JP2023087161A - Operating method for engine - Google Patents
Operating method for engine Download PDFInfo
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- JP2023087161A JP2023087161A JP2021201386A JP2021201386A JP2023087161A JP 2023087161 A JP2023087161 A JP 2023087161A JP 2021201386 A JP2021201386 A JP 2021201386A JP 2021201386 A JP2021201386 A JP 2021201386A JP 2023087161 A JP2023087161 A JP 2023087161A
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- 238000011017 operating method Methods 0.000 title abstract description 5
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 claims abstract description 74
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 35
- 239000001257 hydrogen Substances 0.000 claims description 18
- 229910052739 hydrogen Inorganic materials 0.000 claims description 18
- 239000000446 fuel Substances 0.000 claims description 12
- 238000004880 explosion Methods 0.000 claims description 6
- 238000000034 method Methods 0.000 claims description 6
- 230000001105 regulatory effect Effects 0.000 claims 1
- 238000002485 combustion reaction Methods 0.000 abstract description 15
- 239000002737 fuel gas Substances 0.000 abstract description 6
- 238000002156 mixing Methods 0.000 abstract description 3
- 230000001737 promoting effect Effects 0.000 abstract 1
- 229910021529 ammonia Inorganic materials 0.000 description 26
- 239000007789 gas Substances 0.000 description 21
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 5
- 239000003949 liquefied natural gas Substances 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 239000005431 greenhouse gas Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 229910052757 nitrogen Inorganic materials 0.000 description 2
- WTHDKMILWLGDKL-UHFFFAOYSA-N urea;hydrate Chemical compound O.NC(N)=O WTHDKMILWLGDKL-UHFFFAOYSA-N 0.000 description 2
- 239000000956 alloy Substances 0.000 description 1
- 229910045601 alloy Inorganic materials 0.000 description 1
- 238000006555 catalytic reaction Methods 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 229910001873 dinitrogen Inorganic materials 0.000 description 1
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 150000002431 hydrogen Chemical class 0.000 description 1
- 239000002973 irritant agent Substances 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 230000002000 scavenging effect Effects 0.000 description 1
- 238000003756 stirring Methods 0.000 description 1
- 239000002341 toxic gas Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
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Classifications
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- 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
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
-
- 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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
- F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
-
- 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
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
-
- 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)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
本発明は、アンモニアを燃料とするエンジンの運転方法に関する。 The present invention relates to a method of operating an engine using ammonia as fuel.
ＩＭＯ（国際海事機関）は、２０５０年のＣＯ２総排出量を２００８年比で半減させる目標を掲げている。
これに呼応し、燃料を重油から液化天然ガス（ＬＮＧ）に切り替えた船舶が使用され始めている。しかしながら、液化天然ガス（ＬＮＧ）を使用してもＣＯ２の排出量は重油と比べて２５％程度しか削減できない。
そこで、燃焼してもＣＯ２を発生しないアンモニア（ＮＨ３）を用いる提案がいくつかなされている。
The IMO (International Maritime Organization) has set a goal of halving total CO2 emissions in 2050 compared to 2008 levels.
In response to this, ships that switch fuel from heavy oil to liquefied natural gas (LNG) are beginning to be used. However, even if liquefied natural gas (LNG) is used, CO 2 emissions can only be reduced by about 25% compared to heavy oil.
Therefore, several proposals have been made to use ammonia (NH 3 ), which does not generate CO 2 even when burned.
特許文献１には、エンジンの燃焼室を主燃焼室と副燃焼室に分け、アンモニアを分解して得られた窒素ガスと水素ガスを、分解ガスに含まれる水素の当量比が所定の下限値以上となるように調節した後に副燃焼室に供給し、燃料過剰条件下で点火して燃焼させ、未燃水素の混じる過濃燃焼ガスを噴出孔から噴流トーチ火炎として主燃焼室に噴出させ、噴流トーチ火炎による未燃水素の燃焼により主燃焼室に供給されたアンモニアと空気の予混合気体に点火して燃焼させる内容が開示されている。 In Patent Document 1, the combustion chamber of an engine is divided into a main combustion chamber and a sub-combustion chamber, and nitrogen gas and hydrogen gas obtained by decomposing ammonia are mixed with each other so that the equivalence ratio of hydrogen contained in the cracked gas is a predetermined lower limit. After adjusting to the above, it is supplied to the sub-combustion chamber, ignited and burned under fuel excess conditions, and the over-concentrated combustion gas mixed with unburned hydrogen is ejected from the ejection port as a jet torch flame into the main combustion chamber, It discloses that a premixed gas of ammonia and air supplied to a main combustion chamber is ignited and burned by burning unburned hydrogen with a jet torch flame.
