WO2013175530A1

WO2013175530A1 - Device and method for adjusting fuel for gas engines

Info

Publication number: WO2013175530A1
Application number: PCT/JP2012/003372
Authority: WO
Inventors: 昭宏竹内; 木塚　智昭; 洋輔野中; 峻太郎海野; 洋平中島
Original assignee: 川崎重工業株式会社
Priority date: 2012-05-23
Filing date: 2012-05-23
Publication date: 2013-11-28
Also published as: JPWO2013175530A1; JP6014660B2

Abstract

The purpose of the present invention is to efficiently operate gas engines by ascertaining the properties of a fuel gas in advance and eliminating the need to change gas engine specifications even if the properties of the fuel gas from a fuel supply source change. A device for adjusting fuel for gas engines comprises: a fuel gas line that sends fuel gas that is from a fuel supply source to a gas engine fuel supply valve; a non-combustible gas line, which is connected to the fuel gas line, and whereby the fuel gas in the fuel gas line is mixed with non-combustible gas; a flow rate adjusting valve that adjusts the flow rate of the non-combustible gas flowing from the non-combustible gas line into the fuel gas line; a properties detector for detecting the properties of the fuel gas flowing further downstream than the junction point in the fuel gas line where the non-combustible gas line is connected; and a controller that controls the degree the flow rate adjusting valve is opened so that the value detected by the properties detector approaches a prescribed target value.

Description

Gas engine fuel conditioning apparatus and method

The present invention relates to an apparatus and method for adjusting the properties of fuel gas supplied to a gas engine.

A gas engine using natural gas or the like as a fuel is used as a drive source for ships navigating at sea or generators installed on land. In the case of marine gas engines, fuel may be replenished at the port, but natural gas has different properties such as calorific value and methane number depending on the place of production. In the case of an onshore gas engine, the nature of natural gas supplied through a pipeline may vary.

If the properties of the fuel gas supplied to the gas engine are different, the combustion characteristics of the gas engine will change. For example, if fuel gas with a high calorific value is supplied to the gas engine, the ignition temperature will drop and knocking will occur. It becomes easy to do. In addition, when the gas engine is started, the amount of heat required is low, so the flow rate of the fuel gas supplied to the gas engine is set to be small, but when a fuel gas with a high amount of heat is supplied, the gas engine The required flow rate of fuel gas at startup is further reduced. For this reason, when fuel gas having a heat quantity higher than expected is supplied, there is a possibility that the gas engine cannot be started normally.

In order to avoid such a situation and start the gas engine normally and operate stably, depending on the fuel type, the operation output and the compression ratio are lowered or the ignition timing is retarded. You will have to change the engine specifications. If such a specification change is required for each fuel type, the product value of the gas engine is lowered and the manufacturing cost is also increased.

JP 2004-278468 A

Patent Document 1 discloses a fuel supply device that mixes a high calorie gas fuel, a low calorie gas fuel, or the like to adjust the amount of heat and the like and then supplies the fuel to a combustion engine. According to this, it is said that it is not necessary to make major modifications or adjustments to the combustion engine. However, the apparatus of Patent Document 1 detects the temperature, pressure, and flow rate of each of high-calorie gas fuel and low-calorie gas fuel with a sensor and refers to a pre-stored table to determine the flow rate of each gas fuel. Each is decided. That is, assuming that the properties of each gas fuel are known, the amount of heat of the mixed gas is appropriately adjusted. Therefore, in the case of this device, if the properties of the fuel gas supplied to the gas engine change, the gas engine will start up normally unless changes are made to grasp the properties in advance and recreate the table. It will not be possible to drive stably.

Accordingly, the present invention has an object to efficiently operate a gas engine by eliminating the need to grasp the properties of the fuel gas in advance and change the specifications of the gas engine even if the properties of the fuel gas from the fuel supply source change. It is said.

A fuel adjustment device for a gas engine according to the present invention includes a fuel gas line that sends fuel gas from a fuel supply source to a fuel supply valve of a gas engine, and a fuel gas line that is connected to the fuel gas line and that is connected to the fuel gas line. A noncombustible gas line for mixing noncombustible gas; a flow rate adjusting valve for adjusting a flow rate of the noncombustible gas flowing from the noncombustible gas line to the fuel gas line; and the noncombustible gas line of the fuel gas line A property detector for detecting the property of the fuel gas flowing downstream from the junction where the gas flow is connected, and the flow rate adjusting valve so that the value detected by the property detector approaches a predetermined target value. And a controller for controlling the opening degree.

