NL2027456B1 - NH3-H2 internal combustion engine - Google Patents

NH3-H2 internal combustion engine Download PDF

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Publication number
NL2027456B1
NL2027456B1 NL2027456A NL2027456A NL2027456B1 NL 2027456 B1 NL2027456 B1 NL 2027456B1 NL 2027456 A NL2027456 A NL 2027456A NL 2027456 A NL2027456 A NL 2027456A NL 2027456 B1 NL2027456 B1 NL 2027456B1
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cylinder
fuel
combustion engine
internal combustion
engine according
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NL2027456A
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Dutch (nl)
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Vos Peter
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Univ Delft Tech
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/10—Fuel cells with solid electrolytes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/10—Fuel cells with solid electrolytes
    • H01M8/12—Fuel cells with solid electrolytes operating at high temperature, e.g. with stabilised ZrO2 electrolyte
    • H01M2008/1293—Fuel cells with solid oxide electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/40—Combination of fuel cells with other energy production systems
    • H01M2250/407—Combination of fuel cells with mechanical energy generators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/22—Fuel cells in which the fuel is based on materials comprising carbon or oxygen or hydrogen and other elements; Fuel cells in which the fuel is based on materials comprising only elements other than carbon, oxygen or hydrogen
    • H01M8/222—Fuel cells in which the fuel is based on compounds containing nitrogen, e.g. hydrazine, ammonia

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Sustainable Development (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The present invention relates to an internal piston combustion engine using a combined fuel combustion mixture of two different fuels, the first fuel comprising or consisting mainly of hydrogen, Wherein the fuel mixture self-ignites under compression, as well as to a transportation vehicle comprising such an internal combustion engine, and a screw-type propellor comprising such an internal combustion engine.

Description

P100593NL00 NH:-H: internal combustion engine
FIELD OF THE INVENTION The present invention relates to a reciprocating internal combustion engine using a combined fuel mixture for the combustion of two different fuels, the first fuel comprising or consisting mainly of hydrogen, wherein the fuel mixture self-ignites under compression, as well as to a transportation vehicle comprising such an internal combustion engine, and a screw-type propellor comprising such an internal combustion engine.
BACKGROUND OF THE INVENTION The present invention is in the field of an internal combustion engine. Such engines are well-known. An example is a diesel engine, wherein ignition of the fuel is caused by the elevated temperature of the air in the cylinder due to the mechanical compression (adiabatic compression), the diesel engine may therefore also be referred to as a compression-ignition engine. In an alternative an engine may use a spark for ignition of typically an air-fuel mix- ture. Diesel engines work by compressing only the air and not the fuel itself. This air tem- perature inside the combustion chamber of the cylinder is increased such that diesel fuel in- jected thereafter into the combustion chamber ignites spontaneously. Typically, an air-fuel ratio needs to be controlled well, and the air-fuel ratio is usually high for diesel engines. The diesel engine has a high thermal efficiency. Unburned fuel is typically not present during valve overlap and therefore no fuel goes directly from the intake/injection to the exhaust. Low-speed diesel engines can reach effective efficiencies of up to 55%. Diesel engines typi- cally have two-stroke or four-stroke cycles. Diesels may be very large. And diesel engines may comprise multiple cylinders. The world's largest diesel engines put in service are 14- cylinder, two-stroke watercraft diesel engines; they produce a peak power of almost 100 MW each.
Ammonia (NH3) may be considered as one of the more promising alternative fuels for maritime applications to meet the IMO 2050 goals. Its unique selling point is that the energy chain is carbon-free, if NH; is produced from renewable power. Since nitrogen can be quite easily extracted in large volumes from air, renewable ammonia synthesis is expected to be cheaper than for example methanol synthesis. Furthermore, the energy density and re- quired storage conditions of ammonia are significantly better than that of pure hydrogen. making ammonia an ideal hydrogen and energy carrier for ships in particular. A major dis- advantage of ammonia is its toxicity to humans and animals, which may be one of the prima- ry reasons why ammonia is not considered a feasible fuel. Nevertheless, ammonia is already shipped in bulk today as it is used in for instance fertiliser and is a widely applied refrigerant as well. On board of ships the toxicity of ammonia may be less of an issue than it is in other transport applications, since ships represent a controlled environment that can only be ac- cessed by trained professionals. Therefore, for the energy transition in the maritime industry ammonia is considered as one of the fuels that will be applied on board of ships in the near to distant future.
In an alternative hydrogen may be considered as a fuel, such as in a vehicle. Thereto the chemical energy of hydrogen may be converted into mechanical or electrical energy ei- ther by burning hydrogen in an internal combustion engine, or, more commonly, by reacting hydrogen with oxygen in a fuel cell to power electric motors. Hydrogen is nowadays mainly produced by steam methane reforming, which emits carbon dioxide, and is therefore less desired. It can be produced by other processes, but these processes are currently expensive.
