WO2017047160A1 - エンジン装置 - Google Patents
エンジン装置 Download PDFInfo
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- WO2017047160A1 WO2017047160A1 PCT/JP2016/065253 JP2016065253W WO2017047160A1 WO 2017047160 A1 WO2017047160 A1 WO 2017047160A1 JP 2016065253 W JP2016065253 W JP 2016065253W WO 2017047160 A1 WO2017047160 A1 WO 2017047160A1
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
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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
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0613—Switch-over from one fuel to another
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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
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0613—Switch-over from one fuel to another
- F02D19/0615—Switch-over from one fuel to another being initiated by automatic means, e.g. based on engine or vehicle operating conditions
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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
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0613—Switch-over from one fuel to another
- F02D19/0618—Switch-over from one fuel to another depending on the engine's or vehicle's position, e.g. on/off road or proximity to a harbor
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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
- F02D19/0639—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
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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
- F02D19/0639—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
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0657—Heavy or light fuel oils; Fuels characterised by their impurities such as sulfur content or differences in grade, e.g. for ships
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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
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
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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
- 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
- F02D19/105—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 operating in a special mode, e.g. in a liquid fuel only mode for starting
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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
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
- F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
- F02D41/3047—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug said means being a secondary injection of fuel
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
- F02D41/345—Controlling injection timing
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
Definitions
- the present invention relates to an engine device employing a multi-fuel that can handle both gaseous fuel such as natural gas and liquid fuel such as heavy oil.
- a diesel engine is used as a driving source.
- exhaust gas from a diesel engine is rich in nitrogen oxides, sulfur oxides, particulate matter, and the like that are harmful substances that hinder environmental conservation. Therefore, in recent years, gas engines that can reduce the amount of harmful substances generated are becoming popular as engines that can replace diesel engines.
- a so-called gas engine that generates power using fuel gas such as natural gas supplies a cylinder with a mixed gas in which fuel gas is mixed with air and burns it (see Patent Document 1). Furthermore, as an engine device that combines the characteristics of a diesel engine and the characteristics of a gas engine, a premixed combustion method in which a gaseous fuel (fuel gas) such as natural gas is mixed with air and supplied to a combustion chamber for combustion, There is provided a dual fuel engine that can be used in combination with a diffusion combustion method in which liquid fuel such as heavy oil is injected into a combustion chamber and burned (see Patent Document 2).
- a dual fuel engine a multi-fuel engine or a bi-fuel engine that adjusts and switches between gas fuel and liquid fuel when switching from a gas mode using gaseous fuel to a diesel mode using liquid fuel has been proposed (Patent Document 3). And 4). Further, as a dual fuel engine, a bi-fuel internal combustion engine that suppresses fuel shortage in a cylinder (cylinder) by advancing the fuel injection timing immediately after switching when appropriately switching between gaseous fuel and liquid fuel according to the operating state Has been proposed (see Patent Document 5).
- the present invention includes an intake manifold that supplies air into a cylinder, an exhaust manifold that exhausts exhaust gas from the cylinder, a gas injector that mixes gaseous fuel with the air supplied from the intake manifold, and liquid in the cylinder
- An engine device including a main fuel injection valve for injecting and burning fuel, wherein the gas injector and the main fuel injection valve are provided for each of the plurality of cylinders, and the gaseous fuel is injected into the cylinder
- the liquid fuel charging start timing is delayed with respect to the gaseous fuel charging stop timing.
- an engine rotation sensor for measuring the engine speed is further provided, and a delay time for delaying the liquid fuel charging start timing with respect to the gaseous fuel charging stop timing is set as the engine rotation sensor. It may be set based on the engine speed measured in step (1).
- the gaseous fuel is introduced into the intake process
- the liquid fuel is introduced into the compression process
- the delay time is longer than the time required for the compression stroke
- the time may be set shorter than the time taken for the intake stroke and the compression stroke.
- the gaseous fuel is input to the intake process
- the liquid fuel is input to the compression process
- the liquid fuel may be started to be input only when it is confirmed that the gaseous fuel has not been input in the immediately preceding intake stroke.
- Each engine device described above includes an ignition device that ignites in the cylinder a premixed fuel obtained by premixing the gaseous fuel with air, and the ignition device is used in both the gas mode and the diesel mode. It does not matter even if it operates.
- each engine device described above includes an ignition device that ignites in the cylinder a premixed fuel obtained by premixing the gaseous fuel with air, and operates the ignition device in the gas mode.
- the ignition device may be stopped in the diesel mode.
- the start of liquid fuel injection (start of diesel mode operation) is delayed with respect to the stop of gaseous fuel input (stop of gas mode operation). Accordingly, when the engine device is switched from the gas mode to the diesel mode, the gas fuel or the liquid fuel is alternatively supplied into each cylinder, and the gas fuel and the liquid fuel are supplied in an overlapping manner. Can be prevented. As a result, when the gas mode is switched to the diesel mode, both gaseous fuel and liquid fuel are not supplied to a single cylinder, and it is possible to avoid excessive fuel supply to the cylinder, Abnormal combustion can be prevented and stable operation can be performed.
- the liquid fuel is allowed to be introduced and the diesel mode Will be started. Therefore, when switching from the gas mode to the diesel mode, fuel gas or fuel oil can be alternatively supplied into the cylinder while minimizing the switching time.
- gas fuel and liquid fuel are not supplied redundantly to a single cylinder, and excessive fuel supply to the cylinder can be avoided. Abnormal combustion can be prevented.
- switching from the gas mode to the diesel mode it is possible to avoid a state in which neither gaseous fuel nor liquid fuel is supplied to the cylinder, thus preventing misfires at the time of switching and performing stable operation. it can.
- FIG. 1 is an overall side view of a ship according to an embodiment of the present invention. It is side surface sectional drawing of an engine room. It is plane explanatory drawing of an engine room. It is the schematic which shows the structure of the fuel supply path of the engine apparatus in embodiment of this invention. It is the schematic which shows the structure of the intake / exhaust path in the engine apparatus. It is the schematic which represented typically the structure in the cylinder head in the engine apparatus. It is a control block diagram of the engine device. It is explanatory drawing which shows the operation
- a ship 1 As shown in FIGS. 1 to 3, a ship 1 according to this embodiment includes a hull 2, a cabin 3 (bridge) provided on the stern side of the hull 2, and a funnel 4 (chimney) disposed behind the cabin 3. ) And a pair of propellers 5 and a rudder 6 provided at the lower rear part of the hull 2.
- a pair of skegs 8 are integrally formed on the stern side bottom 7.
- a propeller shaft 9 that rotates the propeller 5 is supported on each skeg 8.
- Each skeg 8 is formed symmetrically with respect to a hull center line CL (see FIG. 3) that divides the hull 2 in the left-right width direction. That is, in the first embodiment, twin skeg is adopted as the stern shape of the hull 2.
- a hull 10 is provided on the bow side and the center of the hull 2, and an engine room 11 is provided on the stern side of the hull 2.
- a pair of propulsion and power generation mechanisms 12, which serve both as a drive source for the propeller 5 and a power supply source for the ship 1, are distributed to the left and right across the hull center line CL.
- Each propeller 5 is rotationally driven by the rotational power transmitted from each propulsion and power generation mechanism 12 to the propulsion shaft 9.
