KR101685853B1 - Dual fuel internal combustion engine impelling apparatus - Google Patents

Dual fuel internal combustion engine impelling apparatus Download PDF

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Publication number
KR101685853B1
KR101685853B1 KR1020150169388A KR20150169388A KR101685853B1 KR 101685853 B1 KR101685853 B1 KR 101685853B1 KR 1020150169388 A KR1020150169388 A KR 1020150169388A KR 20150169388 A KR20150169388 A KR 20150169388A KR 101685853 B1 KR101685853 B1 KR 101685853B1
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South Korea
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internal combustion
combustion engine
heat exchanger
air
air compressor
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KR1020150169388A
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Korean (ko)
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임병준
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한국항공우주연구원
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant
    • B64D37/30—Fuel systems for specific fuels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B64C39/024—Aircraft not otherwise provided for characterised by special use of the remote controlled vehicle type, i.e. RPV
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/02—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • 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
    • 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
    • F02B5/00—Engines characterised by positive ignition
    • 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
    • F02D19/0639—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 characterised by the type of fuels
    • F02D19/0642—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 characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—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 characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • 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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • B64C2201/044—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/02—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
    • B64D2033/024—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes comprising cooling means

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

There is provided a dual fuel internal combustion engine propulsion device capable of selectively using liquid hydrogen and gasoline as fuel according to the altitude of an unmanned aerial vehicle. A dual fuel internal combustion engine propulsion system includes an air compressor that compresses air from the atmosphere and increases to atmospheric pressure; A heat exchanger for heat exchanging the pressurized air from the air compressor with liquid hydrogen to produce gaseous hydrogen and to reduce the temperature of the pressurized air; And an internal combustion engine receiving the reduced temperature air from the heat exchanger and selectively receiving the gaseous hydrogen and gasoline from the heat exchanger according to the altitude of the unmanned aerial vehicle.

Description

[0001] The present invention relates to a dual fuel internal combustion engine impelling apparatus,

More particularly, the present invention relates to a dual fuel internal combustion engine propulsion device for use in high altitude long-range unmanned aerial vehicles.

Hydrogen is advantageous as a fuel for long-haul aircraft because its energy per unit weight is more than three times higher than gasoline used for conventional aviation fuel. However, because of the low volumetric density of hydrogen, the use of hydrogen in an internal combustion engine with the same displacement reduces the output to about 60% compared to gasoline.

Patent Registration No. 10-1466881 {Registered Date: November 24, 2014}

SUMMARY OF THE INVENTION The present invention provides a dual fuel internal combustion engine propulsion device capable of selectively using liquid hydrogen and gasoline as fuel according to the altitude of an unmanned air vehicle have.

According to an aspect of the present invention, there is provided a dual fuel internal combustion engine propulsion apparatus including: an air compressor that compresses air from the atmosphere to increase at atmospheric pressure; A heat exchanger for heat exchanging the pressurized air from the air compressor with liquid hydrogen to produce gaseous hydrogen and reducing the temperature of the pressurized air; And an internal combustion engine that receives the reduced temperature air from the heat exchanger and selectively receives the gaseous hydrogen and gasoline from the heat exchanger according to the altitude of the unmanned airplane.

Preferably, the air compressor includes a multi-stage turbocharger. More preferably, the internal combustion engine includes a spark ignition type internal combustion engine. Preferably, the internal combustion engine is provided with the gaseous hydrogen from the heat exchanger when the unmanned airplane is located in the cruise section, and the internal combustion engine is provided with the gasoline when the unmanned airplane is in the takeoff and ascending section . And a combustor located between the air compressor and the internal combustion engine to supply the minimum energy for driving the air compressor by re-burning the exhaust gas from the internal combustion engine.

