KR101186289B1 - Engine system and engine operating method using brown gas - Google Patents

Abstract

An engine system using Brown gas is disclosed. Engine system using Brown gas according to an embodiment of the present invention, the engine; Brown's gas generator to produce Brown's gas; A cold box unit cooling the brown gas produced in the brown gas generator and separating the liquefied oxygen into hydrogen gas; A liquefied oxygen tank configured to receive and store liquefied oxygen separated from the cold box unit; A hydrogen compressor for receiving and compressing the hydrogen gas separated from the cold box unit; A hydrogen tank for receiving and storing compressed hydrogen gas from a hydrogen compressor; A hydrogen pressure reducing device for reducing the high pressure hydrogen gas from the hydrogen tank and maintaining the pressure at a constant pressure; And a hydrogen gas injector receiving hydrogen gas from the hydrogen reduction device and injecting hydrogen gas into the combustion chamber of the engine.

Description

Engine system and engine operating method using brown gas}

The present invention relates to an engine system and a driving method of the engine using Brown gas.

  Today, ships use diesel engines in general. In the case of marine diesel engines, heavy fuel oil (HFO) and marine gas oil (MGO) are used as fossil fuels. The reduction of greenhouse gases and NOx caused by the burning of fossil fuels has become an important issue due to the strengthening of current environmental regulations, and the clean diesel combustion method has emerged as a new topic for internal combustion engines. In addition, a method of reducing fuel consumption (SFOC), which is a fuel consumption rate, is also very important due to a rise in oil prices due to depletion of fossil fuels.

The blending of brown gas with fossil fuels is a clean diesel combustion method and can reduce SFOC, resulting in environmental regulations and fuel savings.

Brown gas is a type of gas that combines oxygen and hydrogen by electrolyzing water. It is an eco-friendly fuel because water is generated after combustion. It is excellent as a combustion accelerator for fossil fuel and mixed combustion because the flame speed is significantly faster than that of conventional fossil fuel. It works. In addition, since the flammable limit of hydrogen is much greater than that of fossil fuel, it can be used as a flame stabilizer to increase the flammable limit when mixing with fossil fuel.

Brown gas blended engines enable ultra-lean combustion greater than conventional air-fuel ratios, maximizing fuel savings and reducing emissions.

An embodiment of the present invention is to provide an engine system and a method for driving an engine having a configuration capable of stably supplying hydrogen gas while using a small capacity Brown gas generator.

According to an aspect of the present invention, an engine system using Brown gas,

engine; Brown's gas generator to produce Brown's gas; A cold box unit cooling the brown gas produced by the brown gas generator to separate the liquid oxygen and hydrogen gas; A liquefied oxygen tank configured to receive and store liquefied oxygen separated from the cold box unit; A hydrogen compressor for receiving and compressing the hydrogen gas separated from the cold box unit; A hydrogen tank configured to receive and store compressed hydrogen gas from the hydrogen compressor; A hydrogen reduction device for reducing the high pressure hydrogen gas from the hydrogen tank and maintaining the pressure at a constant pressure; And a hydrogen gas injector which receives hydrogen gas from the hydrogen pressure reducing device and injects hydrogen gas into a combustion chamber of the engine.

In addition, a brown gas supply pipe is provided between the brown gas generator and the cold box unit to supply the brown gas produced by the brown gas generator to the cold box unit.

Hydrogen gas supply pipes may be provided between the cold box unit and the hydrogen compressor, between the hydrogen compressor and the hydrogen tank, between the hydrogen tank and the hydrogen reducing device, and between the hydrogen reducing device and the hydrogen gas injector. .

In addition, the Brown gas supply pipe, and each of the hydrogen gas supply pipe has a double wall structure, it can be filled with an inert gas between the double wall.

In addition, a purge gas inlet provided in the Brown gas supply pipe for cleaning the flow path of hydrogen gas in the engine system; And a purge gas outlet provided in a hydrogen gas supply pipe provided between the hydrogen pressure reducing device and the hydrogen gas injector.