特許文献２には、船舶からの温室効果ガス排出規制に対応できるようにするため、燃焼反応時に窒素と水だけ生成されるアンモニアを燃料として用いるための、アンモニア貯蔵タンクから液体状態のアンモニアをメインエンジンに、気体状態のアンモニアをサブエンジンへ供給する回路が開示されている。
In
特許文献３には、排気再循（ＥＧＲ）装置として、ＥＧＲガスをアンモニア噴出部から噴出する液状アンモニアの気化熱により冷却した後、吸気路内の吸気へと環流し、コンプレッサにより加圧して燃焼室に掃気として供給する内容が記載されている。 In Patent Document 3, as an exhaust gas recirculation (EGR) device, EGR gas is cooled by the heat of vaporization of liquid ammonia ejected from an ammonia ejection portion, then circulated to the intake air in the intake passage, and compressed by a compressor for combustion. The content to be supplied to the chamber as scavenging air is described.
非特許文献１には、船舶用ＳＣＲシステムについての記載がなされている。具体的にはＩＭＯによるＮＯＸ排出規制が２０１６年には８０％削減になること、また、ＳＣＲシステムの説明として、触媒の上流側に尿素水を吹き込み、この尿素水を排ガスの熱でアンモニアに分解し、更に触媒反応によってＮＯＸとアンモニアは無害な窒素と水に変換されるが、触媒で反応しきれないアンモニアや余剰アンモニア（アンモニアスリップ）は大気に放出することが記載されている。 Non-Patent Document 1 describes a marine SCR system. Specifically, the IMO NO X emission regulation will be reduced by 80% in 2016, and as an explanation of the SCR system, urea water is blown into the upstream side of the catalyst, and this urea water is converted to ammonia with the heat of exhaust gas. It is described that NO X and ammonia are decomposed and further converted into harmless nitrogen and water by a catalytic reaction, but ammonia that cannot be completely reacted by the catalyst and surplus ammonia (ammonia slip) are released into the atmosphere.
特許文献１～３には、温室効果ガス排出規制に対応するためアンモニア燃料を用いることは提案しているが、燃焼時に必ず発生するアンモニアスリップ（未燃アンモニア）についての対処について記載されていない。 Patent Documents 1 to 3 propose the use of ammonia fuel in order to comply with greenhouse gas emission regulations, but do not describe how to deal with ammonia slip (unburned ammonia) that always occurs during combustion.
一方、非特許文献１ではアンモニアスリップが発生することは認めた上で、大気に放出するとしている。アンモニアは極めて刺激性の強い毒性ガスであり、そのまま大気に放出するのはエネルギー効率のみならず環境衛生上も好ましくない。 On the other hand, Non-Patent Document 1 acknowledges that ammonia slip occurs and states that it is discharged into the atmosphere. Ammonia is an extremely irritating and toxic gas, and it is undesirable not only in energy efficiency but also in terms of environmental hygiene to release it into the atmosphere as it is.
上記の課題を解決するため本発明に係るエンジンンの運転方法は、エンジンの回転数を一定範囲に収めるために設けたガバナーから制御装置にエンジンンの回転数に対応する信号を送り、この信号を受けた制御装置から燃料としてのアンモニアガス供給ラインに設けた調整バルブに対し、爆発限界以下の範囲で且つエンジンにかかる負荷に対応した量の水素ガスを供給する開度となる信号を送るようにした。 In order to solve the above problems, an engine operating method according to the present invention is to send a signal corresponding to the engine speed to a control device from a governor provided to keep the engine speed within a certain range. From the control device that received the signal, send a signal to the adjustment valve installed in the ammonia gas supply line as fuel, so that it will supply an amount of hydrogen gas within the range below the explosion limit and corresponding to the load applied to the engine. made it
前記水素ガスの供給源は、水素ボンベ、水素吸蔵合金ボンベ或いは水の電気分解装置など任意である。 The supply source of the hydrogen gas is arbitrary, such as a hydrogen cylinder, a hydrogen absorbing alloy cylinder, or a water electrolyzer.