Another disadvantage of ammonia, specifically for when it is considered as a fuel for internal combustion engines, is its poor combustibility. Some documents relate to combus- tion of combined gases, such as of NH: and Ha. Combustion of these combined gases is not well controlled, unfortunately Large scale internal combustion engines that run on such a combined mixture do not yet exist according to the knowledge of the present inventors, while these fuels can be produced separately using e.g. renewable power in a cost-effective manner. It is also unclear how fuel supply to a cylinder should actually be accomplished, in order to obtain an efficient and controlled combustion.
The present invention therefore relates to an internal combustion engine and further aspects thereof, which overcomes one or more of the above disadvantages, without compro- mising functionality and advantages.
SUMMARY OF THE INVENTION It is an object of the invention to overcome one or more limitations of prior art internal combustion engines for combustion of a fluid fuel mixture. In a first aspect the present in- vention relates to an internal combustion engine for a combustion of a fluid fuel mixture at least one first fuel and Ha, wherein the first fuel has a higher self-ignition temperature than Ho, in particular a >50 K higher self-ignition temperature, comprising at least one cylinder for combustion, typically a multitude of cylinders, the at least one cylinder comprising a pis- ton, at least one first fuel input line per cylinder, the at least one input line being in fluidic contact with a fuel container comprising first fuel and the at least one cylinder, at least one H: input line per cylinder, the at least one Ha input line being in fluidic contact with a fuel container comprising H: and the at least one cylinder, at least one H; pressurizer for provid- ing Hy under pressure to the cylinder, which pressurizer may be provided externally of the present internal combustion engine and adapted to provide pressure to Hz, wherein first fuel and H; input lines are separate from one and another, a cylinder port injector per first fuel input line, and a controller for first providing an air-first fuel mixture to the at least one cyl- inder, for compressing the air-first fuel mixture by operating the piston, and after compress- ing the air-first fuel mixture providing Hz to the cylinder, and for igniting the fuel mixture of first fuel and Ha.
In an second aspect the present invention relates to a cylinder for an internal combus- tion engine according to the invention, the cylinder comprising a piston, at least one first fuel input line, at least one Hz input line, wherein first fuel and Hz input lines are separate from one and another, a cylinder port injector per first fuel input line, and optionally a controller for first providing an air-first fuel mixture to the at least one cylinder, for compressing the air-first fuel mixture by operating the piston, and after compressing the air-first fuel mixture providing H: to the cylinder, and for igniting the fuel mixture of first fuel and Ha.
In a third aspect the present invention relates to an assembly comprising an internal combustion engine according to the invention, and a fuel cell, such as a solid oxide fuel cell, wherein the fuel cell is adapted to provide H: to the internal combustion engine. Likewise an H»-rich gaseous mixture of substances, e.g. Hz, N: and H>O, may be provided.
In a fourth aspect the present invention relates to a transportation comprising an inter- nal combustion engine according to the invention, such as a ship, a submarine, a truck, a bus, a train, and a car.
In a fifth aspect the present invention relates to a screw-type propellor, or generator, comprising, that is typically driven by, an internal combustion engine according to the in- vention, such as a screw-type propellor in a propulsion plant, an alternator, in an electrical power generator, in a watercraft engine, in a water-turbine, such as a water-turbine for main- taining a water level.
The present invention provides a solution to one or more of the above-mentioned problems and overcomes drawbacks of the prior art. Advantages of the present description are detailed throughout the description.
DETAILED DESCRIPTION OF THE INVENTION In an exemplary embodiment the present internal combustion engine comprises a valve or needle in the Hz input line for entering Ha into the cylinder, in particular a valve or needle that is adapted to open and close, such as by a camshaft.
In an exemplary embodiment of the present internal combustion engine the piston is adapted to open and close the valve or wherein the piston is adapted to lift or release the needle.
In an exemplary embodiment of the present internal combustion engine the piston is adapted to open and close the valve or wherein the piston is adapted to lift or release the needle in or close to its top-dead centre position.
In an exemplary embodiment of the present internal combustion engine the at least one cylinder is adapted to pressurize the air-first fuel mixture to a Hz compression ignition pres- sure, in particular to a pressure of > 100 kPa, more in particular >200 kPa, such as >250 kPa.
In an exemplary embodiment of the present internal combustion engine the at least one cylinder is adapted to increase the air-first fuel mixture temperature to a Hz self-ignition temperature, in particular to a temperature of > 585 °C, more in particular > 590 °C, such as > 600 °C.
In an exemplary embodiment of the present internal combustion engine the at least one cylinder is adapted to increase the air-second fuel mixture temperature to a temperature be- low the first fuel self-ignition temperature.
In an exemplary embodiment of the present internal combustion engine the at least one cylinder is adapted to increase the air-second fuel mixture temperature to < 675 °C, more preferably < 651 °C, such as < 630 °C.