In addition, a hydrogen gas supply pipe provided between the hydrogen reduction device and the hydrogen gas injector may be provided with a flow control valve for controlling the flow rate of hydrogen gas supplied to the hydrogen gas injector.

In addition, the engine system is used as a power source of the vessel, the flow control valve is to control the flow rate of the hydrogen gas flowing into the combustion chamber of the engine in accordance with the amount of fossil fuel used in the engine, Governor).

In addition, the gas combustion unit for supplying and burning the hydrogen gas left in the hydrogen compressor, the flow control valve, and the hydrogen reduction device in the case of non-operation or emergency of the engine system.

The engine system may further include a turbocharger configured to supercharge intake air sucked into the combustion chamber of the engine, and cool the intake air to be introduced into the turbocharger by mixing with the liquefied oxygen of the liquefied oxygen tank. It may further include an air cooling chamber in fluid communication with the charger.

In addition, an oxygen supply pipe is provided between the cold box unit and the liquefied oxygen tank and between the liquefied oxygen tank and the air cooling chamber, and each of the oxygen supply pipes has a double wall structure, and an inert gas is provided between the double walls. Can be filled.

In addition, the hydrogen reduction device, a diffuser for reducing the high-pressure hydrogen from the hydrogen tank; And a hydrogen gas manifold that temporarily stores hydrogen decompressed by the diffuser at a constant pressure.

In addition, the liquefied oxygen tank has a double wall structure, the inert gas may be filled between the double walls.

In addition, the hydrogen gas injector may be mounted to the cylinder head of the engine to directly inject hydrogen gas into the combustion chamber of the engine.

In addition, the hydrogen gas injector may be mounted to an intake port for guiding intake air into the combustion chamber of the engine to inject hydrogen gas into the intake port.

According to another aspect of the invention, there may be provided a vessel comprising; the engine system described above.

According to another aspect of the present invention, as a driving method of an engine using Brown gas,

Brown gas production step of producing Brown gas; Brown gas cooling step of separating the liquefied oxygen and hydrogen gas by cooling the brown gas produced in the brown gas production step; A liquid oxygen storage step of storing the liquid oxygen separated in the Brown gas cooling step in a liquid oxygen tank; A hydrogen gas compression step of receiving and compressing the hydrogen gas separated in the brown gas cooling step; Compressed hydrogen storage step of storing the hydrogen gas compressed in the hydrogen gas compression step; A hydrogen reduction step of reducing the hydrogen gas stored in the compressed hydrogen storage step and maintaining the pressure at a constant pressure; And a fuel injection step of injecting hydrogen decompressed in the hydrogen depressurization step into the combustion chamber of the engine.

In addition, the suction air cooling step of cooling by mixing the intake air sucked into the combustion chamber of the engine with the liquefied oxygen stored in the liquefied oxygen storage step; may further include.

According to the engine system and engine driving method using the brown gas according to the present embodiment, by compressing and storing hydrogen gas and supplying it to the combustion chamber of the engine by reducing the pressure if necessary, the engine of the engine while using a small capacity Brown gas generator Hydrogen gas can be stably supplied to the combustion chamber.

In addition, the volumetric efficiency of the engine can be increased by cooling the intake air using liquefied oxygen.

1 is a schematic diagram of an engine system using Brown gas according to an embodiment of the present invention.
2 is a cross-sectional view of a brown gas supply pipe in the engine system of FIG. 1.
3 is a cross-sectional view of a hydrogen gas supply pipe in the engine system of FIG. 1.
4 is a cross-sectional view of an oxygen supply pipe in the engine system of FIG. 1.
5 is a cross-sectional view of a liquefied oxygen tank in the engine system of FIG.
6 is a cross-sectional view of a hydrogen tank in the engine system of FIG. 1.
7 is a view for explaining the mounting position of the hydrogen gas injector in the engine system of FIG.
8 is a view for explaining another mounting position of the hydrogen gas injector in the engine system of FIG.
9 is a view in which a purge gas inlet and a purge gas outlet are added to the engine system of FIG. 1.
FIG. 10 is a view for explaining a case where a gas combustion unit is added in the engine system of FIG. 1.
11 is a schematic flowchart of a method of driving an engine using Brown gas according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. The present embodiments are not intended to be limiting.