本発明によれば、アンモニアガスエンジンの完全燃焼を助長し、排ガス中に含まれるアンモニアスリップを大幅に削減することができ、結果として温暖化対策に有効なエンジンンの運転方法を提供できる。 According to the present invention, complete combustion of an ammonia gas engine can be promoted, ammonia slip contained in exhaust gas can be greatly reduced, and as a result, an engine operating method effective against global warming can be provided.
エンジンの回転数を水素ガスの添加量に適用するには、ガバナーではなくエンジンの回転数を直接測定することも考えられる。しかしながら、ガバナーは、エンジンにかかる負荷に応じて供給するガス燃料の量をコントロールしてエンジンの回転数を一定範囲に収めるものであり、同じ回転数でもエンジンに供給されるガス燃料の量は同じではない。この意味で、ガバナーの代わりに、エンジン出力計を使用する事も可能である。 In order to apply the engine speed to the amount of hydrogen gas added, it is conceivable to directly measure the engine speed instead of the governor. However, the governor controls the amount of gas fuel supplied according to the load applied to the engine and keeps the engine speed within a certain range. isn't it. In this sense, it is also possible to use an engine power meter instead of the governor.
即ち、エンジンにかかる負荷が大きいときに同じ回転数を維持するには、より多くの燃料を供給する必要がある。そして、排気ガス中の未燃分の量は供給された燃料の量に比例するため、エンジンンの回転数を直接測定し、これに基づいて水素ガスの添加量を決めるのは、ガバナーからの信号に基づいて制御するよりも正確性に欠ける。
したがって、本願発明による運転方法は実際の運転に則した方法と言える。
That is, more fuel must be supplied to maintain the same rpm when the load on the engine is high. Since the amount of unburned gas in the exhaust gas is proportional to the amount of fuel supplied, directly measuring the engine speed and determining the amount of hydrogen gas to be added based on this is the governor's responsibility. Less accurate than signal based control.
Therefore, it can be said that the driving method according to the present invention is a method suitable for actual driving.
以下に本発明の実施の形態を添付図面に基づいて説明する。
ガスエンジン１と液体アンモニア貯蔵タンク２との間には、アンモニアガスを供給する供給ライン３が設けられている。
An embodiment of the present invention will be described below with reference to the accompanying drawings.
A supply line 3 for supplying ammonia gas is provided between the gas engine 1 and the liquid
ガスエンジン１にはガバナー４が付設され、このガバナー４によってエンジンの駆動軸にかかる負荷を検出し、エンジンの負荷に応じた信号が制御装置５に送られる。 A governor 4 is attached to the gas engine 1 . The governor 4 detects the load applied to the drive shaft of the engine and sends a signal corresponding to the engine load to the control device 5 .
制御装置５はエンジンの駆動軸にかかる負荷に応じた信号を供給ライン３に設けたバルブ６に送り、エンジン１に供給されるアンモニアガスの量を調整する。例えば、エンジンの駆動軸にかかる負荷が大きくなった場合には供給するアンモニアガスを多くしてエンジンの回転数を一定範囲に保つ。同様に、駆動軸にかかる負荷が小さくなった場合には供給するアンモニアガスを少なくする。
The control device 5 sends a signal corresponding to the load applied to the drive shaft of the engine to the
また、バルブ６よりも下流側の供給ライン３には水素ガス源７からの水素を燃料ガスに添加するためのバルブ８を設けている。このバルブ８にも前記制御装置５からの開度を調整する信号が送られる。
Further, a valve 8 for adding hydrogen from a hydrogen gas source 7 to the fuel gas is provided in the supply line 3 on the downstream side of the
前記バルブ８を介して燃料ガスに添加される水素ガスの量は、燃料ガスの容量に対して爆発限界値未満でエンジンにかかる負荷に対応した量とする。爆発限界値未満としたのは、本発明では水素ガスは燃料として機能するのではなく燃焼空間を攪拌する手段として機能するためである The amount of hydrogen gas added to the fuel gas through the valve 8 should be less than the explosion limit for the volume of the fuel gas and correspond to the load applied to the engine. The reason why the value is less than the explosion limit is that in the present invention, the hydrogen gas does not function as a fuel, but functions as a means of stirring the combustion space.