According to the above configuration, even when the properties of the fuel gas from the fuel supply source are different, the mixing amount of the incombustible gas is adjusted by controlling the flow rate adjustment valve according to the value detected by the property detector, and the gas engine The fuel gas sent to the fuel supply valve is automatically adjusted so as to approach the target value. Therefore, even if the properties of the fuel gas from the fuel supply source change, it is possible to eliminate the need to know the properties of the fuel gas in advance and change the specifications of the gas engine. Since the fuel gas having the optimum properties for the gas engine is stably supplied, the gas engine can be operated efficiently regardless of the fuel type of the fuel supply source.

The incombustible gas line may be connected to an exhaust port of the gas engine, and the incombustible gas mixed in the fuel gas of the fuel gas line may include exhaust gas from the gas engine.

According to the above configuration, since the exhaust gas of the gas engine itself is used as the incombustible gas, it is possible to suppress an increase in the exhaust gas released and reduce the supply cost of the incombustible gas.

The fuel adjustment device further includes a flow path forming device that forms a flow path for generating a flow in the fuel gas line before the gas engine is started, and the controller The value detected by the property detector approaches a predetermined target value in a state where the flow path is formed by controlling the flow path forming device and the flow of the fuel gas is generated in the fuel gas line. You may control the opening degree of the said flow regulating valve.

According to the above configuration, even when the properties of the fuel gas from the fuel supply source are different, the properties of the fuel gas are automatically adjusted so as to approach the target value before starting the gas engine. Therefore, for example, even when a fuel gas having an excessively high heat amount is supplied, the gas engine can be started at the designed number of revolutions and stably started normally.

The flow path forming device includes an intermediate outflow portion that is provided in a portion of the fuel gas line between the junction and the fuel supply valve and from which the fuel gas can flow out of the fuel gas line, A shutoff valve capable of shutting off the outflow of the fuel gas from the outflow portion, and the controller opens the shutoff valve and directs the fuel gas line to the intermediate outflow portion before starting the gas engine. Further, the opening degree of the flow rate adjusting valve may be controlled so that the value detected by the property detector approaches a predetermined target value in a state where the flow of the fuel gas is generated.

According to the above configuration, even when the gas engine supply valve or exhaust valve is closed before the gas engine is started, the fuel gas line can be easily caused to flow. It becomes possible to automatically adjust the properties.

The fuel adjustment device returns a fuel gas flowing out from the intermediate outflow portion to a portion upstream of the intermediate outflow portion in the fuel gas line, and forms a circulation path together with the fuel gas line. The controller further comprises: opening the shut-off valve and generating a circulating flow in the circulation path before starting the gas engine, so that the value detected by the property detector becomes a predetermined target value. You may control the opening degree of the said flow regulating valve so that it may approach.

According to the above configuration, when the flow is generated in the fuel gas line before the gas engine is started, the flow forms a circulation flow, so that the fuel gas can be effectively used for the operation after the gas engine is started. It becomes.

The fuel adjustment device further includes a storage tank provided in the incombustible gas line, the incombustible gas line is connected to an exhaust port of the gas engine at an upstream side of the storage tank, and the controller includes: Before the gas engine is started, the opening of the flow rate adjusting valve may be controlled so that the exhaust gas stored in the storage tank during the previous operation of the gas engine is mixed into the fuel gas line.

According to the above configuration, since the exhaust gas at the previous operation of the gas engine can be used as the non-combustible gas to be mixed into the fuel gas before the gas engine is started, the increase in the exhaust gas and the cost reduction of the non-combustible gas And can be promoted.

The fuel adjustment device may further include a buffer tank provided on the downstream side of the joining point in the fuel gas line.

According to the above configuration, even if pulsation or the like occurs in the fuel gas mixed with nonflammable gas, the pressure fluctuation is absorbed by the buffer tank, and it becomes possible to supply the fuel gas with a stable pressure to the gas engine. . Further, for example, when the above-described circulation flow is generated before the gas engine is started, it is possible to absorb the increase in pressure due to the gas supply to the circulation path by the buffer tank.

The fuel adjusting device includes a bypass line connected to the fuel gas line so as to bypass the buffer tank, a flow of the fuel gas passing through the buffer tank, and a flow of the fuel gas passing through the bypass line And a switching valve for selectively switching between.

According to the above configuration, by selecting the flow of the fuel gas that does not pass through the buffer tank by the bypass line, it becomes possible to improve the responsiveness of the change in the property of the fuel gas to the change in the opening of the flow rate adjustment valve.

A fuel adjustment method for a gas engine according to the present invention includes a first step of sending a fuel gas from a fuel supply source to a fuel supply valve of a gas engine, and adding an incombustible gas to the fuel gas upstream of the fuel supply valve. A second step of mixing, a third step of detecting the property of the fuel gas mixed with the nonflammable gas, and the mixing of the fuel gas with the fuel gas so that the detected property value approaches a predetermined target value. A fourth step of adjusting the flow rate of the non-combustible gas.