In an exemplary embodiment of the present internal combustion engine the controller is adapted to maintain the cylinder temperature each individually to a temperature of > 585 °C and below the first fuel self-ignition temperature The auto-ignition temperature of Hy is 585 degrees Celsius. The auto-ignition tempera- ture of NH: is 651 degrees Celsius. So in this example the difference in auto-ignition tem- peratures is some 66 Kelvin. It is preferred that the first fuel auto-ignition temperature is sufficiently higher than that of H such that the present ICE can run smoothly and efficiently.
In an exemplary embodiment of the present internal combustion engine the at least one cylinder comprises a cylinder head with at least one Hz chamber therein, wherein the at least one H: chamber is in fluidic contact with the at least one Ha input line and comprises a valve or needle for providing or preventing fluidic contact with the cylinder.
In an exemplary embodiment of the present internal combustion engine the at least one cylinder has a swept volume of 20-2.5*10° cm’, in particular 100-1* 105 cm’, more in partic- ular 1*10°-1*10° cm’. It is noted that the present ICE is suited for various sizes of cylinders, and in particular for larger cylinders. It is noted that largest Marine Diesel Engine currently on the market has a stroke or swift volume (which is slightly lower than the total volume when piston is at BDC) of about 2.5*10° cm’. Technically there is no reason why the present concept would not work for such a large engine, or even larger engines for that matter. There might indeed be a practical lower limit to the cylinder volume, but 20 cm? is considered fea- sible.
In an exemplary embodiment of the present internal combustion engine the controller is adapted to control a hydrogen injection time. In fact it is not so much the ignition time that might be controlled, but rather the injection time of the hydrogen, which is found to give indirect control of the ignition time. Typically first the ignition delay for different composi- tions and circumstances is determined. The data obtained thereby is then used for control. This is likely the best way to control the Hz injection timing. The control is therewith more precise than with regular (prior art) camshaft control, and timing can be adjusted for differ- ent operating conditions. Good efficiencies and fuel consumption is therewith achieved.
In an exemplary embodiment of the present internal combustion engine the controller is adapted actuate the Ha valve or needle, such as hydraulically or electrically actuating In an exemplary embodiment the present internal combustion engine comprises a hy- draulic actuator, in particular a hydraulic actuator coupled to camshaft, such as for operating the valve or needle In an exemplary embodiment of the present internal combustion engine is with the proviso that no ignitor is present in the at least one cylinder, i.e. no ignitor adapted to ignite the present fuel mixture, or at least not being active.
In an exemplary embodiment the present internal combustion engine comprises an ignitor in the at least one cylinder for operation under partial load, such as under a load of <20% with respect to a maximum load. This is considered an exceptional case, but is does provide a solution for operating the present ICE under conditions of sub-maximal load.
5 In an exemplary embodiment the present internal combustion engine further comprises a Selective catalytic Reductor (SCR) in at least one exhaust, wherein the exhaust is in fluidic connection with at least one cylinder.
In an exemplary embodiment the present internal combustion engine comprises 2-24 cylinders, in particular 4-16 cylinders, such as 6-12 cylinders.
In an exemplary embodiment of the present internal combustion engine the internal combustion engine is a compression ignition engine.
In an exemplary embodiment of the present internal combustion engine the first fuel is selected from NHs, CH30OH, and combinations thereof, In an exemplary embodiment of the present internal combustion engine the first fuel has a higher self-ignition temperature than Hz, and/or wherein the first fuel is in a relatively pure form, such as comprises substantially of NHs, CH;0O0H, or a mixture thereof Typically it comprises >90% of the first fuel, such as > 95%, in particular > 99%.
In an exemplary embodiment of the present internal combustion engine the cylinder and/or piston are adapted to provide a homogeneous temperature distribution inside the cyl- inder of the air-first fuel mixture, in particular wherein a piston head comprises a elevated central section and an elevated edge section.
In an exemplary embodiment of the present internal combustion engine the at least one first fuel input line is provided under an angle with respect to a central axis of the cylin- der.
The invention will hereafter be further elucidated through the following examples which are exemplary and explanatory of nature and are not intended to be considered limit- ing of the invention. To the person skilled in the art it may be clear that many variants, being obvious or not, may be conceivable falling within the scope of protection, defined by the present claims.
FIGURES Figure 1 shows a schematic cross section of one cylinder (including cylinder wall, cylinder head, piston etc.) of the internal combustion engine. In this figure the distinguishing feature of the present invention, a H; (or Anode Off Gas) chamber inside the cylinder head, is clearly shown; details are discussed below. Figure 2 shows a schematic graph that explains the opening & closing action of the Hz valve or needle, which controls the hydrogen flow to the combustion chamber and with it, the combustion process. Figure 3 shows a schematic diagram of a complete system lay-out of which the present invention with regards to internal combustion engines could be a part. In this so-called AmmoniaDrive system the ICE is fuelled by renewably-produced ammonia (NH) and Anode Off Gas (AOG) from the ammo-
nia-fuelled SOFC. The AOG contains a significant amount of hydrogen that is needed for the combustion in the here presented ICE.