Said dual fuel internal combustion engine propulsion system comprising: a first air line positioned between said air compressor and said heat exchanger and serving as a passageway for providing said pressurized air from said air compressor to said heat exchanger; A second air line positioned between the heat exchanger and the air compressor and serving as a passageway for providing the heat exchanged air from the heat exchanger to the air compressor; A first tank for storing the liquid hydrogen and providing the liquid hydrogen to the heat exchanger; A second tank for storing the gasoline; A first hydrogen line positioned between the heat exchanger and the internal combustion engine and serving as a passageway for providing the gaseous hydrogen from the heat exchanger to the internal combustion engine; A first branch line branched from the first hydrogen line and extending to the combustor; A first valve installed in the first branch line for regulating a flow rate of the gaseous hydrogen supplied from the heat exchanger to the combustor; A first injector installed in the first hydrogen line for injecting the gaseous hydrogen from the heat exchanger into the internal combustion engine; A second valve installed in the first hydrogen line between the heat exchanger and the first injector to regulate a flow rate of the gaseous hydrogen supplied from the heat exchanger to the internal combustion engine; A third air line positioned between said air compressor and said internal combustion engine and serving as a passageway for providing said air with said reduced temperature from said air compressor to said internal combustion engine; An exhaust line positioned between the internal combustion engine and the air compressor and serving as a passageway for providing exhaust gas from the internal combustion engine to the air compressor; A second branch line branched from the exhaust line and extending to the combustor; A third valve installed in the second branch line for regulating a flow rate of the exhaust gas supplied from the internal combustion engine to the combustor; A second hydrogen line positioned between the first tank and the heat exchanger and serving as a passageway for providing hydrogen stored in the first tank to the heat exchanger; A gasoline line positioned between said second tank and said internal combustion engine and serving as a passageway for providing gasoline stored in said second tank to said internal combustion engine; A second injector installed in the gasoline line for injecting the gasoline stored in the second tank into the internal combustion engine; And a fourth valve installed in the gasoline line between the second tank and the second injector for regulating the flow rate of gasoline supplied from the second tank to the internal combustion engine.

The dual fuel internal combustion engine propulsion system detects the temperature and pressure of the atmospheric air to confirm the altitude of the unmanned aerial vehicle and provides the internal combustion engine with a control signal for selecting the fuel to be provided to the internal combustion engine according to the ascertained altitude of the unmanned aerial vehicle And a control unit for controlling the motor. Preferably, the controller controls operations of the first valve, the second valve, the third valve, and the fourth valve.

A dual fuel internal combustion engine propulsion apparatus according to another embodiment of the present invention includes: an air compressor that compresses air from the atmosphere and increases to atmospheric pressure; A heat exchanger for heat exchanging the pressurized air from the air compressor with liquid hydrogen to produce gaseous hydrogen and reducing the temperature of the pressurized air; An internal combustion engine receiving the reduced temperature air from the heat exchanger and selectively receiving the gaseous hydrogen and gasoline from the heat exchanger according to the altitude of the unmanned air vehicle; A combustor located between the air compressor and the internal combustion engine to supply the minimum energy for driving the air compressor by re-burning the exhaust gas from the internal combustion engine; And a controller for detecting a temperature and a pressure of the atmospheric air to confirm the altitude of the unmanned airplane and providing a control signal to the internal combustion engine for selecting a fuel to be provided to the internal combustion engine according to the altitude of the unmanned airplane .

A dual fuel internal combustion engine propulsion device according to an embodiment of the present invention includes a first air line, positioned between the air compressor and the heat exchanger, serving as a passageway for providing the pressurized air from the air compressor to the heat exchanger, ; A second air line positioned between the heat exchanger and the air compressor and serving as a passageway for providing the heat exchanged air from the heat exchanger to the air compressor; A first tank for storing the liquid hydrogen and providing the liquid hydrogen to the heat exchanger; A second tank for storing the gasoline; A first hydrogen line positioned between the heat exchanger and the internal combustion engine and serving as a passageway for providing the gaseous hydrogen from the heat exchanger to the internal combustion engine; A first branch line branched from the first hydrogen line and extending to the combustor; A first valve installed in the first branch line for regulating a flow rate of the gaseous hydrogen supplied from the heat exchanger to the combustor; A first injector installed in the first hydrogen line for injecting the gaseous hydrogen from the heat exchanger into the internal combustion engine; A second valve installed in the first hydrogen line between the heat exchanger and the first injector to regulate a flow rate of the gaseous hydrogen supplied from the heat exchanger to the internal combustion engine; A third air line positioned between said air compressor and said internal combustion engine and serving as a passageway for providing said air with said reduced temperature from said air compressor to said internal combustion engine; An exhaust line positioned between the internal combustion engine and the air compressor and serving as a passageway for providing exhaust gas from the internal combustion engine to the air compressor; A second branch line branched from the exhaust line and extending to the combustor; A third valve installed in the second branch line for regulating a flow rate of the exhaust gas supplied from the internal combustion engine to the combustor; A second hydrogen line positioned between the first tank and the heat exchanger and serving as a passageway for providing hydrogen stored in the first tank to the heat exchanger; A gasoline line positioned between said second tank and said internal combustion engine and serving as a passageway for providing gasoline stored in said second tank to said internal combustion engine; A second injector installed in the gasoline line for injecting the gasoline stored in the second tank into the internal combustion engine; And a fourth valve installed in the gasoline line between the second tank and the second injector for regulating the flow rate of gasoline supplied from the second tank to the internal combustion engine.

