JP6328186B2 - Liquid fuel combustion method - Google Patents
Liquid fuel combustion method Download PDFInfo
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- JP6328186B2 JP6328186B2 JP2016153683A JP2016153683A JP6328186B2 JP 6328186 B2 JP6328186 B2 JP 6328186B2 JP 2016153683 A JP2016153683 A JP 2016153683A JP 2016153683 A JP2016153683 A JP 2016153683A JP 6328186 B2 JP6328186 B2 JP 6328186B2
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- 239000000446 fuel Substances 0.000 title claims description 67
- 239000007788 liquid Substances 0.000 title claims description 14
- 238000009841 combustion method Methods 0.000 title claims description 8
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims description 36
- 238000002485 combustion reaction Methods 0.000 claims description 26
- 239000007789 gas Substances 0.000 claims description 26
- 239000004449 solid propellant Substances 0.000 claims description 4
- 239000001257 hydrogen Substances 0.000 description 8
- 229910052739 hydrogen Inorganic materials 0.000 description 8
- 238000002474 experimental method Methods 0.000 description 7
- 229920000642 polymer Polymers 0.000 description 7
- 229930195733 hydrocarbon Natural products 0.000 description 6
- 150000002430 hydrocarbons Chemical class 0.000 description 6
- 238000000034 method Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 239000004215 Carbon black (E152) Substances 0.000 description 4
- 229910017464 nitrogen compound Inorganic materials 0.000 description 4
- 150000002830 nitrogen compounds Chemical class 0.000 description 4
- 239000003502 gasoline Substances 0.000 description 3
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 150000001299 aldehydes Chemical class 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000005336 cracking Methods 0.000 description 2
- 238000005868 electrolysis reaction Methods 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 239000013618 particulate matter Substances 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 235000015429 Mirabilis expansa Nutrition 0.000 description 1
- 244000294411 Mirabilis expansa Species 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 229910021529 ammonia Inorganic materials 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 125000004432 carbon atom Chemical group C* 0.000 description 1
- 239000011203 carbon fibre reinforced carbon Substances 0.000 description 1
- 239000003245 coal Substances 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000010419 fine particle Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 235000013536 miso Nutrition 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 238000002407 reforming Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 150000003384 small molecules Chemical class 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 238000003756 stirring Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- 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
- Output Control And Ontrol Of Special Type Engine (AREA)
- Air Supply (AREA)
Description
本発明は、ガソリン、ディーゼル或いは重油などの高分子液体燃料、ガス燃料、固体燃料またはこれらの混合燃料を効率良く燃焼させる方法に関する。 The present invention relates to a method for efficiently burning a polymer liquid fuel such as gasoline, diesel or heavy oil, a gas fuel, a solid fuel or a mixed fuel thereof.
主燃料として水素を用いる燃焼装置、吸気中に水素ガスを混入させる燃焼方法として以下の特許文献１〜３が知られている。 The following Patent Documents 1 to 3 are known as a combustion apparatus that uses hydrogen as a main fuel and a combustion method in which hydrogen gas is mixed into intake air.
特許文献１には、水素を主燃料とする内燃機関として、内燃機関の運転状態に基づいて、燃焼室に送り込むアンモニアなどの窒素化合物と水素の量を設定し、燃焼室に送り込む窒素化合物と水素の量に基づいて、窒素化合物を分解して水素を生成する分解器に供給する酸素または窒素化合物の流量を調整することが開示されている。 In Patent Document 1, as an internal combustion engine using hydrogen as a main fuel, based on the operating state of the internal combustion engine, the amount of nitrogen compound such as ammonia and hydrogen fed into the combustion chamber is set, and the nitrogen compound and hydrogen fed into the combustion chamber are set. It is disclosed that the flow rate of oxygen or nitrogen compounds supplied to a cracker that decomposes nitrogen compounds to produce hydrogen is adjusted based on the amount of nitrogen.
特許文献２には軽油とその他の燃料との混合燃料を主燃料とする内燃機関の制御方法として、吸気中に噴射する水素ガス量を制御することが開示されている。即ち、騒音及び振動を小さくするために主燃料の噴射時期を標準時期よりも遅らせる際に、水素ガス濃度を可燃限界よりも高くすることが開示されている。 Patent Document 2 discloses controlling the amount of hydrogen gas injected into intake air as a control method of an internal combustion engine using a mixed fuel of light oil and other fuel as a main fuel. That is, it is disclosed that the hydrogen gas concentration is made higher than the flammability limit when the main fuel injection timing is delayed from the standard time in order to reduce noise and vibration.