前記バルブ６を設ける箇所は供給ライン３に限らず、例えば、エンジンのシリンダの周囲に水素ガスの噴射弁を設け、この噴射弁に供給する水素の量を調整する位置にバルブを設けてもよい。
The position where the
以上において、ガスエンジンのシリンダ内に供給されたアンモニアガスは、着火装置により着火燃焼し体積を急激に膨張することでピストンを押し下げクランクを介して駆動軸を回転せしめる。 In the above, the ammonia gas supplied into the cylinder of the gas engine is ignited and combusted by the ignition device and rapidly expands in volume, thereby pushing down the piston and rotating the drive shaft via the crank.
この時、燃料ガスとともにシリンダ内に同時に供給された水素ガスは、アンモニアガスの着火とともに着火する。そして、水素ガスの火炎伝播速度（火炎面の相対移動速度）は他のガスと比べて極めて速いため、水素ガスの火炎面の移動によってシリンダ内で燃料ガスと空気との混合が助長され、燃料ガスの完全燃焼が促進される。 At this time, the hydrogen gas supplied into the cylinder together with the fuel gas ignites together with the ignition of the ammonia gas. Since the flame propagation speed of hydrogen gas (the relative movement speed of the flame surface) is extremely fast compared to other gases, the movement of the hydrogen gas flame surface promotes the mixing of the fuel gas and air in the cylinder, Complete combustion of gas is promoted.
図３及び図４は別実施例を示すものであり、この実施例では排ガス中のアンモニアスリップをセンサで検出し、検出した未燃アンモニア（アンモニアスリップ）の量に基づいて水素供給量を調整する。 3 and 4 show another embodiment. In this embodiment, ammonia slip in the exhaust gas is detected by a sensor, and the amount of hydrogen supply is adjusted based on the detected amount of unburned ammonia (ammonia slip). .
以下に、別実施例の内容を説明する。
この実施例では、必要最小限の水素量で、アンモニアガスエンジンにおける不完全燃焼を解決する自動制御方法を示す。水素の爆発限界は空気量に対する割合で決まる。即ち、単位時間にエンジンに取り込まれる空気量と同じ時間で投入される水素量の比が爆発限界値以下でアンモニアガスを完全燃焼させる最小の水素量となるよう自動制御するものである。
The contents of another embodiment will be described below.
This example demonstrates an automatic control method for solving incomplete combustion in an ammonia gas engine with the minimum amount of hydrogen required. The explosion limit of hydrogen is determined by the ratio to the air volume. In other words, the ratio of the amount of air taken into the engine per unit time and the amount of hydrogen introduced in the same time is automatically controlled so that the ratio is below the explosion limit and is the minimum amount of hydrogen for complete combustion of the ammonia gas.
このシステムの構成は、エンジンの排ガス中の未燃ガス（アンモニアスリップ）を測定する検出器と、この検出器の値に基づき効果のある最小水素量を求める制御器、および、制御器からの指令に基づき水素ガスをエンジンンに送る供給装置からなる。 This system consists of a detector that measures unburned gas (ammonia slip) in the exhaust gas of the engine, a controller that determines the effective minimum amount of hydrogen based on the value of this detector, and commands from the controller. It consists of a feeder that delivers hydrogen gas to the engine based on
制御の内容は、先ず。制御の開始にあたり、エンジンの運転条件に合わせ水素の投入量（Ｑｈ）を決め、供給装置を始動する。エンジンの運転条件が安定した状態で、排ガス中の燃料の未燃分の有無を確認し、未燃分が零であれば、水素投入量を一定量（ΔＱｈ）減ずる。その結果、未燃分（Ｑｍ）零が続けば、水素投入量低減を維持し、未燃分が発生したとき、その時の水素量（Ｑｈ）に未燃分量に比例する水素量（ＫＱｍ）を加えて供給する。この制御を、エンジン運転中、継続して行う。 The content of the control is first. At the start of control, the supply amount (Qh) of hydrogen is determined according to the operating conditions of the engine, and the supply device is started. When the operating conditions of the engine are stable, the presence or absence of unburned fuel in the exhaust gas is checked. As a result, if the unburned content (Qm) continues to be zero, the reduction in the amount of hydrogen input is maintained, and when the unburned content occurs, the amount of hydrogen (Qh) at that time is proportional to the amount of unburned content (KQm). supply in addition. This control is continued while the engine is running.