According to another aspect of the present invention, there is provided a dual fuel internal combustion engine propulsion system comprising: an air compressor which compresses air from the atmosphere and increases at atmospheric pressure; A heat exchanger for heat exchanging the pressurized air from the air compressor with liquid hydrogen to reduce the temperature of the pressurized air; An internal combustion engine receiving the reduced temperature air from the heat exchanger and selectively receiving the gaseous hydrogen and gasoline from the heat exchanger according to the altitude of the unmanned air vehicle; A first tank for storing the liquid hydrogen and providing the liquid hydrogen to the heat exchanger; A second tank for storing the gasoline; A combustor located between the air compressor and the internal combustion engine to supply the minimum energy for driving the air compressor by re-burning the exhaust gas from the internal combustion engine; And a controller for detecting a temperature and a pressure of the atmospheric air to confirm the altitude of the unmanned airplane and for providing a control signal to the internal combustion engine to select a fuel to be supplied to the internal combustion engine according to the altitude of the unmanned airplane .

The internal combustion engine reciprocating engine using hydrogen fuel uses the same spark ignition type as gasoline. Therefore, it is possible to use gasoline and hydrogen as fuel for the same engine.

Most of the high altitude long-range unmanned aerial vehicles perform their operations at high altitude missions, but the maximum output (ie, displacement) of the engine is required in the take-off and ascending It shall be determined based on the required output. Using the same amount of displacement, gasoline can boost the output more than hydrogen, so if you use gasoline as fuel in take-off and ascent you need high output, you can apply an engine with lower displacement than an engine using hydrogen single fuel Thereby reducing engine weight and improving aircraft performance.

Even if the same amount of displacement is used, if the output is increased by using gasoline as fuel in the take-off and ascending section, the flight and climb speed can be increased, and the mission altitude can be raised quickly. Also, since it is possible to move quickly to the target point necessary for the reconnaissance / monitoring mission, it is possible to enhance the utilization of high altitude unmanned aerial vehicles.

Engine displacement can be determined based on cruising conditions at mission altitude, which can reduce engine size. It converts to gasoline fuel and increases the output, so it is possible to move quickly in case of emergency and to move over the target. Reduces aircraft weight by improving engine performance through intake air cooling and omitting liquid hydrogen vaporizer.

1 is a diagram illustrating a dual fuel internal combustion engine propulsion system according to an embodiment of the present invention.
Fig. 2 is a view showing a steaming mode internal combustion engine, which is an example of the internal combustion engine shown in Fig. 1. Fig.
3 is a view for explaining control contents of the controller shown in Fig.
FIG. 4 is a graph showing the high-altitude long-term unmanned aerial vehicle mission profile and the required internal combustion engine output according to the embodiment of the present invention.
FIG. 5 is a diagram illustrating a high-altitude long-term unmanned aerial vehicle for use in a hydrogen reciprocating engine according to an embodiment of the present invention.

Hereinafter, a dual fuel internal combustion engine propulsion system according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a diagram illustrating a dual fuel internal combustion engine propulsion system according to an embodiment of the present invention.

Referring to FIG. 1, a dual fuel internal combustion engine propulsion system according to an embodiment of the present invention includes an air compressor 100, a first air line 110, a heat exchanger 200, a second air line 210, The first valve 224, the first injector 230, the second valve 240, the internal combustion engine 300, the third air line 310, the exhaust line 220, the first branch line 222, the first valve 224, The second branch line 322, the third valve 324, the combustor 400, the first tank 600, the second hydrogen line 610, the gasoline line 710, the second injector 720), and a fourth valve (730).