1 is a schematic diagram of an engine system using Brown gas according to an embodiment of the present invention.

Referring to FIG. 1, the engine system 100 using the illustrated Brown gas is used for, for example, an engine used in a propulsion engine such as a ship or a power generation plant. The engine system 100 includes an engine 10 (see FIG. 7), a brown gas generator 110, a cold box unit 120, a liquefied oxygen tank 130, a hydrogen compressor 140, a hydrogen tank 150, and hydrogen Pressure reducing device, hydrogen gas injector 190 is included.

The engine 10 (see FIG. 7) is driven by mixing fossil fuel of heavy fuel oil (HFO) or marine gas oil (MGO) with brown gas produced by the brown gas generator 110.

The brown gas generator 110 is provided to produce brown gas by electrolyzing water.

Here, Brown gas, as is well known, is a gas in which hydrogen and oxygen generated by electrolysis of water quantitatively coexist in a ratio of 2 to 1, and contain self-contained suitable oxygen for complete combustion, thereby becoming a next generation fuel. I am getting it. In particular, compared with conventional fossil fuels, Brown gas has a good temperature rising property in which the temperature rises rapidly during combustion, and has a high adiabatic flame temperature and a flame speed that is remarkably fast. In addition, Brown gas is a clean energy source that is essentially free of environmental pollution since only water vapor is generated after complete combustion.

The brown gas produced by the brown gas generator 110 is sent to the cold box unit 120 through the brown gas supply pipe 112. 2 is a cross-sectional view of a brown gas supply pipe in the engine system of FIG. 1. As shown in FIG. 2, the brown gas supply pipe 112 has a double wall structure of an inner wall 112a and an outer wall 112b. In addition, Brown gas is transferred to the inner wall 112a, and an inert gas G is filled between the inner wall 112a and the outer wall 112b. Since the brown gas supply pipe 112 has a double wall structure and an inert gas is filled between the double walls, the brown gas supply pipe 112 may prevent the hydrogen gas component of brown gas from being discharged from the brown gas supply pipe 112 to the outside and explode. Can be.

The cold box unit 120 is provided to cool the brown gas produced by the brown gas generator 110 to separate the liquid oxygen and hydrogen gas. The cold box unit 120 includes one or more heat exchangers 122, one or more compressors 124, one or more coolers 126, one or more expanders 128, a refrigerant circulation passage 123, and a gas-liquid separator 127. ). The refrigerant flows through the refrigerant circulation passage 123 through the heat exchanger 122, the compressor 124, the cooler 126, and the expander 128. After the refrigerant in the compressor 124 is compressed adiabatic, the refrigerant is cooled through heat exchange while maintaining a constant pressure in the cooler 126. In the present embodiment, the cooler 126 may cool the refrigerant by cold sea water or fresh water, but the fluid for cooling the refrigerant is not limited thereto. Then, the refrigerant cooled in the cooler 126 is adiabatic expansion in the expander 128 is cooled to cryogenic temperatures. The inflator 128 may be, for example, an expansion turbine. The refrigerant cooled to cryogenic temperature is introduced into the heat exchanger 122 through the refrigerant circulation passage 123. In the heat exchanger 122, a brown gas transport pipe 113 connected to the brown gas supply pipe 112 and a refrigerant circulation passage 123 are provided. In the heat exchanger 122, the brown gas and the refrigerant perform mutual heat exchange, whereby the brown gas is cooled. In this case, the brown gas is cooled between the boiling point of oxygen and the boiling point of hydrogen in the heat exchanger 122. Therefore, since the boiling point of oxygen is higher than the boiling point of hydrogen, the brown gas cooled in the heat exchanger 122 is a mixture of liquid oxygen and gaseous hydrogen.