- the interior of the engine room 11 is partitioned vertically by an upper deck 13, a second deck 14, a third deck 15 and an inner bottom plate 16.
- Each propulsion and power generation mechanism 12 of the first embodiment is installed on the inner bottom plate 16 at the lowest stage of the engine room 11.
- the hold 10 is divided into a plurality of sections.
- each propulsion and power generation mechanism 12 includes a medium speed engine device 21 (a dual fuel engine in the embodiment) that is a drive source of the propeller 5, and the power of the engine device 21 to the propulsion shaft 9.
- a medium speed engine means one that is driven at a rotational speed of about 500 to 1000 revolutions per minute.
- a “low speed” engine is driven at a rotational speed of 500 revolutions per minute
- a “high speed” engine is driven at a rotational speed of 1000 revolutions per minute.
- the engine device 21 of the embodiment is configured to be driven at a constant speed within a medium speed range (about 700 to 750 revolutions per minute).
- the engine device 21 includes a cylinder block 25 having an engine output shaft (crankshaft) 24 and a cylinder head 26 mounted on the cylinder block 25.
- a base stand 27 is installed directly or via a vibration isolator (not shown).
- the cylinder block 25 of the engine device 21 is mounted on the base table 27.
- the engine output shaft 24 extends in a direction along the longitudinal direction of the hull 2. That is, the engine device 21 is disposed in the engine room 11 in a state where the direction of the engine output shaft 24 is along the longitudinal direction of the hull 2.
- the speed reducer 22 and the shaft drive generator 23 are disposed on the stern side of the engine device 21.
- the rear end side of the engine output shaft 24 protrudes from the rear surface side of the engine device 21.
- a reduction gear 22 is connected to the rear end side of the engine output shaft so as to be able to transmit power.
- a shaft drive generator 23 is arranged on the side opposite to the engine device 21 with the speed reducer 22 interposed therebetween.
- the engine device 21, the speed reducer 22, and the shaft drive generator 23 are arranged in this order from the front in the engine room 11. In this case, the speed reducer 22 and the shaft drive generator 23 are disposed in or near the skeg 8 on the stern side. Therefore, it is possible to arrange the engine device 21 as close to the stern side as possible regardless of restrictions on the buttocks line of the ship 1, which contributes to making the engine room 11 compact.
- the propulsion shaft 9 is provided on the power transmission downstream side of the speed reducer 22.
- the outer shape of the speed reducer 22 protrudes below the engine device 21 and the shaft drive generator 23.
- the front end side of the propulsion shaft 9 is connected to the rear surface side of the overhanging portion so that power can be transmitted.
- the engine output shaft 24 (axial core line) and the propulsion shaft 9 are positioned coaxially in a plan view.
- the propulsion shaft 9 extends in the longitudinal direction of the hull 2 in a state of being eccentric in the vertical direction with respect to the engine output shaft 24 (axial core line). In this case, the propulsion shaft 9 is placed at a position lower than the shaft drive generator 23 and the engine output shaft 24 (shaft core line) and close to the inner bottom plate 16 in a side view. That is, the shaft drive generator 23 and the propulsion shaft 9 are distributed vertically and do not interfere with each other. Therefore, each propulsion and power generation mechanism 12 can be made compact.
- the constant speed power of the engine device 21 is branched and transmitted from the rear end side of the engine output shaft 24 to the shaft drive generator 23 and the propulsion shaft 9 via the speed reducer 22.
- a part of the constant speed power of the engine device 21 is reduced to a rotational speed of, for example, about 100 to 120 revolutions per minute by the speed reducer 22 and transmitted to the propulsion shaft 9.
- the propeller 5 is rotationally driven by the deceleration power from the speed reducer 22.
- the propeller 5 employs a variable pitch propeller capable of adjusting the ship speed by changing the blade angle of the propeller blades.
- a part of the constant speed power of the engine device 21 is increased to a rotational speed of, for example, about 1200 or 1800 revolutions per minute by the speed reducer 22 and transmitted to a PTO shaft that is rotatably supported by the speed reducer 22. Is done.
- the rear end side of the PTO shaft of the speed reducer 22 is connected to the shaft drive generator 23 so as to be able to transmit power, and the shaft drive generator 23 is driven to generate power based on the rotational power from the speed reducer 22.
- the generated power generated by driving the shaft drive generator 23 is supplied to the electrical system in the hull 2.
- the engine device 21 is connected to an intake path (not shown) for air intake and an exhaust path 28 for exhaust gas discharge.
- the air taken in through the intake path is sent into each cylinder 36 of the engine device 21 (inside the cylinder in the intake stroke). Since there are two engine devices 21, there are two exhaust paths 28.
- Each exhaust path 28 is connected to an extended path 29.
- the extension path 29 extends to the funnel 4 and is configured to communicate directly with the outside. Exhaust gas from each engine device 21 is discharged out of the ship 1 via each exhaust path 28 and extension path 29.
- a pair of propulsion and power generation mechanisms 12 combined with a shaft-driven generator 23 for generating power is provided, and the pair of propulsion and power generation mechanisms 12 are distributed to the engine room 11 in the hull 2 to the left and right with the hull center line CL interposed therebetween. Therefore, the engine installation space in the engine room 11 can be reduced as compared with the conventional structure in which a plurality of engines (main engine and auxiliary engine) are arranged in the engine room.
- the engine room 11 can be configured compactly by shortening the longitudinal length of the engine room 11, and as a result, it is easy to secure a hold space (a space other than the engine room 11) in the hull 2.
- the propulsion efficiency of the ship 1 can be improved by driving the two propellers 5.
- the two engine devices 21 serving as the main engine are provided, even if one engine device 21 fails and cannot be driven, the other engine device 21 can be navigated, and the marine prime mover device. As a result, the redundancy of the ship 1 can be secured.
- the propeller 5 can be rotationally driven and the shaft-driven generator 23 can be driven by the engine device 21, any one of the shaft-driven generators 23 can be reserved during normal navigation. Therefore, for example, when the power supply is stopped due to a failure of one engine device 21 or the shaft drive generator 23, the other shaft drive generator 23 is started, the frequency and voltage are established, and the power supply can be restored. That's fine. Further, when the engine device 21 is stopped at the time of navigation with only one engine device 21, the other stopped engine device 21, and thus the shaft drive generator 23 corresponding thereto, is started, and the frequency and What is necessary is just to establish voltage and to reset electric power feeding.
- the dual fuel engine 21 (hereinafter simply referred to as the “engine device 21”) has a premixed combustion method in which fuel gas such as natural gas is mixed with air and burns, and liquid fuel (fuel oil) such as heavy oil is diffused. Select and drive the diffusion combustion method to burn.
- FIG. 4 is a diagram showing a fuel system for the engine device 21
- FIG. 5 is a diagram showing an intake / exhaust system in the engine device 21
- FIG. 7 is a control block diagram in the engine device 21.
- the engine device 21 is supplied with fuel from two fuel supply paths 30, 31.
- a gas fuel tank 32 is connected to one fuel supply path 30, and the other A liquid fuel tank 33 is connected to the fuel supply path 31. That is, in the engine device 21, fuel gas is supplied from the fuel supply path 30 to the engine device 21, while fuel oil is supplied from the fuel supply path 31 to the engine device 21.