According to the method, similarly to the above, even when the property of the fuel gas from the fuel supply source is different, the mixing amount of the non-combustible gas is adjusted according to the detected property value, and the fuel supply valve of the gas engine Is automatically adjusted so that the property of the fuel gas sent to the fuel cell approaches the target value. Therefore, even if the properties of the fuel gas from the fuel supply source change, it is possible to eliminate the need to know the properties of the fuel gas in advance and change the specifications of the gas engine. Since the fuel gas having the optimum properties for the gas engine is stably supplied, the gas engine can be operated efficiently regardless of the fuel type of the fuel supply source.

As is apparent from the above description, according to the present invention, even if the properties of the fuel gas from the fuel supply source change, it is not necessary to grasp the properties of the fuel gas in advance and change the specifications of the gas engine. Therefore, the gas engine can be operated efficiently regardless of the fuel type of the fuel supply source.

1 is a block diagram showing a fuel adjustment device for a gas engine according to a first embodiment of the present invention. It is an enlarged view of the gas engine shown in FIG. 1 and its vicinity. It is a flowchart explaining the operation | movement procedure before the gas engine starting of the fuel adjustment apparatus of the gas engine shown in FIG. It is a flowchart explaining the operation | movement procedure after the gas engine starting of the fuel adjustment apparatus of the gas engine shown in FIG. It is a block diagram which shows the fuel adjustment apparatus of the gas engine which concerns on 2nd Embodiment of this invention. It is a flowchart explaining the operation | movement procedure before the gas engine starting of the fuel adjustment apparatus of the gas engine shown in FIG.

Embodiments according to the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram showing a fuel adjustment device 1 for a gas engine 3 according to a first embodiment of the present invention. As shown in FIG. 1, the fuel adjustment device 1 for a gas engine includes a fuel gas line L <b> 1 that is a gas pipe that sends fuel gas from a fuel supply source 2 to the gas engine 3. The fuel gas from the fuel supply source 2 is, for example, natural gas or city gas, and is methane (CH ₄ ), ethane (C ₂ H ₆ ), propane (C ₃ H ₈ ), butane (C ₄ H ₁₀ ). And the like, but the components can vary geographically or temporally. A first flow rate adjusting valve 4 and a first shut-off valve 5 are provided in the upstream portion of the fuel gas line L1. A nonflammable gas line L2 is connected to the fuel gas line L1 on the downstream side of the first flow rate adjusting valve 4 and the first shutoff valve 5. The incombustible gas line L2 is a gas pipe that mixes incombustible gas into the fuel gas in the fuel gas line L1.

In the fuel gas line L1, a mixer 6 is provided at a portion downstream from the joining point P1 to which the incombustible gas line L2 is connected. The mixer 6 generates a swirl flow and uniformly mixes the fuel gas and the incombustible gas. A buffer tank 7 is provided in a portion of the fuel gas line L1 downstream from the mixer 6. The buffer tank 7 serves to absorb pressure fluctuations in the fuel gas line L1. The buffer tank 7 is provided with a safety valve 8 that opens when the internal pressure of the buffer tank 7 exceeds a predetermined upper limit value, and a pressure sensor 9 that detects the internal pressure of the buffer tank 7. The fuel gas line L1 is connected to a bypass line L3 that is a gas pipe that bypasses the buffer tank 7. At both ends of the bypass line L3, there are provided switching

valves

10, 11 comprising three-way valves for selectively switching the flow of the fuel gas passing through the buffer tank 7 and the flow of the fuel gas passing through the bypass line L3. .

An oxygen concentration meter 12, a methane number sensor 13, a calorimeter 14, a flow meter 15, and a booster 16 are provided in a portion of the fuel gas line L 1 downstream from the buffer tank 7 and downstream from the connection point with the bypass line L 3. Is provided. The oxygen concentration meter 12 measures the oxygen concentration in order to keep the fuel gas flowing through the fuel gas line L1 below the explosion limit. The methane number sensor 13 detects the methane number of the fuel gas flowing downstream from the joining point P1 in the fuel gas line L1. The calorimeter 14 detects the amount of heat of the fuel gas flowing downstream from the joining point P1 in the fuel gas line L1.

The methane number sensor 13 and the calorimeter 14 serve as a property detector that detects the property as the chemical property of the fuel gas flowing downstream from the junction P1 in the fuel gas line L1. When the methane number of the fuel gas increases, knocking does not easily occur in the gas engine 3, and when the amount of heat of the fuel gas increases, knocking of the gas engine 3 easily occurs. That is, in the present embodiment, these

property detectors

13 and 14 detect the methane number or the amount of heat as a value related to the knock resistance index of the fuel gas. The flow meter 15 measures the flow rate of the fuel gas flowing downstream from the junction P1 in the fuel gas line L1. The booster 16 pressurizes the fuel gas flowing downstream from the joining point P1 in the fuel gas line L1 to generate a flow toward the gas engine 3 or a circulation line L7 described later.