特許文献３には、改質器で燃料を改質し、改質して得た燃料成分を燃焼室で燃焼させて安定した燃焼を得ることが開示され、特に改質ガスとして水素ガスが挙げられている。 Patent Document 3 discloses that a fuel is reformed by a reformer, and a fuel component obtained by reforming is combusted in a combustion chamber to obtain stable combustion, and hydrogen gas is particularly mentioned as the reformed gas. It has been.
また水素を用いていないが、特許文献４には、エンジンの圧縮室内に空気と燃料を供給し、これら空気と燃料の混合気を圧縮した所望の時期に燃料を着火させて燃焼を行うディーゼルエンジンの着火時期を制御する方法が開示されている。特にこの特許文献４の先行技術の説明として、燃料となる炭化水素をクラッキングにより低分子化し、低分子化した改質ガスを内燃機関に供給して自着火を抑制する方法、或いは燃料の一部を改質してガス状のアルデヒド類を生成し、これを燃料とは別経路で少量だけガソリンエンジンのシリンダ内に添加、供給して、燃焼室における火炎伝搬速度を向上させることが開示されている。 Further, although hydrogen is not used, Patent Document 4 discloses a diesel engine that supplies air and fuel into the compression chamber of the engine and ignites the fuel at a desired time when the mixture of the air and fuel is compressed to perform combustion. A method for controlling the ignition timing of the engine is disclosed. In particular, as a description of the prior art of Patent Document 4, a method of suppressing self-ignition by reducing the molecular weight of hydrocarbons used as fuel by cracking and supplying the reformed gas having a reduced molecular weight to the internal combustion engine, or a part of the fuel It is disclosed that gaseous aldehydes are produced by adding a small amount to a gasoline engine cylinder through a separate path from the fuel to increase the flame propagation speed in the combustion chamber. Yes.
特許文献１に開示される内燃機関は、水素を主燃料とするものであり、燃焼ガス中に水素を添加することで燃焼効率を向上させるものではない。また、一般的なガソリンや重油などを主燃料とするものではないので、コスト的な不利がある。 The internal combustion engine disclosed in Patent Document 1 uses hydrogen as a main fuel, and does not improve combustion efficiency by adding hydrogen to combustion gas. Moreover, since it does not use general gasoline or heavy oil as the main fuel, there is a cost disadvantage.
特許文献２に開示される方法は、水素ガス濃度を可燃限界よりも高くすることで着火遅れを短縮しつつ燃焼を緩慢にし、中高負荷領域における燃焼を改善するものであり、水素ガスの添加により主燃料の燃焼速度を早めるものではない。 In the method disclosed in Patent Document 2, the hydrogen gas concentration is made higher than the flammability limit, so that the combustion is slowed down while the ignition delay is shortened, and the combustion in the middle and high load region is improved. It does not increase the burning speed of the main fuel.
特許文献３に開示されるような改質ガスに水素ガスを含ませることは従来から行われているが、あくまでも水素ガスを燃料として考えており、炭化水素から構成される燃料を小さな分子に物理的に分解し、主燃料を燃焼しやすくするものではない。 Although hydrogen gas has been conventionally included in the reformed gas as disclosed in Patent Document 3, hydrogen gas is considered as a fuel to the last, and fuel composed of hydrocarbons is physically converted into small molecules. Does not break down and make the main fuel easier to burn.
特許文献４に開示されている内容は、燃料をクラッキングにより低分子化すること、ガス状のアルデヒド類を少量添加することで、燃焼室での火炎伝搬速度を速くすることであるが、少量の水素ガスの添加により、燃料を構成する高分子の連鎖が切断される事象については何ら記載されていない。 The contents disclosed in Patent Document 4 are to reduce the molecular weight of the fuel by cracking and increase the flame propagation speed in the combustion chamber by adding a small amount of gaseous aldehydes. There is no description of the phenomenon in which the addition of hydrogen gas breaks the polymer chain constituting the fuel.