- the fuel supply path 30 includes a gas fuel tank 32 that stores gaseous fuel in a liquefied state, a vaporizer 34 that vaporizes liquefied fuel (fuel gas) in the gas fuel tank 32, and a fuel gas from the vaporizer 34 to the engine device 21. And a gas valve unit 35 for adjusting the supply amount. That is, the fuel supply path 30 is configured by sequentially arranging the vaporizer 34 and the gas valve unit 35 from the gas fuel tank 32 toward the engine device 21.
- the engine device 21 has a configuration in which a plurality of cylinders 36 (6 cylinders in the present embodiment) are arranged in series on a cylinder block 25.
- Each cylinder 36 communicates with an intake manifold (intake passage) 67 configured in the cylinder block 25 via an intake port 37.
- Each cylinder 36 communicates with an exhaust manifold (exhaust flow path) 44 disposed above the cylinder head 26 via an exhaust port 38.
- a gas injector 98 is disposed in the intake port 37 of each cylinder 36. Accordingly, air from the intake manifold 67 is supplied to each cylinder 36 via the intake port 37, while exhaust gas from each cylinder 36 is discharged to the exhaust manifold 44 via the exhaust port 38.
- the fuel gas is supplied from the gas injector 98 to the intake port 37, and the fuel gas is mixed with the air from the intake manifold 67 to preliminarily enter each cylinder 36. Supply mixed gas.
- the exhaust inlet of the turbine 49a of the supercharger 49 is connected to the exhaust outlet side of the exhaust manifold 44, and the air outlet (new air) of the intercooler 51 is connected to the air inlet side (new air inlet side) of the intake manifold 67. Outlet) is connected.
- the air discharge port (fresh air outlet) of the compressor 49 b of the supercharger 49 is connected to the air intake port (fresh air inlet) of the intercooler 51.
- a main throttle valve V1 is arranged between the compressor 49b and the intercooler 51, and the flow rate of air supplied to the intake manifold 67 is adjusted by adjusting the valve opening degree of the main throttle valve V1.
- An air supply bypass passage 17 for recirculating a part of the air discharged from the outlet of the compressor 49b to the inlet of the compressor 49b has an air inlet (new air inlet) side of the compressor 49b and an air outlet side of the intercooler 51. It is connected. That is, the air supply bypass passage 17 is connected to the connection portion between the intercooler 51 and the intake manifold 67 while being released to the outside air upstream of the air intake port of the compressor 49 b.
- An air supply bypass valve V2 is disposed on the air supply bypass passage 17, and the flow rate of air flowing from the downstream side of the intercooler 51 to the intake manifold 67 is adjusted by adjusting the valve opening degree of the air supply bypass valve V2. To do.
- An exhaust bypass passage 18 for bypassing the turbine 49 a connects the exhaust outlet side of the turbine 49 a and the exhaust outlet side of the exhaust manifold 44. That is, the exhaust bypass passage 18 is connected to a connection portion between the exhaust outlet of the turbine 49a and the exhaust inlet of the turbine 49a while being released to the outside air on the downstream side of the exhaust outlet of the turbine 49a.
- An exhaust bypass valve V3 is disposed on the exhaust bypass passage 18, and the amount of compressed air in the compressor 49b is adjusted by adjusting the valve opening of the exhaust bypass valve V3 to adjust the flow rate of exhaust gas flowing through the turbine 49a. Adjust.
- the engine device 21 includes a supercharger 49 that compresses air using exhaust gas from the exhaust manifold 44, and an intercooler 51 that cools the compressed air compressed by the supercharger 49 and supplies the compressed air to the intake manifold 67. ing.
- the engine device 21 is provided with a main throttle valve V1 at a connection point between the supercharger 49 outlet and the intercooler 51 inlet.
- the engine device 21 includes an exhaust bypass passage 18 that connects an outlet of the exhaust manifold 44 and an exhaust outlet of the supercharger 49, and an exhaust bypass valve V ⁇ b> 3 is disposed in the exhaust bypass passage 18.
- the air-fuel ratio optimum for the engine load is realized by controlling the opening degree of the exhaust bypass valve V3 in accordance with the fluctuation of the engine load even in the gas mode. it can. Therefore, when the load fluctuates, it is possible to prevent an excess or deficiency in the amount of air necessary for combustion, and the engine device 21 operates optimally even in the gas mode while using a turbocharger optimized in the diesel mode.
- the engine device 21 includes an air supply bypass passage 17 that bypasses the supercharger 49, and an air supply bypass valve V ⁇ b> 2 is disposed in the air supply bypass passage 17.
- an air supply bypass valve V ⁇ b> 2 is disposed in the air supply bypass passage 17.
- the engine device 21 connects the air supply bypass passage 17 at a position between the inlet of the intercooler 51 and the main throttle valve V1, and returns the compressed air discharged from the compressor 49b to the inlet of the compressor 49b.
- the responsiveness of the flow control by the exhaust bypass valve V3 can be compensated by the supply air bypass valve V2, and at the same time, the control width of the supply air bypass valve V2 can be supplemented by the exhaust bypass valve V3. Therefore, the followability of the air-fuel ratio control in the gas mode can be improved at the time of load fluctuation or switching of the operation mode in marine applications.
- a cylindrical cylinder 77 (cylinder 36) is inserted in the cylinder block 25, and the piston 78 reciprocates in the vertical direction in the cylinder 77, so that the cylinder 77
- the lower engine output shaft 24 is rotated.
- a main fuel injection valve 79 to which fuel oil (liquid combustion) is supplied from the fuel oil pipe 42 is inserted into the cylinder head 26 on the cylinder block 25 with the tip directed toward the cylinder 77.
- the fuel injection valve 79 has a tip disposed at the center position of the upper end surface of the cylinder 77 and injects fuel oil into the main combustion chamber formed by the upper surface of the piston 78 and the inner wall surface of the cylinder 77. Therefore, when the engine device 21 is driven by the diffusion combustion method, fuel oil is injected from the fuel injection valve 79 into the main combustion chamber in the cylinder 77, and in the main combustion chamber, it reacts with the compressed air and performs diffusion combustion. generate.
- an intake valve 80 and an exhaust valve 81 are slidably installed on the outer peripheral side of the main fuel injection valve 79.
- the intake valve 80 When the intake valve 80 is opened, air from the intake manifold 67 is sucked into the main combustion chamber in the cylinder 77, while the exhaust valve 81 is opened so that the combustion gas (exhaust gas) in the main combustion chamber in the cylinder 77 is opened. ) Is exhausted to the exhaust manifold 44.
- Each push rod (not shown) moves up and down in response to rotation of the camshaft (not shown), so that the rocker arm (not shown) swings and moves the intake valve 80 and the exhaust valve 81 up and down.
- a pilot fuel injection valve 82 that generates an ignition flame in the main combustion chamber is inserted obliquely with respect to each cylinder head 26 so that the tip thereof is disposed in the vicinity of the tip of the main fuel injection valve 79.
- the pilot fuel injection valve 82 employs a micro pilot injection system, and has a sub chamber in which pilot fuel is injected at the tip. That is, the pilot fuel injection valve 82 injects pilot fuel supplied from the common rail 47 into the sub chamber and burns it, thereby generating an ignition flame at the center position of the main combustion chamber in the cylinder 77.