In the present embodiment, the compressor 124 and the cooler 126 are described as an example, but a plurality of each is provided with a plurality of stages of compression and cooling may of course repeat. In addition, for the cryogenic expansion of the working fluid, the expander 128 may use an expansion valve instead of an expansion turbine.

Meanwhile, the brown gas cooled in the heat exchanger 122 is transferred to the gas-liquid separator 127. In the gas-liquid separator 127, the liquid oxygen is transported to the liquefied oxygen tank 130 through the oxygen supply pipe 131, and the hydrogen in the gaseous phase in the gas-liquid separator 127 is passed through the hydrogen gas supply pipe 142. 140).

Hereinafter, the hydrogen gas supply pipe 142 and the oxygen supply pipe 131 will be described in detail.

3 is a cross-sectional view of a hydrogen gas supply pipe in the engine system of FIG. 1. As shown in FIG. 3, the hydrogen gas supply pipe 142 has a double wall structure of the inner wall 142a and the outer wall 142b. In addition, hydrogen gas is transferred into the inner wall 142a, and an inert gas G is filled between the inner wall 142a and the outer wall 142b. Since the hydrogen gas supply pipe 142 has a double wall structure and an inert gas is filled between the double walls, the risk of hydrogen gas being discharged from the hydrogen gas supply pipe 142 to the outside can be prevented. In addition, the hydrogen gas supply pipes 144, 152, 162, and 172 to be described later have a double wall structure similar to the hydrogen gas supply pipe 142.

4 is a cross-sectional view of an oxygen supply pipe in the engine system of FIG. 1. As shown in FIG. 4, the oxygen supply pipe 131 has a double wall structure of the inner wall 131a and the outer wall 131b. In addition, oxygen gas is transferred to the inner side of the inner wall 131a, and an inert gas G is filled between the inner wall 131a and the outer wall 131b. Since the oxygen supply pipe 131 has a double wall structure and an inert gas is filled between the double walls, liquefied oxygen can be prevented from being discharged to the outside to cause a fire.

In addition, the oxygen supply pipe 132, which will be described later, has a double wall structure similarly to the oxygen supply pipe 131.

Next, the flow of hydrogen gas will be described.

The hydrogen gas supplied to the hydrogen compressor 140 is compressed to high pressure in the hydrogen compressor 140, and then supplied to the hydrogen tank 150 through the hydrogen gas supply pipe 144 and stored therein. Since hydrogen gas is compressed and stored at a high pressure, the volume of the hydrogen tank 150 may be reduced. 6 is a cross-sectional view of a hydrogen tank in the engine system of FIG. 1. Referring to FIG. 6, the hydrogen tank 150 has a double wall structure having an inner wall 150a and an outer wall 150b. On the other hand, the hydrogen tank 150 is provided with an inlet valve 151 for adjusting the inflow of the compressed hydrogen gas and an outlet valve 152 for adjusting the outflow amount of the compressed hydrogen gas. In addition, hydrogen gas is stored inside the inner wall 150a, and an inert gas G is filled between the inner wall 150a and the outer wall 150b. Since the hydrogen tank 150 has a double wall structure and an inert gas is filled between the double walls, the hydrogen tank 150 is insulated, and hydrogen gas is discharged to the outside from the hydrogen tank 150 to explode. Risk can be prevented.

The hydrogen gas stored in the hydrogen tank 150 is then discharged through the outlet valve 152 in an amount necessary at a necessary time, and then transported to the hydrogen pressure reducing device through the hydrogen gas supply pipe 152.