The incombustible gas line L2 is connected to the storage tank 17, and the incombustible gas stored in the storage tank 17 is mixed into the fuel gas line L1 through the incombustible gas line L2. The incombustible gas line L2 is provided with a cooler 18 on the downstream side of the storage tank 17. The cooler 18 is activated when the temperature of the incombustible gas becomes high. The non-combustible gas line L2 is provided with a second flow rate adjustment valve 19, a second cutoff valve 20, and a first check valve 21 on the downstream side of the cooler 18. The first check valve 21 allows the flow from the noncombustible gas line L2 toward the joining point P1 of the fuel gas line L1.

The storage tank 17 is connected to an exhaust line L4 which is a gas pipe connected to an exhaust port 39 (see FIG. 2) of the gas engine 3. That is, the exhaust gas from the gas engine 3 can be supplied to the storage tank 17. The exhaust line L4 is provided with a third flow rate adjustment valve 22 and a third shut-off valve 23. A gas pipe for exhausting the exhaust gas from the exhaust port 39 (see FIG. 2) of the gas engine 3 to the atmosphere upstream of the third flow rate adjusting valve 22 and the third shut-off valve 23 in the exhaust line L4. The discharge line L5 is branched and connected.

The inert gas line L6 connected to the inert gas tank 24 is connected to the storage tank 17. That is, the inert gas (for example, nitrogen etc.) stored in the inert gas tank 24 can be supplied to the storage tank 17. A fourth shutoff valve 25 is provided in the inert gas line L6. The storage tank 17 is provided with a safety valve 26 that opens when the internal pressure of the storage tank 17 exceeds a predetermined upper limit value, and a pressure sensor 27 that detects the internal pressure of the storage tank 17.

An intermediate outflow portion 31 through which the fuel gas of the fuel gas line L1 can flow out is provided in a portion of the fuel gas line L1 between the booster 16 and the fuel supply valves 46 and 47 (see FIG. 2). Connected to the intermediate outlet 31 is a circulation line L7 for returning the fuel gas flowing out from the intermediate outlet 31 to a portion upstream of the mixer 6 in the fuel gas line L1 and forming a circulation path together with the fuel gas line L1. Has been. In the present embodiment, the joining point P2 of the circulation line L7 to the fuel gas line L1 is between the joining point P1 and the mixer 6. The circulation line L7 is provided with a fifth shut-off valve 28 and a second check valve 29. That is, the circulation line L7, the fifth shut-off valve 28, and the second check valve 29 serve as a flow path forming device 51 that forms a flow path for causing a flow in the fuel gas line L1 before the gas engine 3 is started. Plays. The second check valve 29 allows a flow from the circulation line L7 toward the joining point P2 of the fuel gas line L1.

Signals from the oxygen concentration meter 12, the methane number sensor 13, the calorimeter 14, the flow meter 15 and the engine controller 50 (see FIG. 2) are input to the main controller 30. Based on these inputs, the main controller 30 includes the first to fifth shut-off

valves

5, 20, 23, 25, 28, the first to third flow

rate adjusting valves

4, 19, 22, the switching

valves

10, 11, and the booster 16. And the cooler 18 is controlled.

FIG. 2 is an enlarged view of the gas engine 3 shown in FIG. 1 and the vicinity thereof. As shown in FIG. 2, the gas engine 3 is a reciprocating multi-cylinder four-stroke engine, and is controlled by an engine controller 50. A piston 33 is inserted into the cylinder 32 of the gas engine 3 so as to be able to reciprocate. The piston 33 is connected to a crankshaft 35 via a connecting rod 34. A starter motor M is connected to the crankshaft 35 so that power can be transmitted. The gas engine 3 is provided with a crank angle sensor 36 for detecting the angle (phase) of the crankshaft 35.

The space above the piston 33 in the cylinder 32 is a main combustion chamber 37. An air supply port 38 is connected to the main combustion chamber 37 via an air supply valve 40, and an exhaust port 39 is connected via an exhaust valve 41. The supply port 38 is provided with a main fuel supply valve 46 for injecting fuel gas. A sub-combustion chamber 43 is adjacent to the main combustion chamber 37 through a partition wall 42. The auxiliary combustion chamber 43 communicates with the main combustion chamber 37 via a communication hole 42 a formed in the partition wall 42. The auxiliary combustion chamber 43 is provided with an auxiliary fuel supply valve 47 for injecting fuel gas and an ignition plug 44 for burning the air-fuel mixture. A fuel gas line L <b> 1 is connected to the main fuel supply valve 46 and the sub fuel supply valve 47. Various sensor signals from the crank angle sensor 36 and the like are input to the engine controller 50 to control the

fuel supply valves

46 and 47, the spark plug 44, the starter motor M, and the like. The main controller 30 (see FIG. 1) is configured to determine whether or not the gas engine 3 is activated based on a signal from the engine controller 50.