本発明者は、燃料を構成する高分子炭化水素の火炎伝搬速度（数十ｍ／秒）よりも速い水素ガス（火炎伝搬速度：１０００ｍ／秒以上）を吸気中に若干量混入することで、水素ガスの素速い燃焼が空気と主燃料（高分子炭化水素）との混合を助長し、且つ高分子炭化水素の炭素原子間の鎖を切断して低分子化し、低分子化された炭化水素が燃焼しやすくなるとの知見を得た。 The inventor mixed a little amount of hydrogen gas (flame propagation speed: 1000 m / second or more) faster than the flame propagation speed (several tens of meters / second) of the polymer hydrocarbon constituting the fuel into the intake air, Rapid combustion of hydrogen gas promotes the mixing of air and main fuel (polymer hydrocarbon), and also reduces the molecular weight by cutting the chain between carbon atoms of the polymer hydrocarbon to reduce the molecular weight. The knowledge that it becomes easy to burn was acquired.
本発明者は、液体燃料を主燃料とする内燃機関において、機関単体試験あるいはシャシーダイナモによる運転試験において、定常負荷時には定格性能が得られるが、負荷変動時には黒煙等不完全燃焼の状態が発生するとともに、船舶では実海域での運転、自動車では路上走行において、定格性能を数十パーセント上回る燃料消費となることを確認した。 In the internal combustion engine that uses liquid fuel as the main fuel, the inventor can obtain rated performance during steady load in an engine unit test or chassis dynamo operation test, but incomplete combustion such as black smoke occurs when the load fluctuates. At the same time, it was confirmed that the fuel consumption exceeded the rated performance by several tens of percent when operating in the actual sea area for ships and on the road for automobiles.
本発明は上記知見に基づきなされたものであり、液体燃料、ガス燃料、固体燃料またはこれらの混合燃料に空気を供給して燃焼させる際に、前記空気中に水素ガスなどの前記燃料よりも火炎伝搬速度が速いガスを添加し、当該ガスの燃焼によって燃料と空気との混合を助長し、前記燃料を構成する分子をより分子量の小さな分子に分解して燃焼させることを要旨とする。 The present invention has been made based on the above knowledge, and when supplying air to a liquid fuel, a gas fuel, a solid fuel or a mixed fuel thereof and burning them, a flame is produced in the air rather than the fuel such as hydrogen gas. The gist is to add a gas having a high propagation speed, promote mixing of the fuel and air by burning the gas, and decompose and burn the molecules constituting the fuel into molecules having a lower molecular weight.
前記火炎伝搬速度が速いガスの添加量としては、燃料を完全燃焼させるのに必要な空気量に対してごく僅かで足り、体積比で０．０１％以上０．１％以下とするのが好ましい。 The addition amount of the gas having a high flame propagation speed is very small relative to the amount of air necessary for complete combustion of the fuel, and is preferably 0.01% or more and 0.1% or less by volume ratio. .
また、燃焼装置の出力増減操作に応じて、火炎伝搬速度が速いガスの添加量を変化させるようにしてもよい。
例えば、水の電気分解によって水素ガスを生成している場合には電気分解の電流値を制御し、また水素ガスをボンベに貯蔵している場合には、流量調整弁の開度を制御する。
Moreover, you may make it change the addition amount of gas with a quick flame propagation speed according to output increase / decrease operation of a combustion apparatus.
For example, when hydrogen gas is generated by electrolysis of water, the current value of electrolysis is controlled, and when the hydrogen gas is stored in a cylinder, the opening degree of the flow control valve is controlled.
本発明に係る液体燃料の燃焼方法によれば、投入した燃料の全量が燃焼（完全燃焼）し、ＰＭ（粒子状物質）、ＮＯｘ、ＳＯｘ等の有害物質の生成が抑制される。 According to the method for burning liquid fuel according to the present invention, the entire amount of the injected fuel is burned (complete combustion), and the production of harmful substances such as PM (particulate matter), NOx, SOx and the like is suppressed.
本発明者らは、トラックによる走行実験および漁船による航海実験を繰り返し行った。その結果、１０〜３０％の燃料消費量の削減効果を確認した。特にエンジンに対する負荷変動の大きい場合の燃料削減効果は顕著であった。 The present inventors repeatedly performed a running experiment with a truck and a voyage experiment with a fishing boat. As a result, the fuel consumption reduction effect of 10 to 30% was confirmed. In particular, the fuel reduction effect was significant when the load fluctuation on the engine was large.