DETAILED DESCRIPTION OF FIGURES In the figures: 1 Cylinder cross section 2 H: (or Anode Off Gas) chamber 3 Needle/Valve that opens/closes the H: supply lines to the combustion chamber 4 Hb (or Anode Off Gas) supply lines 5 Combustion chamber 6 Inlet port (for providing a mixture of air and first fuel to the cylinder) 7 Outlet port 10 Internal combustion engine (ICE) 11 air inlet 12 first fuel inlet, e.g. of NH; 13 Ha inlet 14 Selective catalytic Reductor (SCR) 15 exhaust gas outlet 16 propellor 17 gear box (GB) 21 first fuel supply, e.g. of NH; 22 solid oxide fuel cell (SOFC) 23 electromotor (EM) The below, with reference to all figures, describes operation of the present internal combustion engine with cylinder.
In the schematic cross section of fig. 1 of the cylinder (1) the characteristic feature of the present invention is clearly shown: the Hz (or AOG) chamber (A) inside the cylinder head. Opening and closing of the Hz (or AOG) supply lines (C) is controlled by controlling the position of the Hz-needle (B) or -valve that ensures hydrogen only flows to the combus- tion chamber at the right times. The needle is drawn in its lowest position. This flow prefera- bly starts just before the piston reaches Top Dead Centre and remain for a large part of the power stroke as will be explained below. The position of the H:-needle/-valve can be con- trolled by common camshaft technology. An increased controlling capacity to enable differ- ent opening/closing timing of the Hz-needle or -valve is applied to allow for proper combus- tion control in part load conditions as well. The top graph of Figure 2 shows the opening and closing actions of the H»-needle/-valve. Just before the piston reaches Top Dead Centre the needle/valve is opened, which causes the Hz or Ha-containing Anode Off Gas to flow to- wards the combustion chamber (D), as the pressure inside the H: chamber is higher than in the cylinder. Given the high temperature (due to compression) and presence of oxygen inside the combustion chamber the hydrogen will combust first, raising the temperature in the cyl-
inder sufficiently for the combustion of the already-present NH: (or other first fuel with higher self-ignition temperature than Hz). The first fuel has entered the cylinder during the induction stroke (for 4-stroke engines) or scavenging process (for 2-stroke engines) together with air through the inlet port (E) (e.g. by port-injection). The power stroke follows and during the power stroke the H:-needle/valve remains opened for a large part of the power stroke, see top graph of Figure 2. The result is that the pressure in the H:-chamber and cylin- der become equal and as the pressure in both lowers while the piston moves downward, H: will continue to flow from the Hz (or AOG) chamber to the cylinder, according to induction principle. The hydrogen flow will in later stages of the power stroke smaller than in the be- ginning of the power stroke (31 in the bottom graph of Figure 2), but sufficient (32 in the bottom graph of Figure 2) to ensure late combustion during the power stroke as well. The latter is considered important to reach as high as possible combustion efficiency of the first fuel, preferably complete combustion (i.e. combustion efficiency is 100%), and to avoid flame quenching.
From the perspective of increasing combustion efficiency as much as possible, it is also important to note that the H:-supply lines (C) are connected to the cylinder/combustion chamber (D) under an angle. By carefully designing the supply lines inside the cylinder head the Ha (or AOG) flow towards the cylinder induces or improves the “swirl” inside the cylin- der, which has an important effect on increasing the combustion efficiency as well. After the combustion process the exhaust valve is opened and the exhaust gases leave the combustion chamber through outlet port (F) in a common way for 4-stroke (driven by the upward movement of the piston during the exhaust stroke) or 2-stroke (driven by the pressure differ- ence between inlet air receiver and exhaust gas receiver) engines.
Figure 3 shows a schematic lay-out of a shipboard power plant of which the current ICE (10) is a part. This so-called AmmoniaDrive system provides power to a ship (in this case) for propulsion and other purposes (“Aux” and “Mission”). In the current system dia- gram the ICE (10) is coupled mechanically to the propeller (16) of the ship by shafts and through the gearbox (17). In this diagram the ship has a hybrid drive for propulsion, i.e. the propeller is driven by the ICE (10) AND / OR the Electric Motor (23). A “fully electric” ship, in which the propeller is driven by an Electric Motor only and the ICE (10) is located elsewhere on the ship to drive a electric power generator (alternator) is also possible. The latter example shows that the AmmoniaDrive system needs not be restricted to maritime applications; application in other vehicles, or as (emergency / back-up) electric power plants is also feasible. In the AmmoniaDrive system the ICE (10) is supplied with air (11), ammo- nia (12) and Hydrogen-rich Anode Off Gas (13) from a SOFC (22). The exhaust gas (15), which may contain traces of ammonia or nitrous oxides, is “cleaned” in the SCR (14), lead- ing to carbon-free and pollutant-free exhaust gas of the complete AmmoniaDrive System.