According to the gas engine 3, fuel gas from the fuel supply source 2 (see FIG. 1) is sent to the

fuel supply valves

46 and 47 of the gas engine 3 through the fuel gas line L1. In the air supply stroke, the main combustion chamber 37 is supplied with an air-fuel mixture including air and the fuel gas injected from the main fuel supply valve 46 from the air supply port 38, and the auxiliary combustion chamber 43 is supplied with the auxiliary fuel supply valve 47. Is supplied with an air-fuel mixture containing fuel gas. In the compression stroke, after the air-fuel mixture in the main combustion chamber 37 and the sub-combustion chamber 43 is compressed, the spark plug 44 operates at a predetermined timing, and the air-fuel mixture in the sub-combustion chamber 43 is ignited. The flame generated in the auxiliary combustion chamber 43 propagates into the main combustion chamber 37 through the communication hole 42a, and the air-fuel mixture in the main combustion chamber 37 is ignited.

FIG. 3 is a flowchart for explaining an operation procedure of the fuel adjustment device 1 of the gas engine 3 shown in FIG. 1 before starting the gas engine. As shown in FIG. 3, the main controller 30 starts the fuel adjustment device 1 in a state where the gas engine 3 is not started. In the initial setting before starting the fuel adjusting device 1, the first to fifth shut-off

valves

5, 20, 23, 25, 28 are closed, and the switching

valves

10, 11 are fuel gas in the fuel gas line L1. Is switched to a position where it flows through the buffer tank 7 without passing through the bypass line L3.

(Circulating flow start)
In order to start the fuel adjusting device 1, the main controller 30 first activates the booster 16 (step S1) and opens the fifth shutoff valve 28 (step S2). As a result, a circulation flow is generated in the circulation path formed by the fuel gas line L1 and the circulation line L7.

[Fuel circuit start-up]
Next, the main controller 30 opens the first cutoff valve 5 (step S3) and fully opens the first flow rate adjustment valve 4 (step S4). As a result, the fuel gas from the fuel supply source 2 is supplied to the fuel gas line L1, and the flow of the fuel gas is generated in the portion where the methane number sensor 13 and the calorimeter 14 are arranged.

[Start non-combustible gas supply circuit]
Next, the main controller 30 opens the second cutoff valve 20 (step S5) and controls the opening degree of the second flow rate adjustment valve 19 (step S6). Thereby, the nonflammable gas from the storage tank 17 mixes in the fuel gas line L1 via the nonflammable gas line L2. At this time, the storage tank 17 stores the exhaust gas flowing in via the exhaust line L4 during the previous operation of the gas engine 3. Thereby, incombustible gas is mixed and adjusted in the circulation line filled with fuel gas.

[Storage tank pressure control]
Next, the main controller 30 determines whether or not the internal pressure of the storage tank 17 detected by the pressure sensor 27 is equal to or higher than the lower limit pressure (step S7). If YES in step S7, the fourth shutoff valve 25 is closed (step S8). In the case of NO in step S7, the fourth shutoff valve 25 is opened to supply the inert gas from the inert gas tank 24 to the storage tank 17 (step S9). As a result, the internal pressure of the storage tank 17 is maintained so as not to be lower than the pressure at the junction P of the fuel gas line L1. If the internal pressure of the storage tank 17 becomes low and does not recover, it is determined as a startup error by a monitoring function (not shown).

[Gas property detection and control]
Next, the main controller 30 determines whether or not the values detected by the

property detectors

13 and 14 satisfy a predetermined allowable condition in a state where the above-described circulation flow is generated. That is, the main controller 30 determines whether or not the value (methane number or amount of heat) detected by the methane number sensor 13 or the calorimeter 14 has converged to a predetermined target value. (Step S10). Specifically, the main controller 30 determines whether or not the value detected by the methane number sensor 13 or the calorimeter 14 is continuously within a permissible range including the target value for a predetermined time. Here, the “target value” is the optimum value of the methane number or the calorific value at which the gas engine 3 can be normally started and operated without causing abnormal operation such as overspeeding or knocking, and the gas engine 3 can operate with high efficiency. It is.

If NO in step S10, the opening degree of the second flow rate adjustment valve 19 is feedback controlled so that the value detected by the methane number sensor 13 or the calorimeter 14 approaches the target value (step S6). As a result, the flow rate of the incombustible gas flowing into the fuel gas line L1 from the incombustible gas line L2 is adjusted, and the methane number or the amount of heat of the fuel gas flowing downstream of the joining point P of the fuel gas line L is adjusted.