The air compressor 100 compresses air from the atmosphere and increases to atmospheric pressure. The air compressor (100) preferably includes a multi-stage turbocharger. The pressure of the air supplied to the internal combustion engine 300 must be raised to atmospheric pressure by using a multi-stage turbo charger or the like because the atmospheric pressure is low in high altitude.

The heat exchanger 200 heat exchanges the pressurized air from the air compressor 100 with liquid hydrogen to produce gaseous hydrogen and reduces the temperature of the pressurized air. An intercooler (not shown) is used to lower the temperature of the air that is raised during the pressurization by the air compressor 100. In aircraft, hydrogen is stored in a cryogenic liquid state to reduce its volume and must be vaporized before it is supplied to the engine. The use of the heat exchanger 200 between the liquid hydrogen and the pressurized intake air improves the efficiency of the internal combustion engine 300 by lowering the temperature of the air flowing into the internal combustion engine 300, The weight of the aircraft can be reduced.

The internal combustion engine 300 is provided with the reduced temperature air from the heat exchanger 200 and is selectively provided with the gaseous hydrogen and gasoline from the heat exchanger 200 according to the altitude of the unmanned aerial vehicle. 4, the internal combustion engine 300 receives the heat-exchanged liquid hydrogen from the heat exchanger, and when the unmanned airplane is in a take-off and ascending section The internal combustion engine (300) is provided with the gasoline.

Fig. 2 is a view showing a steaming mode internal combustion engine, which is an example of the internal combustion engine shown in Fig. 1. Fig. 2, the internal combustion engine 300 includes a spark ignition type internal combustion engine 300 having a suction portion 302, an exhaust portion 304, a fuel injector 306, an ignition plug 307, and a cylinder 308, .

The combustor 400 is located between the air compressor 100 and the internal combustion engine 300 and re-burns the exhaust gas from the internal combustion engine 300 to supply the minimum energy for driving the air compressor 100 do. A combustor 400 is mounted on an exhaust part of the internal combustion engine 300 to re-burn engine exhaust gas to maintain a minimum energy supply for driving the air compressor 100, Lowering the internal combustion engine power can increase efficiency from the aircraft system point of view. The optimum operating conditions are determined by taking into account the aircraft altitude, speed, engine power, and residual fuel weight.

The first air line 110 is positioned between the air compressor 100 and the heat exchanger 200 and serves as a passage for supplying the pressurized air from the air compressor 100 to the heat exchanger 200 .

The second air line 210 is located between the heat exchanger 200 and the air compressor 100 to provide the heat exchanged air from the heat exchanger 200 to the air compressor 100 It plays a role.

A first tank (600) stores the liquid hydrogen and provides it to the heat exchanger (200). The second tank 700 stores the gasoline.

The first hydrogen line 220 is positioned between the heat exchanger 200 and the internal combustion engine 300 and serves as a passage for supplying the gaseous hydrogen from the heat exchanger 200 to the internal combustion engine 300 . The first branch line 222 branches off from the first hydrogen line 220 and extends to the combustor 400. A first valve 224 is installed in the first branch line 222 to regulate the flow rate of the gaseous hydrogen supplied from the heat exchanger 200 to the combustor 400.

The first injector 230 is installed in the first hydrogen line 220 and injects the gaseous hydrogen from the heat exchanger 200 into the internal combustion engine 300. The second valve 240 is installed in the first hydrogen line 220 between the heat exchanger 200 and the first injector 230 and is provided to the internal combustion engine 300 from the heat exchanger 200. [ Controls the flow rate of gaseous hydrogen.

The third air line 310 is located between the air compressor 100 and the internal combustion engine 300 and provides the air with the reduced temperature from the air compressor 100 to the internal combustion engine 300 It serves as a passage. The exhaust line 320 is positioned between the internal combustion engine and the air compressor 100 and serves as a passage for supplying exhaust gas from the internal combustion engine 300 to the air compressor 100. The second branch line 322 branches off from the exhaust line 320 and extends to the combustor 400. A third valve 324 is provided in the second branch line 322 to regulate the flow rate of the exhaust gas from the internal combustion engine 300 to the combustor 400.