The hydrogen pressure reducing device is provided to maintain a constant pressure by reducing the high pressure hydrogen gas from the hydrogen tank 150. The hydrogen reduction device includes a diffuser 160 for reducing the high pressure hydrogen from the hydrogen tank 150 and a hydrogen gas manifold 170 for maintaining the hydrogen decompressed by the diffuser 160 at a constant pressure. do. The hydrogen gas supplied to the diffuser 160 through the hydrogen gas supply pipe 152 is reduced in the diffuser 160, and then maintains a constant pressure in the hydrogen gas manifold 170 through the hydrogen gas supply pipe 162. It is temporarily stored as one.

The hydrogen gas temporarily stored in the hydrogen gas manifold 170 is supplied to the hydrogen gas injector 190 through a hydrogen gas supply pipe 172.

The hydrogen gas supply pipe 172 is provided with a flow control valve 180. The flow control valve 180 is provided to adjust the flow rate of the hydrogen gas supplied from the hydrogen gas manifold 170 of the hydrogen pressure reducing device to the hydrogen gas injector 190.

In this case, the flow control valve 180 is connected to the ship's speed governor to control the flow rate of the hydrogen gas flowing into the combustion chamber of the engine according to the amount of fossil fuel used as fuel in the engine of the ship. Can be.

Hereinafter, the mounting of the hydrogen gas injector 190 will be described with reference to FIG. 7. 7 shows an engine 10 used in the engine system 100 according to the present embodiment. The combustion chamber 14 of the engine 10 is provided in the form of a space partitioned by the cylinder head 17, the cylinder block 12, and the piston 11. In addition, in order to guide the inflow of air into the combustion chamber 14 of the engine 10, an intake port 15 in fluid communication with the combustion chamber 14 is provided. The air introduced into the intake port 15 is combusted together with fuel in the combustion chamber 14 and then discharged through the exhaust port 16 in fluid communication with the combustion chamber 14.

On the other hand, the cylinder head 17 is equipped with a fuel injector 102 for injecting fossil fuel into the combustion chamber 14. In addition, the hydrogen gas injector 190 is mounted to the intake port 15. As described above, the fuel injector 102 and the hydrogen gas injector 190 are controlled by the speed regulator 101 of the ship.

Hydrogen gas injected into the intake port 15 is mixed with intake air and then flows into the combustion chamber 14.

The mixture of hydrogen gas and suction air sucked into the combustion chamber 14 is burned together with the fossil fuel injected from the fuel injector 102. Since the fossil fuel and hydrogen gas are mixed together in the combustion chamber 14, lean combustion is possible. Therefore, it is possible to reduce contaminants in the exhaust gas and to improve fuel economy.

In the present exemplary embodiment, the hydrogen gas injector 190 is mounted on the intake port 15, for example. However, as illustrated in FIG. 8, the hydrogen gas injector 190 is the fuel injector 102. ) May be mounted on the cylinder head 17 to directly inject hydrogen gas into the combustion chamber 14.

Next, the flow of oxygen gas will be described.

The liquid oxygen in the gas-liquid separator 127 is transported to the liquefied oxygen tank 130 through the oxygen supply pipe 131 and stored. Since it is stored in the state of liquefied oxygen rather than oxygen gas, it is possible to reduce the volume of the liquefied oxygen tank 130.

5 is a cross-sectional view of the liquefied oxygen tank 130 in the engine system of FIG. Referring to FIG. 5, the liquefied oxygen tank 130 has a double wall structure having an inner wall 130a and an outer wall 130b. On the other hand, the liquefied oxygen tank 130 is provided with an inlet valve 135 for adjusting the inflow of liquefied oxygen and an outlet valve 136 for adjusting the outflow of liquefied oxygen. In addition, liquefied oxygen is stored inside the inner wall 130a, and an inert gas G is filled between the inner wall 130a and the outer wall 130b. Since the liquefied oxygen tank 130 has a double wall structure and an inert gas is filled between the double walls, the liquefied oxygen tank 130 is insulated, and the liquefied oxygen is discharged from the liquefied oxygen tank 130 to the outside. Can be prevented from causing fire.