- an ignition flame is generated in the pilot fuel injection valve 82, so that the premixed gas supplied to the main combustion chamber in the cylinder 77 via the intake valve 80 is generated. Reacts and generates premixed combustion.
- the engine device 21 has an engine control device 73 that controls each part of the engine device 21 as shown in FIG.
- the engine device 21 is provided with a pilot fuel injection valve 82, a fuel injection pump 89, and a gas injector 98 for each cylinder 36.
- the engine control device 73 gives control signals to the pilot fuel injection valve 82, the fuel injection pump 89, and the gas injector 98, so that the pilot fuel injection by the pilot fuel injection valve 82, the fuel oil supply by the fuel injection pump 89, and the gas Each of the gas fuel supply by the injector 98 is controlled.
- the engine device 21 includes a camshaft 200 including an exhaust cam, an intake cam, and a fuel cam (not shown) for each cylinder 36.
- the camshaft 200 transmits the rotational power from the crankshaft 24 via a gear mechanism (not shown), and rotates the exhaust cam, the intake cam, and the fuel cam, and the intake valve for each cylinder 36. 80 and the exhaust valve 81 are opened and closed, and the fuel injection pump 89 is driven.
- the engine device 21 also includes a speed governor 201 that adjusts the rack position of the control rack 202 in the fuel injection pump 89.
- the governor 201 measures the engine rotational speed of the engine device 21 from the rotational speed at the tip of the camshaft 200, sets the rack position of the control rack 202 in the fuel injection pump 89, and adjusts the fuel injection amount.
- the engine control device 73 gives control signals to the main throttle valve V1, the supply air bypass valve V2, and the exhaust gas bypass valve V3, respectively, and adjusts the valve opening, respectively, so that the air pressure (intake manifold pressure) in the intake manifold 67 is adjusted. adjust.
- the engine control device 73 receives the measurement signal from the pressure sensor 39 that measures the air pressure in the intake manifold 67 and detects the intake manifold pressure.
- the engine control device 73 receives a measurement signal from the load measuring device 19 such as a watt transducer or a torque sensor, and calculates a load applied to the engine device 21.
- the engine control device 73 receives a measurement signal from the engine rotation sensor 20 such as a pulse sensor that measures the rotation speed of the crankshaft 24 and detects the engine rotation speed of the engine device 21.
- the engine control device 73 controls the opening and closing of the control valve in the fuel injection pump 89 to generate combustion in each cylinder 36 at a predetermined timing. That is, by opening the control valve of the fuel injection pump 89 in accordance with the injection timing of each cylinder 36, the fuel oil is injected into each cylinder 36 through the main fuel injection valve 79 and ignited in the cylinder 36. In the diesel mode, the engine control device 73 stops the supply of pilot fuel and fuel gas.
- the engine control device 73 determines the main fuel injection valve in each cylinder 36 based on the engine load (engine output) measured by the load measuring device 19 and the engine speed measured by the engine rotation sensor 20.
- the injection timing 79 is feedback controlled.
- the engine 21 outputs the engine load required by the propulsion and power generation mechanism 12 and at the same time rotates at the engine speed corresponding to the propulsion speed of the ship.
- the engine control device 73 controls the opening of the main throttle valve V1 based on the intake manifold pressure measured by the pressure sensor 39, so that the compressed air having an air flow rate corresponding to the required engine output is excessive.
- the air is supplied from the feeder 49 to the intake manifold 67.
- the engine control device 73 When operating the engine device 21 in the gas mode, the engine control device 73 adjusts the valve opening degree in the gas injector 98 to set the flow rate of fuel gas supplied into each cylinder 36. Then, the engine control device 73 controls the opening and closing of the pilot fuel injection valve 82 to generate combustion in each cylinder 36 at a predetermined timing. That is, the gas injector 98 supplies fuel gas having a flow rate corresponding to the valve opening degree to the intake port 37, mixes it with air from the intake manifold 67, and supplies premixed fuel to the cylinder 36.
- the engine control device 73 determines the fuel gas flow rate by the gas injector 98 and each cylinder 36 based on the engine load measured by the load measuring device 19 and the engine speed measured by the engine rotation sensor 20. Feedback control of the injection timing by the pilot fuel injection valve 82 is performed. Further, the engine control device 73 adjusts the opening degrees of the main throttle valve V1, the supply air bypass valve V2, and the exhaust gas bypass valve V3 based on the intake manifold pressure measured by the pressure sensor 39. Thus, the intake manifold pressure can be adjusted to a pressure corresponding to the required engine output, and the air-fuel ratio with the fuel gas supplied from the gas injector 98 can be adjusted to a value corresponding to the engine output.
- the piston 78 descends in the cylinder 77 and the intake valve 80 opens, and the air from the intake manifold 67 enters the cylinder 77 through the intake port 37. Inflow (intake stroke).
- the fuel gas is supplied from the gas injector 98 to the intake port 37, the fuel gas is mixed with the air from the intake manifold 67, and the premixed gas is supplied into the cylinder 77.
- the engine device 21 compresses the air in the cylinder 77 by closing the intake valve 80 as the piston 78 rises (compression stroke).
- the gas mode when the piston 78 rises to near the top dead center, an ignition flame is generated by the pilot fuel injection valve 82 and the premixed gas in the cylinder 77 is combusted.
- the diesel mode by opening the control valve of the fuel injection pump 89, fuel oil is injected into the cylinder 77 through the main fuel injection valve 79 and ignited in the cylinder 77.
- the engine device 21 expands the combustion gas in the cylinder 77 (exhaust gas resulting from the combustion reaction) by combustion and lowers the piston 78 (expansion stroke). Thereafter, the piston 78 rises and the exhaust valve 81 is opened at the same time, whereby the combustion gas (exhaust gas) in the cylinder 77 is exhausted to the exhaust manifold 44 via the exhaust port 38 (exhaust stroke).
- the engine device 21 of the present embodiment includes six cylinders 36 (cylinders 77).
- the intake air shown in FIG. 8 at a timing determined for each cylinder 36.
- the state transitions in the order of stroke, compression stroke, expansion stroke, and exhaust stroke. That is, as shown in FIG. 9, each of the six cylinders 36 (# 1 to # 6) has an intake stroke, compression stroke, and # 4 in the order of # 1 ⁇ # 5 ⁇ # 3 ⁇ # 6 ⁇ # 2 ⁇ # 4. Transition to each state of the expansion stroke and the exhaust stroke.
- the fuel gas injection from the gas injector 98 in the intake stroke and the ignition by the pilot fuel injection valve 82 in the compression stroke are respectively performed as # 1 ⁇ # 5 ⁇ #. Execute in order of 3 ⁇ # 6 ⁇ # 2 ⁇ # 4. Similarly, when the engine device 21 is operating in the diesel mode, the fuel oil injection from the main fuel injection valve 79 in the compression stroke is performed as # 1 ⁇ # 5 ⁇ # 3 ⁇ # 6 ⁇ # 2 ⁇ # 4. Execute in this order.
- the dual fuel engine 21 (engine device 21) having the above-described schematic configuration
- the front / rear / left / right positional relationship in the configuration of the engine device 21 is designated with the connection side with the speed reducer 22 as the rear side.