The second hydrogen line 610 is positioned between the first tank 600 and the heat exchanger 200 and serves as a passage for supplying the hydrogen stored in the first tank 600 to the heat exchanger 200 do. The gasoline line 710 is positioned between the second tank 700 and the internal combustion engine 300 and serves as a passage for supplying gasoline stored in the second tank 700 to the internal combustion engine 300.

The second injector 720 is installed in the gasoline line 710 and injects the gasoline stored in the second tank 700 into the internal combustion engine 300. The fourth valve 730 is installed in the gasoline line 710 between the second tank 700 and the second injector 720 and is connected to the gasoline line 710 provided to the internal combustion engine 300 from the second tank 700, .

3 is a view for explaining control contents of the controller shown in Fig. Referring to FIG. 3, the controller 500 detects a temperature and a pressure of the atmospheric air to check the altitude of the unmanned airplane and generates a control signal for selecting the fuel to be supplied to the internal combustion engine 300 according to the ascertained altitude of the unmanned airplane. To the internal combustion engine (300). The controller 500 controls the operation of the first valve 224, the second valve 240, the third valve 324, and the fourth valve 700.

FIG. 4 is a graph showing the high-altitude long-term unmanned aerial vehicle mission profile and the required internal combustion engine output according to the embodiment of the present invention. FIG. 5 is a diagram illustrating a high-altitude long-term unmanned aerial vehicle for use in a hydrogen reciprocating engine according to an embodiment of the present invention.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the present invention as defined by the following claims. It can be understood that it is possible.

100: air compressor 110: first air line
200: heat exchanger 210: second air line
220: first hydrogen line 222: first branch line
224: first valve 230: first injector
240: second valve 300: internal combustion engine
310: third air line 320: exhaust line
322: second branch line 324: third valve
400: combustor 500: controller
600: first tank 610: second hydrogen line
700: Second tank 710: Gasoline line
720: Second injector

Claims (12)