[Buffer tank low pressure interlock]
If YES in step S10, the main controller 30 determines whether or not the internal pressure of the buffer tank 7 detected by the pressure sensor 9 is equal to or higher than a predetermined lower limit pressure (step S11). If NO in step S11, the process returns to step S6. This prevents the gas engine 3 from being started with the internal pressure of the buffer tank 7 being too low, and the fuel supply pressure to the gas engine 3 from being insufficient.

[Buffer tank high pressure interlock]
If YES in step S11, the main controller 30 determines whether or not the safety valve 8 of the buffer tank 7 has been actuated (step S12). If YES in step S12, the process returns to step S6. This prevents the gas engine 3 from starting while the safety valve 8 is activated and the internal pressure of the buffer tank 7 fluctuates.

〔Start-up〕
If NO in step S12, the main controller 30 closes the fifth shutoff valve 28 to shut off the flow of the circulation line L7 (step S13), and instructs the engine controller 50 to start the gas engine 3 (step S13). S14).

[Exhaust gas mixing line start]
FIG. 4 is a flowchart for explaining an operation procedure after the gas engine is started of the fuel adjustment device 1 of the gas engine 3 shown in FIG. As shown in FIG. 4, when the gas engine 3 is started, the main controller 30 opens the third cutoff valve 23 (step S21) and closes the fourth cutoff valve 25 (step S22). Thereby, the exhaust gas from the gas engine 3 is supplied to the storage tank 17, and the exhaust gas is mixed as a non-combustible gas into the fuel gas line L1 via the non-combustible gas line L2.

[Cooler start-up]
Next, the main controller 30 starts the cooler 18 (step S23). As a result, the hot exhaust gas from the gas engine 3 is cooled and mixed into the fuel gas line L1.

[Fuel line switching]
Then, the main controller 30 switches the switching

valves

10 and 11 so that the fuel gas flows through the bypass line L3 without passing through the buffer tank 7 (step S24). That is, the main controller 30 selects the flow of fuel gas that does not pass through the buffer tank 7 by the bypass line L3 when the gas engine 3 is in an operating state.

[Exhaust gas flow adjustment]
Next, the main controller 30 once opens the third flow rate adjustment valve 22 (step S25), and then controls the opening degree of the third flow rate adjustment valve 22 (step S26). As a result, the flow rate of the exhaust gas flowing from the gas engine 3 toward the storage tank 17 is adjusted. Next, as in step S10, the main controller 30 determines whether or not the value (methane number or amount of heat) detected by the methane number sensor 13 or the calorimeter 14 has converged to a predetermined target value. (Step S27). In the case of NO in step S27, by returning to step S26, the opening degree of the third flow rate adjusting valve 22 is feedback-controlled so that the value detected by the methane number sensor 13 or the calorimeter 14 approaches the target value.

(Steady control)
If YES in step S27, the main controller 30 controls the second flow rate adjustment valve 19 to gradually increase the opening (step S28). Then, the main controller 30 determines whether or not the second flow rate adjustment valve 19 is fully opened (step S29). If NO in step S29, the process returns to step S26. If YES in step S29, the main controller 30 determines whether or not the value (methane number or calorific value) detected by the methane number sensor 13 or the calorimeter 14 has converged to a predetermined target value, as in step S27. Determine. (Step S30). In the case of NO in step S30, the opening degree of the third flow rate adjustment valve 22 is feedback controlled so that the value detected by the methane number sensor 13 or the calorimeter 14 approaches the target value (step S31). If YES in step S30, normal operation is performed without changing the opening of the third flow rate adjustment valve 22 (step S32).

[Oxygen concentration control]
Although not described in the flowcharts of FIGS. 3 and 4, the main controller 30 is used when the oxygen concentration measured by the oximeter 12 exceeds a predetermined upper limit value before and after the gas engine 3 is started. Closes the third shut-off valve 23 and opens the fourth shut-off valve 25 to supply the inert gas to the storage tank 17. As a result, the fuel gas flowing through the fuel gas line L1 is kept below the explosion limit.

According to the configuration described above, even when the properties of the fuel gas from the fuel supply source 2 are different, the second flow rate adjustment valve 19 or the third flow rate adjustment according to the value detected by the methane number sensor 13 or the calorimeter 14 is performed. The amount of the incombustible gas mixed is adjusted by the control of the valve 22, and the property of the fuel gas sent to the

fuel supply valves

46 and 47 of the gas engine 3 is automatically adjusted so as to approach the target value. Therefore, even if the properties of the fuel gas from the fuel supply source 2 change, it is possible to eliminate the need to know the properties of the fuel gas in advance and change the specifications of the gas engine 3. Since the fuel gas having the optimum properties for the gas engine 3 is stably supplied, the gas engine 3 can be operated efficiently regardless of the fuel type of the fuel supply source 2.