The liquefied oxygen stored in the liquefied oxygen tank 130 is then discharged through the outlet valve 136 in an amount necessary at a necessary time, and then transported to the air cooling chamber 133 through the oxygen supply pipe 132.

In this embodiment, the engine system 100 includes a turbocharger 194 that supercharges intake air that is sucked into the combustion chamber of the engine. The turbocharger 194 is provided at the intake port 15 of the engine 10. The air cooling chamber 133 is provided to mix and cool the intake air to be introduced into the turbocharger 194 with the liquefied oxygen from the liquefied oxygen tank 130, and is in fluid communication with the turbocharger 194. It is provided in the said intake port 15 possibly. The outside air introduced through the intake port 15 is mixed with the liquefied oxygen in the air cooling chamber 133 and cooled, and is supercharged in the turbocharger 194 and introduced into the combustion chamber 14 of the engine.

Since the intake air is cooled and mixed with the liquefied oxygen and supplied to the combustion chamber 14, the volumetric efficiency of the engine 10 may be increased to increase the output of the engine.

The engine system 100 using Brown gas according to the present exemplary embodiment may further include a purge gas inlet 175 and a purge gas outlet 173.

9 is a view in which a purge gas inlet and a purge gas outlet are added to the engine system of FIG. 1.

Referring to FIG. 9, the engine system 100 includes a purge gas inlet 175 provided in the brown gas supply pipe 112 and a hydrogen gas manifold of the hydrogen pressure reducing device in order to clean a flow path through which hydrogen gas flows. And a purge gas outlet 173 provided in the hydrogen gas supply pipe 172 between the 170 and the hydrogen gas injector 190. In addition, the purge gas inlet 175 is provided with a flow control valve 176 for adjusting the flow rate of the purge gas to be introduced. In addition, the purge gas outlet 173 is provided with a flow control valve 174 for adjusting the flow rate of the purge gas to be discharged.

When the engine system 100 is not used or in an emergency situation in which the engine system 100 is not normally operated, there is a risk that the remaining hydrogen gas may explode in the hydrogen gas flow path of the engine system 100. Therefore, to prevent this, when the engine system 100 is not in use or in an emergency, the flow control valve 176 is opened to purge gas to the Brown gas supply pipe 112 through the purge gas inlet 175. Inflow. The introduced purge gas removes hydrogen gas remaining in the hydrogen gas flow path. That is, the introduced purge gas is supplied from the brown gas supply pipe 112 to the brown gas transport pipe 113, the gas-liquid separator 127, the hydrogen gas supply pipe 142, the hydrogen compressor 140, and the hydrogen gas supply pipe 144. After passing through the hydrogen tank 150, the hydrogen gas supply pipe 152, the diffuser 160, the hydrogen gas supply pipe 162, the hydrogen gas manifold 170, and the hydrogen gas supply pipe 172 sequentially, the purge gas Discharged through the outlet 173.

As described above, according to the engine system 100 using the brown gas according to the present embodiment, a small capacity brown gas generator is employed to separately store and store compressed hydrogen and liquefied oxygen in the event of surplus power. Can be.

Therefore, it is possible to stably supply hydrogen gas while using a small capacity Brown gas generator, thereby increasing the flammability limit of the engine. In addition, liquefied oxygen can be used to cool the intake air to increase the volumetric efficiency of the engine.

In addition, there is an advantage that does not need to have a large capacity brown gas generator in order to supply brown gas to a large engine such as an engine of a ship.

FIG. 10 is a view for explaining a case where a gas combustion unit 163 is added in the engine system of FIG. 1.

