one or more. .
Similarly, in the third embodiment, the number of normal cylinders may be any number as long as it is one or more, and the number of reforming cylinders may be any number as long as it is one or more. The function of the present invention can be exhibited well.
However, in the engine system 200 according to the third embodiment, since the reforming engine 200a is an engine for generating the reformed gas K, it is preferable that the number of reforming cylinders is large. The reforming engine 200a may be configured to take out its shaft output and use it for power generation or the like.

(2) In the above embodiment, the reformed gas flow passage 28 connected to the exhaust port of the reforming cylinder 40d has a configuration connected to the intake main pipe 20, and the reformed gas K is supplied to the normal cylinder 40a. , 40b, 40c and the reforming cylinder 40d are shown as examples.
However, for example, the reformed gas passage 28 is connected to the exhaust port of the reforming cylinder 40d and the normal cylinder intake branch pipes 20a, 20b, and 20c that supply fresh air only to the normal cylinders 40a, 40b, and 40c. You may employ | adopt the structure made.
Thus, the reformed gas K can be guided only to the normal cylinders 40a, 40b, and 40c without being guided to the reforming cylinder 40d, and further improvement in thermal efficiency can be expected.

(3) In the second embodiment, the second ejector device 24 may employ a configuration provided in each of the normal cylinder intake branch pipes 20a, 20b, and 20c.

(4) In the above-described embodiment, an example in which the turbocharger 30 is provided as the turbocharger 30 is shown, but a supercharger type may be used.
When the description is added by taking the first embodiment as an example, a compressor 90 is provided in the intake main pipe 20 as shown in FIG. 4 instead of the supercharger 30 shown in FIG. May be employed, and a power transmission unit 91 that drives the compressor 90 may be employed.

(5) In the above-described embodiment, an example of so-called single-stage supercharging including a single compressor 31 and a single turbine 32 as the supercharger 30 has been described. It does not matter.
When the description is added by taking the first embodiment as an example, the second turbine 32b, the second turbine 32b, the second turbine 32b in the flow direction of the exhaust gas E in the exhaust passage 27 as shown in FIG. 5 instead of the supercharger 30 shown in FIG. The first turbine 32a is provided in the order described, and the first compressor 31a connected to the first turbine 32a and the second compressor 31b connected to the second turbine 32b are connected to the intake main pipe 20 in the flow direction of the air-fuel mixture M. You may employ | adopt the structure provided with these in order of description.

(6) In the third embodiment, a configuration example including a single reforming engine 200a and a single external output engine 200b has been described. However, a configuration including a plurality of reforming engines 200a or an external output engine 200b is provided. It is also possible to adopt a configuration comprising a plurality of

(7) Although the control device 50 is shown as a single control device in the third embodiment, a control device for the reforming engine 200a and a control device for the external output engine 200b are provided separately. Is also possible.

(8) In the third embodiment, the external output engine 200b is configured as a multi-cylinder engine, but may be a single cylinder.

(8) In the third embodiment, the configuration example in which the reformed gas flow path 28 is connected to the intake main pipe 70 has been described. However, the reformed gas passage 28 is connected to at least one of the intake branch pipes 70a, 70b, 70c, 70d, that is, at least one of the plurality of cylinders 80a, 80b, 80c, 80d. A configuration in which the reformed gas K is guided may be adopted.

(9) Like the engine system 200 shown in the third embodiment, the engine system 100 shown in the second embodiment is a reforming engine, and an external output engine for external output is provided separately from the reforming engine. A configuration may be adopted.

(10) In the first and second embodiments, the configuration example in which the torque of the rotation shaft of the engine is directly measured is shown. However, instead of the configuration, for example, the rotation shaft can be determined from the throttle opening or boost pressure. You may employ | adopt the structure provided with the torque estimation means which estimates this torque.

(11) In the above embodiment, the fuel F is the city gas 13A. However, from the essential meaning of the present invention, the fuel F is not limited to the gas fuel but may be a liquid fuel such as gasoline.

  The configuration disclosed in the above embodiment (including another embodiment, the same shall apply hereinafter) can be applied in combination with the configuration disclosed in the other embodiment, as long as no contradiction occurs. The embodiment disclosed in this specification is an exemplification, and the embodiment of the present invention is not limited to this. The embodiment can be appropriately modified without departing from the object of the present invention.

  The engine system of the present invention includes at least one normal cylinder and at least one reforming cylinder that generates reformed gas to be supplied to the normal cylinder, and maintains a simple configuration in a configuration including a supercharger. However, the present invention can be effectively used as an engine system that can supply an air-fuel mixture having a lower excess air ratio than the normal cylinder to the reforming cylinder.