- the engine device 21 has a cylinder block 26 installed on a base table 27 (see FIG. 2) mounted with a cylinder head 26 in which a plurality of head covers 40 are arranged in a line in the front and rear direction. ing.
- the engine device 21 has a gas manifold (gaseous fuel pipe) 41 extending on the right side surface of the cylinder head 26 in parallel with the head cover 40 row, and a fuel oil pipe (parallel to the head cover 40 row on the left side surface of the cylinder block 25.
- a liquid fuel pipe) 42 is extended.
- an exhaust manifold (exhaust flow path) 44 which will be described later, extends in parallel to the head cover 40 row.
- a cylinder head upper cooling water pipe 46 connected to the cooling water passage in the cylinder head 26 is extended in parallel with the head cover 40 row.
- a common rail (pilot fuel pipe) 47 for supplying pilot fuel such as light oil extends in parallel with the head cover 40 row on the upper side of the cooling water pipe 46, similarly to the cooling water pipe 46.
- the cooling water pipe 46 is connected to and supported by the cylinder head 26, and the common rail 47 is connected to and supported by the cooling water pipe 46.
- the front end (exhaust outlet side) of the exhaust manifold 44 is connected to a supercharger 49 via an exhaust relay pipe 48. Therefore, the exhaust gas exhausted through the exhaust manifold 44 flows into the turbine 49a of the supercharger 49 through the exhaust relay pipe 48, whereby the turbine 49a rotates and the compressor 49b that is coaxial with the turbine 49a is rotated. Rotate.
- the supercharger 49 is disposed on the upper side of the front end of the engine device 21, and includes a turbine 49a on the right side and a compressor 49b on the left side.
- the exhaust outlet pipe 50 is disposed on the right side of the supercharger 49 and is connected to the exhaust outlet of the turbine 49a to exhaust the exhaust gas from the turbine 49a to the exhaust path 28 (see FIG. 2).
- An intercooler 51 for cooling the compressed air from the compressor 49b of the supercharger 49 is disposed below the supercharger 49. That is, the intercooler 51 is installed on the front end side of the cylinder block 25, and the supercharger 49 is placed on the intercooler 51.
- An air discharge port of the compressor 49b is provided in the left and right middle layer position of the supercharger 49 so as to open toward the rear (cylinder block 25 side).
- the upper surface of the intercooler 51 is provided with an air suction port that opens upward, and the compressed air discharged from the compressor 49b flows into the intercooler 51 through the air suction port.
- the air discharge port of the compressor 49b and the air intake port of the intercooler 51 are communicated with each other by an intake relay pipe 52 to which one end is connected.
- the intake relay pipe 52 has the above-described main throttle valve V1 (see FIG. 5).
- a cooling water pump 53, a pilot fuel pump 54, a lubricating oil pump (priming pump) 55, and a fuel oil pump 56 are installed on the outer peripheral side of the engine output shaft 24 on the front end surface (front surface) of the engine device 21. Yes. At this time, each of the cooling water pump 53 and the fuel oil pump 56 is disposed above and below the left side surface, and each of the pilot fuel pump 54 and the lubricating oil pump 55 is disposed above and below the right side surface. Further, a rotation transmission mechanism (not shown) that transmits the rotational power of the engine output shaft 24 is provided at the front end portion of the engine device 21.
- the rotational power from the engine output shaft 24 is transmitted through the rotation transmission mechanism, so that the coolant pump 53, the pilot fuel pump 54, the lubricating oil pump 55, and the like provided on the outer periphery of the engine output shaft 24, and Each of the fuel oil pumps 56 also rotates.
- a camshaft (not shown) having the front and rear axial directions is supported on the upper side of the cooling water pump 53, and the camshaft also rotates the engine output shaft 24 through the rotation transmission mechanism. Power is transmitted to rotate.
- An oil pan 57 is provided below the cylinder block 25, and lubricating oil flowing through the cylinder block 25 is accumulated in the oil pan 57.
- the lubricating oil pump 55 is connected to the oil pan 57 via a lower oil suction port via a lubricating oil pipe, and sucks lubricating oil accumulated in the oil pan 57.
- the lubricating oil pump 55 supplies the lubricating oil sucked from the oil pan 57 to the lubricating oil cooler 58 by connecting the upper discharge port to the lubricating oil inlet of the lubricating oil cooler 58 via the lubricating oil pipe.
- the lubricant cooler 58 has a lubricant oil inlet at the front and a lubricant oil outlet at the rear, and the lubricant oil outlet 59 is connected to the lubricant oil 59 via a lubricant pipe.
- the lubricant oil 59 has a lubricant oil inlet at the front and a lubricant oil outlet at the rear, and the lubricant oil outlet is connected to the cylinder block 25. Therefore, the lubricating oil sent from the lubricating oil pump 55 is cooled by the lubricating oil cooler 58 and then purified by the lubricating oil stiffness 59.
- the turbocharger 49 coaxially supports a compressor 49b and a turbine 49a that are arranged separately on the left and right, and the compressor 49b rotates based on the rotation of the turbine 49a introduced from the exhaust manifold 44 through the exhaust relay pipe 48.
- the supercharger 49 includes an intake filter 63 that removes outside air to be introduced, and a fresh air passage pipe 64 that connects the intake filter 63 and the compressor 49b on the left side of the compressor 49b on the fresh air intake side.
- the compressor 49 b rotates in synchronization with the turbine 49 a, so that outside air (air) sucked by the intake filter 63 is introduced into the compressor 49 b through the supercharger 49.
- the compressor 49b compresses the air sucked from the left side and discharges the compressed air to the intake relay pipe 52 installed on the rear side.
- the intake relay pipe 52 is opened at the upper front and connected to the discharge port behind the compressor 49b, while the lower side is opened and connected to the intake port on the upper surface of the intercooler 51.
- the intercooler 51 is connected to one end of the air supply bypass pipe 66 (the air supply bypass passage 17) at a branch port provided in the front air passage, and a part of the compressed air cooled by the intercooler 51. Is discharged to the air supply bypass pipe 66.
- the other end of the supply air bypass pipe 66 is connected to a branch port provided in front of the new air passage pipe 64, and a part of the compressed air cooled by the intercooler 51 passes through the supply air bypass pipe 66. It circulates in the pipe 64 and merges with the outside air from the intake filter 63. Further, the air supply bypass pipe 66 is provided with an air supply bypass valve V2 in the middle thereof.
- the intercooler 51 cools the compressed air based on the heat exchange action with the cooling water supplied from the water supply pipe when the compressed air from the compressor 49b flows from the left rear side through the intake relay pipe 52.
- the compressed air cooled in the left chamber flows through the front ventilation path and is introduced into the right chamber, and then is discharged to the intake manifold 67 through the discharge port provided at the rear of the right chamber.
- the intake manifold 67 is provided on the right side surface of the cylinder block 25, and extends below and in front of the gas manifold 41 in parallel with the head cover 40 row. Note that the flow rate of the compressed air to be supplied to the intake manifold 67 is set by determining the flow rate of the compressed air to be circulated from the intercooler 51 to the compressor 49b according to the opening degree of the air supply bypass valve V2.
- the turbine 49 a of the supercharger 49 has a rear suction port connected to the exhaust relay pipe 48 and a right discharge port connected to the exhaust outlet pipe 50.