In an emergency situation in which the engine system 100 is not normally operated, hydrogen gas remains in the hydrogen compressor 140, the hydrogen pressure reducing device, and the flow control valve 180, and there is a risk of explosion. The gas combustion unit 163 receives and burns residual hydrogen gas, thereby preventing an accident due to explosion of hydrogen gas in advance.

Hereinafter, a driving method of an engine using brown gas according to the present embodiment will be described.

11 is a schematic flowchart of a method of driving an engine using Brown gas according to an embodiment of the present invention.

The engine driving method using the brown gas, brown gas production step (S101), brown gas cooling step (S102), liquefied oxygen storage step (S103), hydrogen gas compression step (S104), compressed hydrogen storage step (S105) , Hydrogen reduction step (S106), and fuel injection step (S107).

In the brown gas production step (S101), water is electrolyzed to produce brown gas.

In the brown gas cooling step (S102), the brown gas produced in the brown gas production step (S101) is cooled to separate liquefied oxygen and hydrogen gas.

In the liquefied oxygen storage step (S103), the liquefied oxygen separated in the brown gas cooling step (S102) is stored in the liquefied oxygen tank.

In the hydrogen gas compression step (S104), the hydrogen gas separated in the brown gas cooling step (S102) is compressed to a high pressure.

In the compressed hydrogen storage step (S105), the hydrogen gas of the high pressure compressed in the hydrogen gas compression step (S104) is stored.

In the hydrogen reduction step (S106), the stored high pressure hydrogen gas is reduced to maintain a constant pressure.

In the fuel injection step (S107), the hydrogen reduced in the hydrogen reduction step (S106) is injected into the combustion chamber of the engine.

In addition, the driving method of the engine using the brown gas may include a suction air cooling step of cooling the intake air sucked into the combustion chamber of the engine with oxygen liquefied in the liquefied oxygen storage step (S103). .

The present invention described above is not limited to the above-described embodiment and the accompanying drawings. It will be apparent to those skilled in the art that various modifications and changes can be made without departing from the technical spirit of the present invention.

Description of the Related Art
10: engine 11: piston
12: cylinder block 14: combustion chamber
15: intake port 16: exhaust port
17: cylinder head 100: engine system
101: speed regulator 102: fuel injector
110: Brown gas generator 112: Brown gas supply pipe
113: Brown gas pipeline 120: Cold box unit
122: heat exchanger 123: refrigerant circulation passage
124: compressor 126: cooler
127: gas-liquid separator 128: inflator
130: liquefied oxygen tank 131, 132: oxygen supply pipe
133: air cooling chamber 135: inlet valve
136: outlet valve 140: hydrogen compressor
150: hydrogen tank 160: diffuser
163: gas combustion unit 170: hydrogen gas manifold
173: purge gas outlet 174, 176: flow control valve
175: purge gas inlet 180: flow control valve
190: hydrogen gas injector 194: turbocharger
142, 144, 152, 162, 172: hydrogen gas supply pipe

Claims (16)