舶用ディーゼルエンジンに適用する場合には、図１に示すように、過給器に水素ガスなどの火炎伝搬速度が速いガスの発生器からのガスを供給する。過給器をもたない舶用ディーゼルエンジンについては、エアクリーナから水素ガスなどを供給する。 When applied to a marine diesel engine, as shown in FIG. 1, a gas from a gas generator having a high flame propagation speed such as hydrogen gas is supplied to the supercharger. For marine diesel engines that do not have a supercharger, hydrogen gas is supplied from an air cleaner.
ガス発生器としては例えば電気分解装置などの水素ガス発生装置の他に、ガスボンベを用いてもよい。 As the gas generator, for example, a gas cylinder may be used in addition to a hydrogen gas generator such as an electrolyzer.
図２はガスタービンに適用した例を示し、この実施例では吸気取入れ口の手前にガス発生器を配置し、このガス発生器で発生した水素ガスなどを吸気に混合し、圧縮した後、燃料と混合して燃焼させる。 FIG. 2 shows an example applied to a gas turbine. In this embodiment, a gas generator is arranged in front of the intake port, and hydrogen gas generated by the gas generator is mixed with the intake air, compressed, and then fueled. And mix and burn.
以上の燃焼過程において、例えば水素ガスを吸気に体積比で０．０１％以上０．１％以下の割合で添加すると、先ず水素ガスが燃焼し、この水素ガスの火炎伝搬速度は１０００ｍ／秒と速いため、燃料と吸気との撹拌が助長され、空気中に燃料が微細な粒子となって混合される。 In the above combustion process, for example, when hydrogen gas is added to the intake air at a volume ratio of 0.01% or more and 0.1% or less, the hydrogen gas first combusts, and the flame propagation speed of the hydrogen gas is 1000 m / sec. Since it is fast, stirring of the fuel and the intake air is promoted, and the fuel is mixed in the air as fine particles.
更に、水素ガスの火炎伝搬の衝撃により、燃料を構成する高分子炭化水素分子の炭素間結合が切断され、より分子量の小さな分子に分解される。このように燃料自体が微細化し、燃料を構成する高分子自体がより小さな分子になることで、完全燃焼が達成できる。 Further, due to the impact of hydrogen gas flame propagation, the carbon-carbon bonds of the polymer hydrocarbon molecules constituting the fuel are broken and decomposed into molecules having a smaller molecular weight. Thus, complete combustion can be achieved by miniaturizing the fuel itself and making the polymer itself constituting the fuel into smaller molecules.
実験例１
水素ガス混合燃料の省エネルギー効果を確認するため、試験設備を実験船（源吉丸）に搭載し、実航海を行った。詳細は以下の通り。
Experimental example 1
In order to confirm the energy saving effect of the hydrogen gas mixed fuel, the test facility was installed in the experimental ship (Genyoshi Maru) and the actual voyage was conducted. the detail is right below.
・実験日時：平成２７年２月２日（月）及び３日（火）
・三重県志摩市和具町 御座岬沖 海域
・実航海実験の内容：浜島沖海域において、ほぼ２６０度の方位線上に２海里離れた標識を設定し、この間を以下のエンジン回転数２条件、ガス供給量（水素ガスの混合量）３条件の６ケースについて、各１往復し、燃料消費の変化を調べた。
（１）
エンジン回転数：４５０ｒｐｍ
ガス供給量：無し、４０００ｃｃ/ｍｉｎ、５０００ｃｃ/ｍｉｎ、
（２）
エンジン回転数：５５０ｒｐｍ
ガス発生量：無し、６０００ｃｃ/ｍｉｎ、７０００ｃｃ/ｍｉｎ、
・ Experiment date and time: February 2 (Mon) and 3 (Tue), 2015
・ Miso Prefecture, Washi-cho, Goji-misaki offshore area ・ Details of the actual navigation experiment: In the offshore area of Hamajima, a sign that is 2 nautical miles apart on the azimuth line of approximately 260 degrees is set, and the following two engine speed conditions are 6 cases of 3 conditions of gas supply amount (mixed amount of hydrogen gas) were reciprocated once each, and the change in fuel consumption was examined.