The next section is added to support the search, and the section thereafter is consid- ered to be a full translation thereof into Dutch.
1. Internal combustion engine for a combustion of a fluid fuel mixture of at least one first fuel and Hz, wherein the first fuel has a higher self-ignition temperature than Ha, in particular a >50 K higher self-ignition temperature, comprising at least one cylinder for combustion, the at least one cylinder comprising a piston, at least one first fuel input line per cylinder, the at least one input line adapted to be in fluidic contact with a fuel container comprising first fuel and the at least one cylinder, at least one Hz input line per cylinder, the at least one H input line adapted to be in fluidic contact with a fuel container comprising H; and the at least one cylinder, at least one Ha pressurizer for providing H: under pressure to the cylinder, wherein first fuel and Hz input lines are separate from one and another, a cylinder port injector per first fuel input line, and a controller for first providing an air-first fuel mixture to the at least one cylinder, for compressing the air-first fuel mixture by operating the piston, and after compressing the air- first fuel mixture providing H: to the cylinder, and for igniting the fuel mixture of first fuel and Ha.
2. Internal combustion engine according to embodiment 1, comprising a valve or needle in the Hz input line for entering Ha into the cylinder, in particular a valve or needle that is adapted to open and close, such as by a camshaft.
3. Internal combustion engine according to embodiment 2, wherein the piston is adapted to open and close the valve or wherein the piston is adapted to lift or release the needle.
4. Internal combustion engine according to embodiment 3, wherein the piston is adapted to open and close the valve or wherein the piston is adapted to lift or release the needle in or close to its top-dead centre position.
5. Internal combustion engine according to any of embodiments 1-4, wherein the at least one cylinder is adapted to pressurize the air-first fuel mixture to a Hz compression ignition pres- sure, in particular to a pressure of > 100 kPa, more in particular >200 kPa.
6. Internal combustion engine according to any of embodiments 1-5, wherein the at least one cylinder is adapted to increase the air-first fuel mixture temperature to a Hz self-ignition temperature, in particular to a temperature of > 585 °C, more in particular > 590 °C, and preferably to a temperature below the first fuel self-ignition temperature, in particular of < 675 °C, more preferably < 651 °C, and/or wherein the controller is adapted to maintain the cylinder temperature each individually to a temperature of > 585 °C and below the first fuel self-ignition temperature.
7. Internal combustion engine according to any of embodiments 1-6, wherein the at least one cylinder comprises a cylinder head with at least one Hz chamber therein, wherein the at least one H; chamber is in fluidic contact with the at least one H; input line and comprises a valve or needle for providing or preventing fluidic contact with the cylinder.
8. Internal combustion engine according to any of embodiments 1-7, wherein the at least one cylinder has a swept volume of 20-2.5*106 cm’, in particular 100-1*10° cm?, more in partic-
ular 1*¥10°-1%10° em’.
9. Internal combustion engine according to any of embodiments 1-8, wherein the controller is adapted to control a hydrogen injection time.
10. Internal combustion engine according to any of embodiments 1-9, wherein the controller is adapted actuate the H: valve or needle, such as hydraulically or electrically actuating.
11. Internal combustion engine according to any of embodiments 1-10, comprising a hydrau- lic actuator, in particular a hydraulic actuator coupled to camshaft, such as for operating the valve or needle.
12. Internal combustion engine according to any of embodiments 1-11, with the proviso that no ignitor is present in the at least one cylinder.
13. Internal combustion engine according to any of embodiments 1-11, comprising an ignitor in the at least one cylinder for operation under partial load, such as under a load of <20% with respect to a maximum load.
14. Internal combustion engine according to any of embodiments 1-13, further comprising a Selective catalytic Reductor (SCR) in at least one exhaust, wherein the exhaust is in fluidic connection with at least one cylinder.
15. Internal combustion engine according to any of embodiments 1-14, comprising 2-24 cyl- inders, in particular 4-16 cylinders, such as 6-12 cylinders.
16. Internal combustion engine according to any of embodiments 1-15, wherein the internal combustion engine is a compression ignition engine.
17. Internal combustion engine according to any of embodiments 1-16, wherein the first fuel has a higher self-ignition temperature than Hz, and/or wherein the first fuel is selected from NH;, CH;00H, and combinations thereof, preferably wherein the first fuel comprises sub- stantially of NHs, CH:OOH, or a combination thereof.
18. Internal combustion engine according to any of embodiments 1-17, wherein the cylinder and/or piston are adapted to provide a homogeneous temperature distribution inside the cyl- inder of the air-first fuel mixture, in particular wherein a piston head comprises a elevated central section and an elevated edge section, and/or wherein the at least one first fuel input line is provided under an angle with respect to a central axis of the cylinder.