An air compressor for compressing the air from the atmosphere and increasing it to atmospheric pressure;
A heat exchanger for heat exchanging the pressurized air from the air compressor with liquid hydrogen to produce gaseous hydrogen and reducing the temperature of the pressurized air; And
And an internal combustion engine that receives the reduced temperature air from the heat exchanger and selectively receives the gaseous hydrogen and gasoline from the heat exchanger according to the altitude of the unmanned airplane. 2. The dual fuel internal combustion engine propulsion system of claim 1, wherein the air compressor comprises a multi-stage turbocharger. 2. The dual fuel internal combustion engine propulsion apparatus according to claim 1, wherein the internal combustion engine includes a spark ignition type internal combustion engine. The internal combustion engine according to claim 1, wherein when the unmanned airplane is located in a cruising section, the internal combustion engine receives the gaseous hydrogen from the heat exchanger, and when the unmanned airplane is in a take- Fuel ratio of the internal combustion engine. The dual fuel internal combustion engine propulsion apparatus according to claim 1, further comprising a combustor located between the air compressor and the internal combustion engine to re-burn exhaust gas from the internal combustion engine to supply minimum energy for driving the air compressor . 5. The method of claim 4,
A first air line positioned between the air compressor and the heat exchanger and serving as a passageway for providing the pressurized air from the air compressor to the heat exchanger;
A second air line positioned between the heat exchanger and the air compressor and serving as a passageway for providing the heat exchanged air from the heat exchanger to the air compressor;
A first tank for storing the liquid hydrogen and providing the liquid hydrogen to the heat exchanger;
A second tank for storing the gasoline;
A first hydrogen line positioned between the heat exchanger and the internal combustion engine and serving as a passageway for providing the gaseous hydrogen from the heat exchanger to the internal combustion engine;
A first branch line branched from the first hydrogen line and extending to the combustor;
A first valve installed in the first branch line for regulating a flow rate of the gaseous hydrogen supplied from the heat exchanger to the combustor;
A first injector installed in the first hydrogen line for injecting the gaseous hydrogen from the heat exchanger into the internal combustion engine;
A second valve installed in the first hydrogen line between the heat exchanger and the first injector to regulate a flow rate of the gaseous hydrogen supplied from the heat exchanger to the internal combustion engine;
A third air line positioned between said air compressor and said internal combustion engine and serving as a passageway for providing said air with said reduced temperature from said air compressor to said internal combustion engine;
An exhaust line positioned between the internal combustion engine and the air compressor and serving as a passageway for providing exhaust gas from the internal combustion engine to the air compressor;
A second branch line branched from the exhaust line and extending to the combustor;
A third valve installed in the second branch line for regulating a flow rate of the exhaust gas supplied from the internal combustion engine to the combustor;
A second hydrogen line positioned between the first tank and the heat exchanger and serving as a passageway for providing hydrogen stored in the first tank to the heat exchanger;
A gasoline line positioned between said second tank and said internal combustion engine and serving as a passageway for providing gasoline stored in said second tank to said internal combustion engine;
A second injector installed in the gasoline line for injecting the gasoline stored in the second tank into the internal combustion engine; And
Further comprising a fourth valve disposed in the gasoline line between the second tank and the second injector for regulating the flow rate of gasoline supplied from the second tank to the internal combustion engine. The control system according to claim 6, further comprising: a controller for detecting a temperature and a pressure of the atmospheric air to check the altitude of the unmanned airplane and providing a control signal to the internal combustion engine to select a fuel to be provided to the internal combustion engine according to the altitude of the unmanned airplane Further comprising an internal combustion engine. 8. The dual fuel internal combustion engine propulsion system of claim 7, wherein the controller controls operation of the first valve, the second valve, the third valve, and the fourth valve. An air compressor which compresses air from the atmosphere and increases to atmospheric pressure;
A heat exchanger for heat exchanging the pressurized air from the air compressor with liquid hydrogen to produce gaseous hydrogen and reducing the temperature of the pressurized air;
An internal combustion engine receiving the reduced temperature air from the heat exchanger and selectively receiving the gaseous hydrogen and gasoline from the heat exchanger according to the altitude of the unmanned air vehicle;
A combustor located between the air compressor and the internal combustion engine to supply the minimum energy for driving the air compressor by re-burning the exhaust gas from the internal combustion engine; And
A controller for detecting the temperature and pressure of the atmosphere to confirm the altitude of the unmanned airplane and providing a control signal to the internal combustion engine to select the fuel to be provided to the internal combustion engine according to the altitude of the unmanned airplane identified above, Engine propulsion system. 10. The method of claim 9,
A first air line positioned between the air compressor and the heat exchanger and serving as a passageway for providing the pressurized air from the air compressor to the heat exchanger;
A second air line positioned between the heat exchanger and the air compressor and serving as a passageway for providing the heat exchanged air from the heat exchanger to the air compressor;
A first tank for storing the liquid hydrogen and providing the liquid hydrogen to the heat exchanger;
A second tank for storing the gasoline;
A first hydrogen line positioned between the heat exchanger and the internal combustion engine and serving as a passageway for providing the gaseous hydrogen from the heat exchanger to the internal combustion engine;
A first branch line branched from the first hydrogen line and extending to the combustor;
A first valve installed in the first branch line for regulating a flow rate of the gaseous hydrogen supplied from the heat exchanger to the combustor;