As an engine system using Brown gas,
engine;
Brown's gas generator to produce Brown's gas;
A cold box unit cooling the brown gas produced by the brown gas generator to separate the liquid oxygen and hydrogen gas;
A liquefied oxygen tank configured to receive and store liquefied oxygen separated from the cold box unit;
A hydrogen compressor for receiving and compressing the hydrogen gas separated from the cold box unit;
A hydrogen tank configured to receive and store compressed hydrogen gas from the hydrogen compressor;
A hydrogen reduction device for reducing the high pressure hydrogen gas from the hydrogen tank and maintaining the pressure at a constant pressure; And
And a hydrogen gas injector for receiving hydrogen gas from the hydrogen pressure reducing device and injecting hydrogen gas into a combustion chamber of the engine. The method according to claim 1,
Between the brown gas generator and the cold box unit, a brown gas supply pipe for supplying the brown gas produced by the brown gas generator to the cold box unit is provided.
A hydrogen gas supply pipe is provided between the cold box unit and the hydrogen compressor, between the hydrogen compressor and the hydrogen tank, between the hydrogen tank and the hydrogen reducing device, and between the hydrogen reducing device and the hydrogen gas injector. Engine system using brown gas. The method according to claim 2,
The Brown gas supply pipe, and each of the hydrogen gas supply pipe has a double wall structure,
An engine system using Brown gas, characterized in that the double wall is filled with an inert gas. The method according to claim 2,
In order to clean the flow passage of hydrogen gas in the engine system,
A purge gas inlet provided in the brown gas supply pipe; And
And a purge gas outlet provided in a hydrogen gas supply pipe provided between the hydrogen reduction device and the hydrogen gas injector. The method according to claim 2,
The hydrogen gas supply pipe provided between the hydrogen reduction device and the hydrogen gas injector is provided with a flow rate control valve for adjusting the flow rate of hydrogen gas supplied to the hydrogen gas injector. The method according to claim 5,
The engine system is used as a power source of the ship,
Brown gas, characterized in that the flow control valve is connected to the speed governor (Governor) of the vessel to adjust the flow rate of hydrogen gas flowing into the combustion chamber of the engine according to the amount of fossil fuel used in the engine Engine system. The method according to claim 5,
In case of inactivity or emergency of the engine system,
And a gas combustion unit configured to receive and combust the hydrogen gas left in the hydrogen compressor, the flow control valve, and the hydrogen pressure reducing device. The method according to claim 1,
The engine system,
And a turbocharger for supercharging suction air sucked into the combustion chamber of the engine,
And an air cooling chamber in fluid communication with the turbocharger for cooling the intake air to be introduced into the turbocharger with the liquefied oxygen of the liquefied oxygen tank. The method according to claim 8,
An oxygen supply pipe is provided between the cold box unit and the liquefied oxygen tank, and between the liquefied oxygen tank and the air cooling chamber, respectively.
Each oxygen supply pipe has a double wall structure,
An engine system using Brown's gas, characterized in that the inert gas is filled between the double wall. The method according to claim 1,
The hydrogen reduction device,
A diffuser for reducing the high pressure hydrogen from the hydrogen tank; And
A hydrogen gas manifold that temporarily stores hydrogen decompressed by the diffuser at a constant pressure;
Engine system using Brown gas, characterized in that it comprises a. The method according to claim 1,
The liquefied oxygen tank has a double wall structure,
An engine system using Brown's gas, characterized in that the inert gas is filled between the double wall. The method according to claim 1,
And the hydrogen gas injector is mounted to the cylinder head of the engine to directly inject hydrogen gas into the combustion chamber of the engine. The method according to claim 1,
And the hydrogen gas injector is mounted to an intake port for guiding intake air into the combustion chamber of the engine to inject hydrogen gas into the intake port. A ship comprising; the engine system according to any one of claims 1 to 13. As a driving method of an engine using Brown gas,
Brown gas production step of producing Brown gas;
Brown gas cooling step of separating the liquefied oxygen and hydrogen gas by cooling the brown gas produced in the brown gas production step;
A liquid oxygen storage step of storing the liquid oxygen separated in the Brown gas cooling step in a liquid oxygen tank;
A hydrogen gas compression step of receiving and compressing the hydrogen gas separated in the brown gas cooling step;
Compressed hydrogen storage step of storing the hydrogen gas compressed in the hydrogen gas compression step;
A hydrogen reduction step of reducing the hydrogen gas stored in the compressed hydrogen storage step and maintaining the pressure at a constant pressure; And
And a fuel injection step of injecting hydrogen decompressed in the hydrogen depressurization step into the combustion chamber of the engine. The method according to claim 15,
And a suction air cooling step of cooling the intake air sucked into the combustion chamber of the engine with the liquefied oxygen stored in the liquefied oxygen storage step.

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