19. Cylinder for an internal combustion engine according to any of embodiments 1-18, the cylinder comprising a piston, at least one first fuel input line, at least one Hz input line, wherein first fuel and H; input lines are separate from one and another, a cylinder port injec- tor per first fuel input line, and optionally a controller for first providing an air-first fuel mix- ture to the at least one cylinder, for compressing the air-first fuel mixture by operating the piston, and after compressing the air-first fuel mixture providing Hz to the cylinder, and for igniting the fuel mixture of first fuel and Ha.
20. Assembly comprising an internal combustion engine according to any of embodiments 1- 18, and a fuel cell, such as a solid oxide fuel cell, wherein the fuel cell is adapted to provide H: to the internal combustion engine.
21. Transportation vehicle comprising an internal combustion engine according to any of embodiments 1-18, such as a ship, a submarine, a truck, a bus, a train, and a car.
22. Screw-type propellor comprising an internal combustion engine according to any of em- bodiments 1-18, such as a screw-type propellor in a propulsion plant, in an electrical power generator, in a watercraft engine, in a water-turbine, such as a water-turbine for maintaining a water level.

Claims (22)

ConclusiesConclusions 1. Interne verbrandingsmotor voor de verbranding van een vloeibaar brandstofmengsel van ten minste een eerste brandstof en Hz, waarbij de eerste brandstof een hogere zelfontbran- dingstemperatuur heeft dan Ha, in het bijzonder een >50 K hogere zelfontbrandingstempera- tuur, omvattend ten minste één cilinder voor de verbranding, waarbij de ten minste één cilinder een zuiger omvat, ten minste één eerste brandstofinvoerleiding per cilinder, waarbij de ten minste één invoerleiding aangepast is om in vloeibaar contact te staan met een brandstoftank die de eer- ste brandstof omvat en de ten minste één cilinder, ten minste één Ha-invoerleiding per cilinder, waarbij ten minste één H2-invoerleiding aangepast is om in vloeibaar contact te staan met een brandstofreservoir dat H: omvat, en de ten minste één cilinder, ten minste één H;-drukregelaar voor de toevoer van Hy onder druk naar de cilinder, waarin de eerste brandstof- en Hz-invoerleidingen gescheiden van elkaar zijn, een cilinderinspuiter per eerste brandstofinvoerleiding, en een regelaar om eerst een lucht-brandstofmengsel aan de eerste cilinder te leveren, om het lucht-brandstofmengsel samen te persen door de zuiger te bedienen, en om na sa- menpersen van het lucht-brandstofmengsel Hz aan de cilinder te leveren, en om het brand- stofmengsel van eerste brandstof en Ha» te ontsteken.Internal combustion engine for the combustion of a liquid fuel mixture of at least a first fuel and Hz, wherein the first fuel has a higher auto-ignition temperature than Ha, in particular a >50 K higher auto-ignition temperature, comprising at least one cylinder for combustion, the at least one cylinder comprising a piston, at least one first fuel input line per cylinder, the at least one input line being adapted to be in fluid contact with a fuel tank comprising the first fuel and the at least one cylinder, at least one H2 input line per cylinder, wherein at least one H2 input line is adapted to be in fluid contact with a fuel reservoir comprising H: and the at least one cylinder, at least one H2 pressure regulator for the supply of Hy under pressure to the cylinder, in which the first fuel and Hz input lines are separated from each other, a cylinder injector per first fuel input line, and a controller to first supply an air-fuel mixture to the first cylinder, to compress the air-fuel mixture by actuating the piston, and after compressing the air-fuel mixture Hz to the cylinder supply, and to ignite the fuel mixture of primary fuel and Ha». 2. Interne verbrandingsmotor volgens conclusie 1, omvattend een klep of naald in de H:- invoerleiding voor het invoeren van H; in de cilinder, in het bijzonder een klep of naald die aangepast is om te openen en te sluiten, zoals door een nokkenas.An internal combustion engine according to claim 1, comprising a valve or needle in the H: input line for introducing H; in the cylinder, in particular a valve or needle adapted to open and close, such as by a camshaft. 3. Interne verbrandingsmotor volgens conclusie 2, waarbij de zuiger is aangepast om de klep te openen en te sluiten of waarbij de zuiger is aangepast om de naald op te heffen of los te laten.An internal combustion engine according to claim 2, wherein the piston is adapted to open and close the valve or wherein the piston is adapted to raise or release the needle. 4. Interne verbrandingsmotor volgens conclusie 3, waarbij de zuiger is aangepast om de klep te openen en te sluiten of waarbij de zuiger geschikt is om de naald op te heffen of los te laten in of dicht bij de top-dood-centrumpositie.An internal combustion engine according to claim 3, wherein the piston is adapted to open and close the valve or wherein the piston is adapted to raise or release the needle at or near the top-dead-center position. 