- the supercharger 49 introduces exhaust gas from the exhaust manifold 44 into the turbine 49a via the exhaust relay pipe 48, rotates the turbine 49a and simultaneously rotates the compressor 49b, and sends the exhaust gas to the exhaust outlet pipe. 50 is exhausted to the exhaust path 28 (see FIG. 2).
- the exhaust relay pipe 48 is opened at the rear and connected to the discharge port of the exhaust manifold 44 via the bellows pipe, while the front is opened and connected to the suction port at the rear of the turbine 49a.
- a branch port is provided on the right side surface at a midway position of the exhaust relay pipe 48, and one end of an exhaust bypass pipe 69 (exhaust bypass flow path 18) is connected to the branch port of the exhaust relay pipe 48. .
- the other end of the exhaust bypass pipe 69 is connected to a merging port provided at the rear of the exhaust outlet pipe 50, and a part of the exhaust gas discharged from the exhaust manifold 44 is exhausted without passing through the supercharger 49. Bypass to 50.
- the exhaust bypass pipe 69 is provided with an exhaust bypass valve V3 in the middle thereof, and the flow rate of exhaust gas to be bypassed from the exhaust manifold 44 to the exhaust outlet pipe 50 according to the opening degree of the exhaust bypass valve V3. The exhaust gas flow rate to be set and supplied to the turbine 49a is adjusted.
- a machine-side operation control device 71 that controls starting and stopping of the engine device 21 is fixed to the left side surface of the intercooler 51 via a support stay (support member) 72.
- the machine-side operation control device 71 includes a switch for accepting start / stop of the engine device 21 by an operator, and a display for displaying the state of each part of the engine device 21.
- a governor 201 is fixed to the front end of the left side surface of the cylinder head 26.
- An engine starter 75 that starts the engine device 21 is fixed to the rear end side of the left side surface of the cylinder block 25.
- an engine control device 73 that controls the operation of each part of the engine device 21 is fixed to the rear end surface of the cylinder block 25 via a support stay (support member) 74.
- a flywheel 76 that is connected and rotated with the speed reducer 22 is installed, and an engine control device 73 is disposed on the flywheel 76.
- the engine control device 73 is electrically connected to sensors (pressure sensors and temperature sensors) in each part of the engine device 21 to collect temperature data, pressure data, and the like of each part of the engine device 21, and electromagnetics in each part of the engine device 21.
- a signal is given to a valve or the like to control various operations of the engine device 21 (fuel oil injection, pilot fuel injection, gas injection, cooling water temperature adjustment, etc.).
- the cylinder block 25 has a stepped portion on the upper left side surface, and the same number of fuel injection pumps 89 as the head cover 40 and the cylinder head 26 are installed on the upper surface of the stepped portion of the cylinder block 25.
- the fuel injection pumps 89 are arranged in a line along the left side surface of the cylinder block 25, the left side surface is connected to the fuel oil pipe (liquid fuel pipe) 42, and the upper end thereof is connected to the fuel discharge pipe 90. And connected to the left side surface of the right front cylinder head 26.
- One of the upper and lower fuel oil pipes 42 is an oil supply pipe that supplies fuel oil to the fuel injection pump 89, and the other is an oil return pipe that returns the fuel oil from the fuel injection pump 89.
- the fuel discharge pipe 90 is connected to the main fuel injection valve 79 (see FIG. 6) via a fuel flow path in the cylinder head 26, so that the fuel oil from the fuel injection pump 89 is supplied to the main fuel injection valve 79. Supply.
- the fuel injection pump 89 is arranged on the left side with respect to the head cover 40 row at a position on the left side of the cylinder head 26 connected by the fuel discharge pipe 90 on the step portion of the cylinder block 25.
- the fuel injection pumps 89 are arranged in a line at a position sandwiched between the cylinder head 26 and the fuel oil pipe 42.
- the fuel injection pump 89 pushes up the plunger by rotating a pump cam on a camshaft (not shown) in the cylinder block 25.
- the fuel injection pump 89 raises the fuel oil supplied from the fuel oil pipe 42 to a high pressure by pushing up the plunger, and supplies the high-pressure fuel oil to the fuel injection pump 89 in the cylinder head 26 via the fuel discharge pipe 90. Supply.
- the front end of the common rail 47 is connected to the discharge side of the pilot fuel pump 54, and the pilot fuel discharged from the pilot fuel pump 54 is supplied to the common rail 47.
- the gas manifold 41 extends along the head cover 40 row at a height position between the exhaust manifold 44 and the intake manifold 67.
- the gas manifold 41 includes a gas main pipe 41a having a front end connected to the gas inlet pipe 97 and extending in the front-rear direction, and a plurality of gas branch pipes 41b branched from the upper surface of the gas main pipe 41a toward the cylinder head 26.
- the gas main pipe 41a has connection flanges on the upper surface thereof at equal intervals, and is fastened to the inlet side flange of the gas branch pipe 41b.
- the gas branch pipe 41b connects the end portion on the opposite side to the connecting portion with the gas main pipe 41a to the right side surface of the sleeve into which the gas injector 98 is inserted from above.
- the engine control device 73 when the engine load is in a low load range (load range of load L4 or less) and lower than a predetermined load L1, the engine control device 73 performs the valve opening of the main throttle valve V1. Perform feedback control (PID control). At this time, the engine control device 73 sets a target value (target pressure) of the intake manifold pressure corresponding to the engine load. The engine control device 73 receives the measurement signal from the pressure sensor 39, confirms the measured value (measured pressure) of the intake manifold pressure, and obtains the difference from the target pressure. Thus, the engine control device 73 performs PID control of the valve opening degree of the main throttle valve V1 based on the difference value between the target pressure and the measured pressure, and brings the air pressure of the intake manifold 67 closer to the target pressure.
- PID control PID control
- the engine control device 73 performs map control on the valve opening of the main throttle valve V1 when the engine load is equal to or greater than the predetermined load L1. At this time, the engine control device 73 refers to the data table DT1 that stores the valve opening of the main throttle valve V1 with respect to the engine load, and sets the valve opening of the main throttle valve V1 corresponding to the engine load. The engine control device 73 controls the main throttle valve V1 to be fully opened when the engine load is equal to or greater than the load L2 (L1 ⁇ L2 ⁇ Lth ⁇ L4). Note that the load L2 is set in a low load region and lower than the load Lth at which the intake manifold pressure becomes atmospheric pressure.
- the engine control device 73 controls the supply air bypass valve V2 to be fully closed when the engine load is in a low load range and lower than a predetermined load L3 (Lth ⁇ L3 ⁇ L4).
- the engine control device 73 performs feedback control (PID control) on the valve opening degree of the air supply bypass valve V2 when the engine load is equal to or greater than the predetermined load L3.
- PID control feedback control
- the engine control device 73 executes PID control of the valve opening degree of the supply air bypass valve V2 based on the difference value between the target pressure corresponding to the engine load and the pressure measured by the pressure sensor 39, and Bring the air pressure closer to the target pressure.
- the engine control device 73 performs map control on the valve opening degree of the exhaust bypass valve V3 over the entire engine load.