A first injector installed in the first hydrogen line for injecting the gaseous hydrogen from the heat exchanger into the internal combustion engine;
A second valve installed in the first hydrogen line between the heat exchanger and the first injector to regulate a flow rate of the gaseous hydrogen supplied from the heat exchanger to the internal combustion engine;
A third air line positioned between said air compressor and said internal combustion engine and serving as a passageway for providing said air with said reduced temperature from said air compressor to said internal combustion engine;
An exhaust line positioned between the internal combustion engine and the air compressor and serving as a passageway for providing exhaust gas from the internal combustion engine to the air compressor;
A second branch line branched from the exhaust line and extending to the combustor;
A third valve installed in the second branch line for regulating a flow rate of the exhaust gas supplied from the internal combustion engine to the combustor;
A second hydrogen line positioned between the first tank and the heat exchanger and serving as a passageway for providing hydrogen stored in the first tank to the heat exchanger;
A gasoline line positioned between said second tank and said internal combustion engine and serving as a passageway for providing gasoline stored in said second tank to said internal combustion engine;
A second injector installed in the gasoline line for injecting the gasoline stored in the second tank into the internal combustion engine; And
Further comprising a fourth valve disposed in the gasoline line between the second tank and the second injector for regulating the flow rate of gasoline supplied from the second tank to the internal combustion engine. An air compressor which compresses air from the atmosphere and increases to atmospheric pressure;
A heat exchanger for heat exchanging the pressurized air from the air compressor with liquid hydrogen to reduce the temperature of the pressurized air;
An internal combustion engine receiving said reduced temperature air from said heat exchanger and selectively receiving gaseous hydrogen and gasoline from said heat exchanger according to the altitude of said unmanned air vehicle;
A first tank for storing the liquid hydrogen and providing the liquid hydrogen to the heat exchanger;
A second tank for storing the gasoline;
A combustor located between the air compressor and the internal combustion engine to supply the minimum energy for driving the air compressor by re-burning the exhaust gas from the internal combustion engine; And
A controller for detecting the temperature and pressure of the atmosphere to confirm the altitude of the unmanned airplane and providing a control signal to the internal combustion engine to select the fuel to be provided to the internal combustion engine according to the altitude of the unmanned airplane identified above, Engine propulsion system. 12. The method of claim 11,
A first air line positioned between the air compressor and the heat exchanger and serving as a passageway for providing the pressurized air from the air compressor to the heat exchanger;
A second air line positioned between the heat exchanger and the air compressor and serving as a passageway for providing the heat exchanged air from the heat exchanger to the air compressor;
A first hydrogen line positioned between the heat exchanger and the internal combustion engine and serving as a passageway for providing the gaseous hydrogen from the heat exchanger to the internal combustion engine;
A first branch line branched from the first hydrogen line and extending to the combustor;
A first valve installed in the first branch line for regulating a flow rate of the gaseous hydrogen supplied from the heat exchanger to the combustor;
A first injector installed in the first hydrogen line for injecting the gaseous hydrogen from the heat exchanger into the internal combustion engine;
A second valve installed in the first hydrogen line between the heat exchanger and the first injector to regulate a flow rate of the gaseous hydrogen supplied from the heat exchanger to the internal combustion engine;
A third air line positioned between said air compressor and said internal combustion engine and serving as a passageway for providing said air with said reduced temperature from said air compressor to said internal combustion engine;
An exhaust line positioned between the internal combustion engine and the air compressor and serving as a passageway for providing exhaust gas from the internal combustion engine to the air compressor;
A second branch line branched from the exhaust line and extending to the combustor;
A third valve installed in the second branch line for regulating a flow rate of the exhaust gas supplied from the internal combustion engine to the combustor;
A second hydrogen line positioned between the first tank and the heat exchanger and serving as a passageway for providing hydrogen stored in the first tank to the heat exchanger;
A gasoline line positioned between said second tank and said internal combustion engine and serving as a passageway for providing gasoline stored in said second tank to said internal combustion engine;
A second injector installed in the gasoline line for injecting the gasoline stored in the second tank into the internal combustion engine; And
Further comprising a fourth valve disposed in the gasoline line between the second tank and the second injector for regulating the flow rate of gasoline supplied from the second tank to the internal combustion engine.
KR1020150169388A 2015-11-30 2015-11-30 Dual fuel internal combustion engine impelling apparatus KR101685853B1 (en)

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KR101865119B1 (en) * 2016-12-13 2018-06-07 한국항공우주연구원 Turbo charger system for high altitude unmanned aircraft
KR101936266B1 (en) 2017-09-28 2019-01-08 김은종 Fuel supply testing apparatus for engine and fuel supply control method
KR101930919B1 (en) * 2017-09-26 2019-03-11 퍼스텍주식회사 Fuel supply testing apparatus for engine and fuel supply control method
US11365651B2 (en) 2018-12-10 2022-06-21 Hanwha Aerospace Co., Ltd. Auxiliary power unit for reducing flow loss of gas

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KR101865119B1 (en) * 2016-12-13 2018-06-07 한국항공우주연구원 Turbo charger system for high altitude unmanned aircraft
KR101930919B1 (en) * 2017-09-26 2019-03-11 퍼스텍주식회사 Fuel supply testing apparatus for engine and fuel supply control method
KR101936266B1 (en) 2017-09-28 2019-01-08 김은종 Fuel supply testing apparatus for engine and fuel supply control method
US11365651B2 (en) 2018-12-10 2022-06-21 Hanwha Aerospace Co., Ltd. Auxiliary power unit for reducing flow loss of gas

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