5. Interne verbrandingsmotor volgens een van de conclusies 1-4, waarbij de ten minste één cilinder is aangepast om het lucht-eerste brandstofmengsel onder druk te brengen tot een H>- compressieontstekingsdruk, in het bijzonder tot een druk van > 100 kPa, meer in het bijzon- der > 200 kPa.Internal combustion engine according to any one of claims 1-4, wherein the at least one cylinder is adapted to pressurize the air-first fuel mixture to an H>-compression ignition pressure, in particular to a pressure of >100 kPa, more in particular > 200 kPa. 6. Interne verbrandingsmotor volgens een van de conclusies 1 tot en met 5, waarbij de ten minste één cilinder is aangepast om de temperatuur van het lucht-eerste brandstofmengsel op te voeren tot een zelfontbrandingstemperatuur van Hz, in het bijzonder tot een temperatuur van > 585 °C, meer in het bijzonder > 590 °C, en bij voorkeur tot een temperatuur onder de eerste zelfontbrandingstemperatuur van de brandstof, in het bijzonder < 675 °C, meer in het bijzonder < 651 °C, en/of waarbij de regelaar is aangepast om de cilindertemperatuur elk afzonderlijk op een tempera- tuur van > 585 °C en onder de eerste zelfontbrandingstemperatuur van de brandstof te hou- den.Internal combustion engine according to any one of claims 1 to 5, wherein the at least one cylinder is adapted to raise the temperature of the air-first fuel mixture to an autoignition temperature of Hz, in particular to a temperature of > 585 °C, more preferably > 590 °C, and preferably to a temperature below the first auto-ignition temperature of the fuel, especially < 675°C, more preferably < 651 °C, and/or wherein the regulator is adapted to keep the cylinder temperature each individually at a temperature of > 585°C and below the first auto-ignition temperature of the fuel. 7. Interne verbrandingsmotor volgens een van de conclusies 1-6, waarbij de ten minste één cilinder een cilinderkop omvat met daarin ten minste één Hz-kamer, waarbij de ten minste één Ha-kamer in vloeistofcontact staat met de ten minste één H:-invoerleiding en een klep of naald omvat om vloeistofcontact met de cilinder te verzorgen of te voorkomen.An internal combustion engine according to any one of claims 1-6, wherein the at least one cylinder comprises a cylinder head having at least one Hz chamber therein, wherein the at least one Ha chamber is in fluid contact with the at least one H:- intake conduit and a valve or needle to provide or prevent fluid contact with the cylinder. 8. Interne verbrandingsmotor volgens een van de conclusies 1-7, waarin de ten minste één cilinder een slagvolume heeft van 20-2,5*106 cm’, in het bijzonder 100-1*10° cm’, meer in het bijzonder 1¥10°-1*10° cm).Internal combustion engine according to any one of claims 1-7, wherein the at least one cylinder has a stroke volume of 20-2.5*106 cm', in particular 100-1*10° cm', more in particular 1 ¥10°-1*10° cm). 9. Interne verbrandingsmotor volgens een van de conclusies 1-8, waarbij de regelaar is aan- gepast om een waterstofinjectietijd te regelen.An internal combustion engine according to any one of claims 1-8, wherein the controller is adapted to control a hydrogen injection time. 10. Interne verbrandingsmotor volgens een van de conclusies 1-9, waarin de controller is aangepast aan de H2 klep of naald te bedienen, zoals hydraulisch of elektrisch te bedienen.An internal combustion engine according to any one of claims 1-9, wherein the controller is adapted to operate the H2 valve or needle, such as hydraulically or electrically actuated. 11. Interne verbrandingsmotor volgens een van de eisen 1-10, omvattend een hydraulische actuator, in het bijzonder een hydraulische actuator gekoppeld aan de nokkenas, zoals voor het bedienen van de klep of naald.An internal combustion engine according to any one of claims 1-10, comprising a hydraulic actuator, in particular a hydraulic actuator coupled to the camshaft, such as for operating the valve or needle. 12. Interne verbrandingsmotor overeenkomstig een van de conclusies 1-11, met dien ver- stande dat er geen ontsteker in de ten minste één cilinder aanwezig is.An internal combustion engine according to any one of claims 1-11, provided that there is no igniter in the at least one cylinder. 13. Interne verbrandingsmotor overeenkomstig een van de conclusies 1-11, omvattend een ontstekingsmechanisme in de ten minste één cilinder voor werking onder gedeeltelijke belas- ting, zoals onder een belasting van <20% ten opzichte van een maximale belasting.An internal combustion engine according to any one of claims 1-11, comprising an ignition mechanism in the at least one cylinder for operation under partial load, such as under a load of <20% relative to a maximum load. 14. Verbrandingsmotor volgens een van de conclusies 1-13, verder omvattend een selectieve katalytische reductor (SCR) in ten minste één uitlaat, waarbij de uitlaat in vloeistofverbin- ding staat met ten minste één cilinder.Internal combustion engine according to any one of claims 1-13, further comprising a selective catalytic reducer (SCR) in at least one exhaust, the exhaust being in fluid communication with at least one cylinder. 