11: first fuel supply path 12: differential pressure regulator 13: first fuel flow rate control valve 14: mixers 20a, 20b, 20c: normal cylinder intake branch 20d: reforming cylinder intake branch 24: first ejector device, first 2 Ejector device 24a: Nozzle 24b: Diffuser 24c: Suction port 25: Combustion air flow rate control valve, second fuel flow rate control valve 27: Exhaust passage 29: Combustion air supply tube, fuel supply tube 30: Supercharger 31: Compressor 32: turbines 40a, 40b, 40c: normal cylinder 40d: reforming cylinder 50: control devices 80a, 80b, 80c, 80d: external output cylinder 100: engine system 200: engine system 200a: reforming engine 200b: external output engine A: Combustion air E: Exhaust gas F: Fuel K: Reformed gas M: Air-fuel mixture

Claims (5)

A reformed gas comprising at least one normal cylinder for burning an air-fuel mixture including fuel and combustion air, and including a combustion promoting gas having a combustion speed higher than that of fuel by incompletely combusting at least a part of the air-fuel mixture In an engine system that includes at least one reforming cylinder that reforms into the reforming cylinder and guides the reformed gas reformed in the reforming cylinder to at least the normal cylinder.
A supercharger having a compressor for compressing the air-fuel mixture in the intake main pipe through which the air-fuel mixture led to the normal cylinder and the reforming cylinder flows;
A fuel supply section for supplying fuel to the upstream side of the compressor in the intake main pipe;
A first ejector device for supplying fuel to a reforming cylinder intake branch pipe through which an air-fuel mixture branched from the intake main pipe and led to the reforming cylinder; and branched from the intake main pipe and led to the normal cylinder An ejector mechanism comprising any one of a second ejector device for supplying combustion air to a normal cylinder intake branch pipe through which an air-fuel mixture flows;
By operating the ejector mechanism and the fuel supply unit, the excess air ratio of the air-fuel mixture in the reforming cylinder is set to be smaller than 1, and the excess air ratio of the air-fuel mixture in the normal cylinder is set in the reforming cylinder. An engine system comprising an excess air ratio control means for setting the excess air ratio of the air-fuel mixture to be higher. At least one reforming cylinder having at least one reforming cylinder that reforms at least a part of an air-fuel mixture including fuel and combustion air into a reformed gas including a combustion-promoting gas having a combustion speed faster than that of the fuel. In an engine system having a quality engine,
An external output engine having an external output cylinder for burning an air-fuel mixture including fuel and combustion air;
The reformed gas reformed in the reforming cylinder is configured to guide at least the external output cylinder,
A turbocharger having a compressor that compresses the air-fuel mixture in a normal cylinder that is a cylinder of the reforming engine other than the reforming cylinder and an intake main pipe through which the air-fuel mixture led to the reforming cylinder flows;
A fuel supply section for supplying fuel to the upstream side of the compressor in the intake main pipe;
A first ejector device for supplying fuel to a reforming cylinder intake branch pipe through which an air-fuel mixture branched from the intake main pipe and led to the reforming cylinder; and branched from the intake main pipe and led to the normal cylinder An ejector mechanism comprising any one of a second ejector device for supplying combustion air to a normal cylinder intake branch pipe through which an air-fuel mixture flows;
By operating the ejector mechanism and the fuel supply unit, the excess air ratio of the air-fuel mixture in the reforming cylinder is set to be smaller than 1, and the excess air ratio of the air-fuel mixture in the normal cylinder is set in the reforming cylinder. An engine system comprising an excess air ratio control means for setting the excess air ratio of the air-fuel mixture to be higher. The second ejector device includes a nozzle that injects an air-fuel mixture supplied from the upstream side of the normal cylinder intake branch pipe to the downstream side, and a downstream of the normal cylinder intake pipe that receives the air-fuel mixture injected from the nozzle. A diffuser that supplies the air to the side, a suction port that sucks in combustion air supplied from a combustion air supply pipe between the nozzle and the diffuser, and combustion air that flows through the combustion air supply pipe A combustion air flow rate control valve for controlling the flow rate,
The engine system according to claim 1 or 2, wherein the excess air ratio control means controls the fuel supply unit to set an excess air ratio of the air-fuel mixture in the reforming cylinder to be smaller than 1.   The engine system according to any one of claims 1 and 2, wherein the ejector mechanism includes only the first ejector device. The first ejector device includes a nozzle for injecting an air-fuel mixture supplied from an upstream side of the reforming cylinder intake branch pipe to the downstream side, and an air-fuel mixture injected from the nozzle to receive the reformed cylinder intake branch pipe A diffuser that supplies the fuel to the downstream side of the fuel, a suction port that sucks fuel supplied from the fuel supply pipe between the nozzle and the diffuser, and a fuel flow rate that adjusts the flow rate of the fuel flowing through the fuel supply pipe A control valve,
The engine system according to claim 4, wherein the excess air ratio control means controls the opening degree of the fuel flow rate control valve, and sets the excess air ratio of the air-fuel mixture in the reforming cylinder to be smaller than 1.

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