Further, when the gas engine 3 is operated, exhaust gas emitted from the gas engine 3 is used as a nonflammable gas. And by providing the storage tank 17 in the incombustible gas line L2, the exhaust gas at the previous operation of the gas engine 3 can be used as the incombustible gas to be mixed into the fuel gas before the gas engine 3 is started. Therefore, it is possible to suppress an increase in the exhaust gas that is released, and to reduce the supply cost of the incombustible gas.

Furthermore, before the gas engine 3 is started, a flow path for generating a flow in the fuel gas line L1 is formed, and the opening degree of the second flow rate adjusting valve 19 in a state in which the flow of the fuel gas is generated in the fuel gas line. Therefore, the fuel gas is automatically adjusted so as to approach the target value before the gas engine 3 is started. Therefore, for example, even when a fuel gas having an excessively high heat amount is supplied, the gas engine 3 can be started at the designed number of rotations and stably started normally.

Further, when the flow is generated in the fuel gas line before the gas engine 3 is started, the flow path is formed in the circulation line L7. Therefore, even when the supply valve 40 or the exhaust valve 41 of the gas engine 3 before the start is closed. The flow can be easily generated in the fuel gas line L1. Since the flow of the fuel gas forms a circulation flow, the fuel gas can be effectively used for the operation after the gas engine 3 is started.

Further, since the buffer tank 7 is provided on the downstream side of the joining point P1 in the fuel gas line L1, the pressure is obtained by supplying gas to the circulation path in a state where a circulation flow is generated before the gas engine 3 is started. Even if it increases, the buffer tank 7 can absorb it. Even if pulsation or the like occurs in the fuel gas mixed with the non-combustible gas, the pressure fluctuation is absorbed by the buffer tank 7, and the fuel gas having a stable pressure can be supplied to the gas engine 3. Further, by selecting the flow of the fuel gas that does not pass through the buffer tank 7 by the bypass line L3 by the switching

valves

10 and 11, the property of the fuel gas with respect to the opening degree change of the second flow rate adjustment valve 19 or the third flow rate adjustment valve 22 It becomes possible to improve the responsiveness of change.

(Second Embodiment)
FIG. 5 is a block diagram showing the fuel adjustment device 101 of the gas engine 3 according to the second embodiment of the present invention. In addition, about the structure which is common in 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted. As shown in FIG. 5, in the fuel adjustment device 101 of the second embodiment, the flow path forming device 151 is different from the flow path forming device 51 of the first embodiment. In the fuel adjusting device 101, the circulation line L7, the fifth shutoff valve 28, the second check valve 29, the buffer tank 7, the bypass line L3, and the switching

valves

10 and 11 of the first embodiment are eliminated. Instead, a branch line L8 is connected to the intermediate outflow portion 31 of the fuel gas line L1 for guiding the fuel gas flowing out therefrom to the outside. For example, the branch line L8 may be connected to a fuel tank (not shown) or may be connected to another system. The branch line L <b> 8 is provided with a sixth cutoff valve 61, and the sixth cutoff valve 61 is controlled by the main controller 130. That is, the branch line L8 and the sixth shut-off valve 61 serve as a flow path forming device 151 that forms a flow path for causing a flow in the fuel gas line L1 before the gas engine 3 is started.

FIG. 6 is a flowchart for explaining an operation procedure of the fuel adjustment device 101 of the gas engine 3 shown in FIG. 5 before starting the gas engine. Note that steps common to the first embodiment are denoted by the same reference numerals, and description thereof is omitted. As shown in FIG. 6, the main controller 130 opens the sixth shut-off valve 61 after step S1 in order to start the fuel adjustment device 101 in a state where the gas engine 3 is not activated (step S102). Moreover, the main controller 130 closes the 6th cutoff valve 61 (step S113) and starts the gas engine 3 (step S14), when YES at step S10. According to such a configuration, it is possible to adjust the properties of the fuel gas before starting the gas engine 3 with a simple configuration.

The present invention is not limited to the above-described embodiments, and the configuration can be changed, added, or deleted without departing from the spirit of the present invention. The above embodiments may be arbitrarily combined with each other. For example, some configurations or methods in one embodiment may be applied to other embodiments. In the present embodiment, the booster 16 is used, but the present invention is not limited to this as long as it is a flow generator that generates a flow in the fuel gas line L1. Further, as the property detector, a methane number sensor 13 for detecting the methane number of the fuel gas flowing downstream from the joining point P1 in the fuel gas line L1, or a calorimeter 14 for detecting the heat amount of the fuel gas is used. However, it is not limited to this. For example, the property detector may be a gas chromatography that detects a component of the fuel gas that flows downstream from the junction P1 in the fuel gas line L1.