15. Interne verbrandingsmotor overeenkomstig een van de conclusies 1-14, omvattend 2-24 cilinders, in het bijzonder 4-16 cilinders, zoals 6-12 cilinders.An internal combustion engine according to any one of claims 1-14, comprising 2-24 cylinders, in particular 4-16 cylinders, such as 6-12 cylinders. 16. Interne verbrandingsmotor overeenkomstig een van de conclusies 1-15, waarbij de ver- brandingsmotor een motor met compressieontsteking is.An internal combustion engine according to any one of claims 1-15, wherein the internal combustion engine is a compression ignition engine. 17. Interne verbrandingsmotor overeenkomstig de conclusies 1-16, waarbij de eerste brand- stof een hogere zelfontbrandingstemperatuur heeft dan Ha, en/of waarbij de eerste brandstof is gekozen uit NHs3, CH;0O0H en combinaties daarvan, en bij voorkeur waarbij de eerste brandstof hoofdzakelijk NHa, CH30OH, of een combinatie daarvan omvat.An internal combustion engine according to claims 1-16, wherein the first fuel has a higher auto-ignition temperature than Ha, and/or wherein the first fuel is selected from NH 3 , CH 2 OOOH and combinations thereof, and preferably wherein the first fuel mainly NHa, CH30OH, or a combination thereof. 18. Interne verbrandingsmotor volgens een van de conclusies 1-17, waarbij de cilinder en/of de zuiger zijn aangepast aan een homogene temperatuurverdeling in de cilinder van het mengsel van lucht en eerste brandstof te verschaffen, in het bijzonder waarbij de kop van de zuiger een verhoogd middengedeelte en een verhoogd randgedeelte omvat, en/of waarbij ten minste één eerste brandstofinvoerleiding onder een hoek ten opzichte van een centrale as van de cilinder is geplaatst.An internal combustion engine according to any one of claims 1 to 17, wherein the cylinder and/or the piston are adapted to provide a homogeneous temperature distribution in the cylinder of the mixture of air and primary fuel, in particular wherein the head of the piston includes a raised center portion and a raised edge portion, and/or wherein at least one first fuel feed line is angled relative to a central axis of the cylinder. 19. Cilinder voor een Interne verbrandingsmotor volgens een van de conclusies 1-18, waarbij de cilinder omvat een zuiger, ten minste één eerste brandstofinvoerleiding, ten minste één H:-invoerleiding, waarbij de eerste brandstof- en Hz-invoerleidingen van elkaar gescheiden zijn, een cilinderpoortinjector per eerste brandstofinvoerleiding, en optioneel een regelaar om eerst een lucht-eerste-brandstofmengsel aan de ten minste één cilinder te leveren, om het lucht-eerste-brandstofmengsel samen te persen door de zuiger te bedienen, en om na het sa- menpersen van het lucht-eerste-brandstofmengsel Hz aan de cilinder te leveren, en om het brandstofmengsel van eerste brandstof en H: te ontsteken.The cylinder for an internal combustion engine according to any one of claims 1-18, wherein the cylinder comprises a piston, at least one first fuel input line, at least one H 1 input line, the first fuel and H 2 input lines being separated from each other. a cylinder port injector per first fuel input line, and optionally a controller to first supply an air-first fuel mixture to the at least one cylinder, to compress the air-first fuel mixture by actuating the piston, and to to supply compressions of the air-first fuel mixture Hz to the cylinder, and to ignite the fuel mixture of first fuel and H:. 20. Samenstel omvattend een Interne verbrandingsmotor volgens een van de conclusies 1-18, en een brandstofcel, zoals een vast-oxide-brandstofcel, waarbij de brandstofcel is aangepast om H aan de verbrandingsmotor te leveren.An assembly comprising an internal combustion engine according to any one of claims 1-18, and a fuel cell, such as a solid oxide fuel cell, the fuel cell being adapted to supply H to the combustion engine. 21. Vervoersvoertuig omvattend een Interne verbrandingsmotor volgens een van de conclu- sies 1-18, zoals een schip, een onderzeeër, een vrachtwagen, een bus, een trein, en een auto.A transportation vehicle comprising an internal combustion engine according to any one of claims 1-18, such as a ship, a submarine, a truck, a bus, a train, and a car. 22. Schroefpropellor omvattend een Interne verbrandingsmotor volgens een van de conclu- sies 1-18, zoals een schroefpropellor in een voortstuwingsinstallatie, in een elektrische stroomgenerator, in een watervoortstuwingsmotor, in een waterturbine, zoals een waterturbi- ne voor het op peil houden van een waterniveau.A screw propeller comprising an internal combustion engine according to any one of claims 1-18, such as a screw propeller in a propulsion plant, in an electric power generator, in a water propulsion engine, in a water turbine, such as a water turbine for maintaining a water level. water level.
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