- the engine control device 73 refers to the data table DT2 that stores the valve opening degree of the exhaust bypass valve V3 with respect to the engine load, and sets the valve opening degree of the exhaust bypass valve V3 corresponding to the engine load. That is, when the engine load is lower than the predetermined load L1, the exhaust bypass valve V3 is fully opened. When the engine load is higher than the predetermined load L1, the opening degree of the exhaust bypass valve V3 is monotonously decreased with respect to the engine load. At L2, the exhaust bypass valve V3 is fully opened.
- the exhaust bypass valve V3 When the engine load is higher than the predetermined load L2 and lower than or equal to the predetermined load L3, the exhaust bypass valve V3 is fully closed, and when the engine load becomes higher than the predetermined load L3 in the low load region, the exhaust bypass valve Monotonically increase the opening of V3. That is, the exhaust bypass valve V3 is gradually opened.
- the engine control device 73 fully opens the opening of the main throttle valve V1 when the load (engine load) applied to the engine is in a low load range and higher than the first predetermined load L3. Further, the engine control device 73 performs feedback control (PID control) on the air supply bypass valve V2 and simultaneously performs map control on the exhaust bypass valve V3, so that the pressure of the intake manifold 67 is determined according to the load. Adjust to the target value.
- PID control feedback control
- the pressure of the intake manifold 67 is controlled by controlling the opening of the supply air bypass valve V2 in accordance with the fluctuation of the engine load even in the gas mode operation. Good response can be obtained. Therefore, when the load fluctuates, excess and deficiency of the amount of air necessary for combustion can be prevented, and even the engine device 21 using the supercharger 49 optimized in the diesel mode can be optimally operated in the gas mode.
- the opening degree of the exhaust bypass valve V3 in accordance with the fluctuation of the engine load, it is possible to supply the engine device 21 with air that matches the air-fuel ratio necessary for the combustion of the gaseous fuel.
- the response speed to the load fluctuation in the gas mode can be increased by using the control operation by the responsive air supply bypass valve V2 together, the amount of air necessary for combustion is insufficient at the time of the load fluctuation. Based on knocking can be prevented.
- the engine control device 73 performs map control based on the data table DT1 for the main throttle valve V1.
- the supply air bypass valve V2 is fully closed and the exhaust gas bypass valve V3 is fully opened. That is, when the pressure of the exhaust manifold 44 becomes a negative pressure lower than the atmospheric pressure, surging in the supercharger 49 can be prevented by fully opening the exhaust bypass valve V3 and stopping the driving of the turbine 49a. Further, by fully closing the supply air bypass valve V2, the control of the intake manifold pressure by the main throttle valve V1 can be made highly responsive when the load is low.
- the engine load is equal to or higher than the second predetermined load L1 and lower than the third predetermined load L2, which is a value between the first and second predetermined loads L3 and L1
- data is sent to the main throttle valve V1.
- Map control based on the table DT1 is performed.
- the air supply bypass valve V2 is fully closed, and the exhaust bypass valve V3 is subjected to map control based on the data table DT2.
- the main throttle valve V1 is fully opened, while the supply air bypass valve V2 and the exhaust bypass valve V3 are fully closed, so that the gas mode can be switched from the diesel mode. .
- FIG. 14 is a flowchart showing an operation in the switching control to the diesel mode operation
- FIG. 15 is a timing chart showing an example of the switching operation by the flowchart of FIG.
- the engine control device 73 confirms that an abnormality has occurred in the gas mode operation (Yes in STEP 2), or confirms that the ship 1 has moved out of the regulated sea area based on the map data of the regulated sea area information (Yes in STEP 3). ), The fuel gas injection operation from the gas injector 98 is stopped (STEP 4). That is, the engine control device 73 determines that the operation is switched from the gas mode to the diesel mode by detecting the occurrence of an abnormality in the gas mode operation or the navigation outside the restricted sea area, and the cylinder 36 (cylinder 77). The supply of fuel gas to is stopped. At this time, the gas injector 98 of each cylinder 36 is fully closed, and the opening operation in the intake stroke is stopped. Further, the supply of the fuel gas to the fuel supply path 30 is stopped by the gas valve unit 35.
- the engine control device 73 confirms the engine speed of the engine device 21 based on the detection signal from the engine rotation sensor 20, stops the operation in the gas mode, and then starts the operation in the diesel mode.
- Time Td is calculated (STEP 5).
- the delay time Td is set to be longer than the time required for the compression stroke and shorter than the time required for the intake stroke and the compression stroke based on the engine rotation confirmed from the engine rotation sensor 20. Further, the delay time Td is set to be equal to the time from the fuel gas injection timing (gas mode) in the intake stroke in the gas mode to the fuel oil injection timing in the compression stroke in the diesel mode, which is set based on the engine speed. It may be a thing.
- the engine control device 73 After the delay time Td is set, the engine control device 73 confirms that the delay time Td has elapsed (YES in STEP 6), and then stops the ignition operation by the pilot fuel injection valve 82 (STEP 7). At this time, the engine control device 73 stops the supply of the pilot fuel to the pilot fuel injection valve 82 in each cylinder 36 and stops the operation in the gas mode. Next, the engine control device 73 starts supply of fuel oil to the main fuel injection valve 79 by the fuel injection pump 89 (STEP 8). At this time, the engine control device 73 drives the governor 201 to set the rack position of the control rack 202 in the fuel injection pump 89, thereby adjusting the fuel injection amount to the main fuel injection valve 79.
- the engine control device 73 stops the supply of the fuel gas and then elapses after a delay time Td based on the engine speed. Then, supply of fuel oil is started. That is, when the engine device 21 is switched from the gas mode operation to the diesel mode operation, the start of the fuel oil supply (start of the diesel mode operation) is delayed with respect to the stop of the fuel gas supply (stop of the gas mode operation). Delay by time Td.
- the fuel gas or the fuel oil is alternatively supplied into the cylinder 77 of each cylinder 36, and the fuel gas and the fuel oil are supplied. Duplicate supply can be prevented.
- the gas mode is switched to the diesel mode, neither fuel gas nor fuel oil is supplied to the single cylinder 36, it is possible to avoid excessive fuel supply to the cylinder 77, and to reduce the in-cylinder pressure. The occurrence of excessive or abnormal combustion can be prevented.
- each cylinder 36 (# 1 to # 6) when switching from the gas mode to the diesel mode is performed. Indicates a state transition.
- the engine control device 73 measures the delay time Td, and during the delay time Td, the pilot fuel injection valve Pilot fuel is supplied to 82.
- the cylinders 36 (# 2, # 4, # 6) in which the fuel gas is injected into the cylinder 77 before the supply of the fuel gas is stopped are ignited by the pilot fuel injection valve 82 in the compression stroke, so that the fuel in the cylinder 77 Ignite gas.
- the cylinder 36 (# 5) is in the intake stroke while the delay time Td elapses. However, since the supply of the fuel gas is stopped, the fuel gas is injected from the gas injector 98 into the cylinder 77. There is nothing. Thereafter, when the delay time Td elapses, the supply of pilot fuel is stopped and the supply of fuel oil is started (start of the diesel mode). Thus, in order from the cylinder 36 (# 5), the control valve of the fuel injection pump 89 is opened during the compression stroke, so that fuel oil is injected into the cylinder 77 through the main fuel injection valve 79 and ignited.
- the supply of pilot fuel to the pilot fuel injection valve 82 is stopped.
- the pilot fuel injection valve 82 is used.
- the pilot fuel may be constantly supplied.