As described above, the fuel adjustment device and method for a gas engine according to the present invention changes the specifications of the gas engine by grasping the properties of the fuel gas in advance even if the properties of the fuel gas from the fuel supply source change. It is beneficial to apply widely to gas engines that can eliminate the need and have an excellent effect of efficiently operating the gas engine regardless of the fuel type of the fuel supply source, and can exhibit the significance of this effect.

DESCRIPTION OF SYMBOLS 1,101 Fuel regulator 2 Fuel supply source 3 Gas engine 7

Buffer tank

10, 11 Switching valve 13 Methane number sensor (property detector)
14 Calorimeter (Property detector)
17 Storage tank 19 Second flow rate adjustment valve 22 Third flow rate adjustment valve 28 Fifth shut-off

valve

30, 130 Main controller 31 Intermediate outlet 39 Exhaust port 46 Main fuel supply valve 47 Sub

fuel supply valve

51, 151 Flow path forming device 61 Sixth shutoff valve L1 Fuel gas line L2 Incombustible gas line L3 Bypass line L4 Exhaust line L5 Release line L6 Inert gas line L7 Circulation line L8 Branch line

Claims

A fuel gas line for sending fuel gas from a fuel supply source to a fuel supply valve of the gas engine;
An incombustible gas line connected to the fuel gas line, for mixing an incombustible gas into the fuel gas of the fuel gas line;
A flow rate adjusting valve for adjusting a flow rate of the non-combustible gas flowing from the non-combustible gas line into the fuel gas line;
A property detector for detecting the property of the fuel gas flowing downstream from the joining point to which the incombustible gas line is connected among the fuel gas lines;
And a controller for controlling an opening degree of the flow rate adjusting valve so that a value detected by the property detector approaches a predetermined target value.
The incombustible gas line is connected to an exhaust port of the gas engine;
The fuel adjustment device for a gas engine according to claim 1, wherein the incombustible gas mixed in the fuel gas in the fuel gas line includes exhaust gas from the gas engine.
A flow path forming device for forming a flow path for generating a flow in the fuel gas line before starting the gas engine;
The controller is configured to control the flow path forming device to form the flow path and generate a flow of the fuel gas in the fuel gas line before starting the gas engine. The fuel adjustment device for a gas engine according to claim 1 or 2, wherein an opening degree of the flow rate adjustment valve is controlled so that a detected value approaches a predetermined target value.
The flow path forming device includes an intermediate outflow portion that is provided in a portion of the fuel gas line between the junction and the fuel supply valve and from which the fuel gas can flow out of the fuel gas line, A shutoff valve capable of shutting off the outflow of the fuel gas from the outflow part,
The controller detects the property detector in a state where the shutoff valve is opened to cause the fuel gas to flow toward the intermediate outflow portion in the fuel gas line before the gas engine is started. The fuel adjustment device for a gas engine according to claim 3, wherein the opening degree of the flow rate adjustment valve is controlled so that the value approaches a predetermined target value.
The fuel gas flowing out from the intermediate outflow portion is returned to a portion upstream of the intermediate outflow portion in the fuel gas line, and further includes a circulation line for forming a circulation path together with the fuel gas line,
The controller opens the shut-off valve before the gas engine is started to generate a circulation flow in the circulation path so that the value detected by the property detector approaches a predetermined target value. The fuel adjustment device for a gas engine according to claim 4, wherein the opening degree of the flow rate adjustment valve is controlled.
A storage tank provided in the incombustible gas line;
The non-combustible gas line is connected to an exhaust port of the gas engine upstream of the storage tank;
The controller controls the opening of the flow rate adjustment valve so that the exhaust gas stored in the storage tank during the previous operation of the gas engine is mixed into the fuel gas line before the gas engine is started. Item 6. The fuel adjustment device for a gas engine according to any one of Items 3 to 5.
The fuel adjustment device for a gas engine according to any one of claims 1 to 6, further comprising a buffer tank provided on the downstream side of the joining location in the fuel gas line.
A bypass line connected to the fuel gas line to bypass the buffer tank;
The fuel adjustment of the gas engine according to claim 7, further comprising a switching valve that selectively switches between the flow of the fuel gas passing through the buffer tank and the flow of the fuel gas passing through the bypass line. apparatus.
A first step of sending fuel gas from a fuel supply source to a fuel supply valve of a gas engine;
A second step of mixing non-combustible gas into the fuel gas upstream of the fuel supply valve;
A third step of detecting properties of the fuel gas mixed with the non-combustible gas;
And a fourth step of adjusting a flow rate of the non-combustible gas mixed into the fuel gas so that the detected property value approaches a predetermined target value.