(1)
Engine speed: 450rpm
Gas supply amount: None, 4000 cc / min, 5000 cc / min,
(2)
Engine speed: 550rpm
Gas generation amount: None, 6000 cc / min, 7000 cc / min,
以上の実験結果を以下の（表１）にまとめた。
実験例２
・実験船名：第八大恵丸
・実験日時：平成２７年２月２８日〜３月２日
・山口県長門市青海島沖海上
実験結果は以下の（表２）及び（表３）に示す。
Experimental example 2
・ Experimental ship name: Eighth Daiemaru ・ Experiment date: February 28-March 2, 2015 ・ Offshore of Qinghai Island, Nagato City, Yamaguchi Pref. Show.
実験例３
実験例３は自動車（トラック）について、水素ガス混合燃料の省エネルギー効果を確認するために行った。
車両：日産ディーゼル パッカー車ベースレッカー車
エンジン排気量：４，５７０ｃｃ
車両重量：４，２８５ｋｇ
走行距離数：８６，８９５ｋｍ
使用燃料：軽油
ボッシュタイプ噴射装置
水素ガスを添加しない場合の実験結果は以下の（表４）に、水素ガスを添加した場合の実験結果は以下の（表５）に示す。
Experimental example 3
Experimental Example 3 was performed for an automobile (truck) to confirm the energy saving effect of the hydrogen gas mixed fuel.
Vehicle: Nissan Diesel Packer Car Base Wrecker Engine Displacement: 4,570cc
Vehicle weight: 4,285kg
Number of mileage: 86,895km
Fuel used: Light oil Bosch type injector The experimental results when hydrogen gas is not added are shown in the following (Table 4), and the experimental results when hydrogen gas is added are shown in the following (Table 5).
上記において、４月２３日の実験では、自然渋滞により１時間走行距離は１５ｋｍと少なく、ゴーアンドストップの悪影響が出た。５Ａ（４４３ｃｃ）ガス添加でアイドリング回転を２００回転下げても、通常の２速スタートよりもラフなクラッチ操作にも拘わらずノッキング、ジャダもなくスタートできた。
４月２８日の高速重視走行では、燃費結果よりも走り重視で、加速感、最高速度などを目的としたこと、首都高の断続的な渋滞も重なり、７．８３％の燃費向上となるも、登り坂での反能力もスピードダウンもなく他車両を追い越せる等トルクアップしていると思われた。
９Ａ（８３５ｃｃ）ガス添加では、４速アイドリングでの走行もノッキングすることなく走行することができた。１３Ａ（１２２３ｃｃ）ガス添加では、確実にエンジン音が軽くなりレスポンスも非常に良くなった。
In the above experiment, in the experiment on April 23, the one-hour mileage was as small as 15 km due to natural traffic jam, and the adverse effect of go-and-stop appeared. Even when the idling speed was lowered by 200 with the addition of 5A (443 cc) gas, the engine could start without knocking or judder despite the rough clutch operation compared to the normal 2-speed start.
On April 28th, high-speed driving focused on driving rather than fuel efficiency results, with the aim of acceleration feeling, maximum speed, and intermittent traffic congestion at the Tokyo Metropolitan Expressway, resulting in a fuel efficiency improvement of 7.83%. It seemed that the torque was increased, such as overtaking other vehicles, without any downhill speed and ability to slow down.
With the addition of 9A (835 cc) gas, it was possible to travel without knocking even when traveling at 4-speed idling. Addition of 13A (1223 cc) gas surely reduced the engine sound and improved the response.
図示例にあっては、本発明に係る液体燃料の燃焼方法を舶用ディーゼルエンジン及びトラックにて適用したものを示したが、これ以外にも、発電機やボイラー、乗用車、特殊車両用のエンジンなど、さらには、ガス燃料や微粉炭のような固体燃料を利用するエネルギー発生装置にも適用することが可能である。 In the illustrated example, the liquid fuel combustion method according to the present invention is applied to marine diesel engines and trucks, but in addition to this, generators, boilers, passenger cars, engines for special vehicles, etc. Furthermore, the present invention can also be applied to an energy generator that uses a solid fuel such as gas fuel or pulverized coal.
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