１…ガスエンジン、２…液体アンモニアタンク、３…アンモニア供給ライン、４…ガバナー、５…制御装置、６…バルブ、７…水素ガス源、８…バルブ。
DESCRIPTION OF SYMBOLS 1... Gas engine, 2... Liquid ammonia tank, 3... Ammonia supply line, 4... Governor, 5... Control device, 6... Valve, 7... Hydrogen gas source, 8... Valve.
図２及び図３は別実施例を示すものであり、この実施例では排ガス中のアンモニアスリップをセンサで検出し、検出した未燃アンモニア（アンモニアスリップ）の量に基づいて水素供給量を調整する。
2 and 3 show another embodiment. In this embodiment, ammonia slip in the exhaust gas is detected by a sensor, and the amount of hydrogen supply is adjusted based on the amount of detected unburned ammonia (ammonia slip). .
Claims (1)
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2021201386A JP7079890B1 (en) | 2021-12-13 | 2021-12-13 | How to run the engine |
| PCT/JP2022/043516 WO2023112637A1 (en) | 2021-12-13 | 2022-11-25 | Engine operation method |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60201063A (en) * | 1984-03-26 | 1985-10-11 | Yanmar Diesel Engine Co Ltd | Air-fuel ratio controlling device for gas engine |
| JPH02174600A (en) * | 1988-12-23 | 1990-07-05 | Isuzu Motors Ltd | Rotation stabilizer for generator engine |
| JPH11272901A (en) * | 1998-03-18 | 1999-10-08 | Yanmar Diesel Engine Co Ltd | Work vehicle |
| JP2009097421A (en) * | 2007-10-16 | 2009-05-07 | Toyota Central R&D Labs Inc | Engine system |
| JP2015135067A (en) * | 2014-01-16 | 2015-07-27 | 信哉 荒木 | Ammonia engine |
| JP2018021522A (en) * | 2016-08-04 | 2018-02-08 | 義広 謝花 | Combustion method of liquid fuel |
| JP2021161921A (en) * | 2020-03-31 | 2021-10-11 | 国立研究開発法人 海上・港湾・航空技術研究所 | Ammonia combustion method, ammonia combustion engine and vessel mounted therewith |
-
2021
- 2021-12-13 JP JP2021201386A patent/JP7079890B1/en active Active
-
2022
- 2022-11-25 WO PCT/JP2022/043516 patent/WO2023112637A1/en unknown
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60201063A (en) * | 1984-03-26 | 1985-10-11 | Yanmar Diesel Engine Co Ltd | Air-fuel ratio controlling device for gas engine |
| JPH02174600A (en) * | 1988-12-23 | 1990-07-05 | Isuzu Motors Ltd | Rotation stabilizer for generator engine |
| JPH11272901A (en) * | 1998-03-18 | 1999-10-08 | Yanmar Diesel Engine Co Ltd | Work vehicle |
| JP2009097421A (en) * | 2007-10-16 | 2009-05-07 | Toyota Central R&D Labs Inc | Engine system |
| JP2015135067A (en) * | 2014-01-16 | 2015-07-27 | 信哉 荒木 | Ammonia engine |
| JP2018021522A (en) * | 2016-08-04 | 2018-02-08 | 義広 謝花 | Combustion method of liquid fuel |
| JP2021161921A (en) * | 2020-03-31 | 2021-10-11 | 国立研究開発法人 海上・港湾・航空技術研究所 | Ammonia combustion method, ammonia combustion engine and vessel mounted therewith |
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| WO2023112637A1 (en) | 2023-06-22 |
| JP7079890B1 (en) | 2022-06-02 |
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