- the engine control device 73 keeps the ignition operation by the pilot fuel injection valve 82.
- the operation of supplying fuel oil from the fuel injection pump 89 is started (STEP 8).
- FIG. 17 is a flowchart showing an operation in the switching control to the diesel mode operation
- FIGS. 18 and 19 are timing charts showing an example of the switching operation according to the flowchart of FIG.
- the description will be made assuming that the supply of pilot fuel to the pilot fuel injection valve 82 is stopped in the diesel mode. However, in both the gas mode and the diesel mode, the pilot fuel is used. Pilot fuel may be constantly supplied to the injection valve 82.
- the engine control device 73 determines that the operation is switched from the gas mode to the diesel mode, and stops the supply of the fuel gas to the cylinder 36 (cylinder 77).
- the engine control device 73 determines whether or not the fuel gas injection operation has been executed in the cylinder 36 in the immediately preceding intake stroke. Confirm (STEP 106). At this time, if the fuel gas is injected in the intake stroke immediately before the fuel oil injection timing immediately before the fuel oil injection timing (Yes in STEP 106), the engine control device 73 causes the fuel gas to stop before the gas mode is stopped. It is determined that the cylinder 77 is supplied. Therefore, the engine control device 73 does not permit the transition to the diesel mode operation, but causes the pilot fuel injection valve 82 to perform an ignition operation to ignite the fuel gas in the cylinder 77.
- the engine control device 73 sequentially checks whether or not the fuel gas injection operation has been executed in the immediately preceding intake stroke for the cylinder 36 immediately before the fuel oil injection timing in the compression stroke (STEP 105). To STEP106). When it is confirmed that the fuel gas is not injected in the immediately preceding intake stroke in the cylinder 36 immediately before the fuel oil injection timing in the compression stroke (No in STEP 106), the ignition operation by the pilot fuel injection valve 82 is performed. After stopping (STEP 7), the fuel injection pump 89 starts supplying fuel oil to the main fuel injection valve 79 (STEP 8).
- the engine control device 73 determines that the operation is switched to the diesel mode operation during the gas mode operation, the cylinder at the predetermined timing in the compression stroke (timing before the fuel oil injection timing).
- the supply of fuel oil is started only when it is confirmed that there is no fuel gas injection in the immediately preceding intake stroke. That is, when the engine device 21 switches from the gas mode operation to the diesel mode operation, after stopping the gas mode operation, the cylinder 36 in which the supply of fuel gas is stopped in the intake stroke approaches the fuel oil injection timing. The diesel mode operation is started.
- the engine device 21 When the engine device 21 first confirms the cylinder 36 that has reached the fuel oil injection timing in a state where the fuel gas is not supplied into the cylinder 77 after the supply of the fuel gas is stopped, the engine device 21 permits the injection of the fuel oil and diesel Mode operation will be started. Therefore, when the gas mode operation is switched to the diesel mode operation, the fuel gas or the fuel oil can be alternatively supplied into the cylinder 77 of each cylinder 36 while minimizing the switching time. As a result, when the gas mode is switched to the diesel mode, fuel gas and fuel oil are not supplied to the single cylinder 36 in an overlapping manner, so that excessive fuel supply to the cylinder 77 can be avoided, and the in-cylinder pressure can be reduced. The occurrence of excessive or abnormal combustion can be prevented. Furthermore, when the gas mode is switched to the diesel mode, it is possible to avoid a state in which neither fuel gas nor fuel oil is supplied to the cylinder 77, so that misfire during switching can be prevented.
- each cylinder 36 (# 1 to # 6) when switching from the gas mode to the diesel mode is performed. Indicates a state transition.
- the engine control device 73 recognizes the cylinder 36 (# 5) in the compression stroke, and the cylinder 36 For (# 5), the presence or absence of fuel gas injection from the gas injector 98 is confirmed in the immediately preceding intake stroke.
- the engine control device 73 since the fuel gas is injected into the cylinder 36 (# 5) in the intake stroke, the engine control device 73 does not permit the injection of the fuel oil, and the cylinder 77 is ignited by the ignition of the pilot fuel injection valve 82. The fuel gas inside is ignited. Next, the engine control device 73 prohibits the injection of the fuel oil since the fuel gas is injected just before the cylinder 36 (# 3) that shifts to the compression stroke next to the cylinder 36 (# 5). To maintain.
- the engine control device 73 confirms whether or not fuel gas is injected from the gas injector 98 in the immediately preceding intake stroke for the cylinder 36 (# 6) that shifts to the compression stroke next to the cylinder 36 (# 3). At this time, since the fuel gas is not injected into the cylinder 36 (# 6) in the intake stroke, the engine control device 73 stops the supply of the pilot fuel and starts the supply of the fuel oil (in the diesel mode). start). Thus, in order from the cylinder 36 (# 6), the control valve of the fuel injection pump 89 is opened during the compression stroke, so that fuel oil is injected into the cylinder 77 through the main fuel injection valve 79 and ignited.
- each cylinder 36 (# 1 to ##) when the gas mode is switched to the diesel mode before the fuel gas is injected from the gas injector 98 is the intake stroke of the cylinder 36 (# 3). 6) shows the state transition.
- the engine control device 73 causes the cylinder 36 (# 1) in the compression stroke to stop.
- the presence or absence of fuel gas injection from the gas injector 98 is confirmed for the cylinder 36 (# 1) in the immediately preceding intake stroke.
- the engine control device 73 since the fuel gas is injected into the cylinder 36 (# 1) in the intake stroke, the engine control device 73 does not permit the injection of the fuel oil, and the cylinder 77 is ignited by the ignition of the pilot fuel injection valve 82. The fuel gas inside is ignited. Next, the engine control device 73 prohibits the injection of the fuel oil since the fuel gas is injected just before the cylinder 36 (# 5) that shifts to the compression stroke next to the cylinder 36 (# 1). To maintain.
- the engine control device 73 confirms whether or not the fuel gas is injected from the gas injector 98 in the immediately preceding intake stroke for the cylinder 36 (# 3) that shifts to the compression stroke next to the cylinder 36 (# 5). At this time, since the fuel gas is not injected into the cylinder 36 (# 3) in the intake stroke, the engine control device 73 stops the supply of the pilot fuel and starts the supply of the fuel oil (in the diesel mode). start). Thus, in order from the cylinder 36 (# 3), the control valve of the fuel injection pump 89 is opened during the compression stroke, so that fuel oil is injected into the cylinder 77 through the main fuel injection valve 79 and ignited.
- each unit is not limited to the illustrated embodiment, and various modifications can be made without departing from the spirit of the present invention.
- the engine device of the present embodiment can also be applied to configurations other than the propulsion and power generation mechanism described above, such as a power generation device for supplying power to the electrical system in the hull and a drive source in a power generation facility on land. It is.
- the ignition method is based on the micropilot injection method, but a configuration in which spark ignition is performed in the sub chamber may be employed.
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Abstract
Description
2 船体
4 ファンネル
5 プロペラ
9 推進軸
11 機関室
12 推進兼発電機構
17 給気バイパス流路
18 排気バイパス流路
19 負荷測定器
20 エンジン回転センサ
21 エンジン装置(デュアルフューエルエンジン)
22 減速機
23 軸駆動発電機
24 出力軸(クランク軸)
25 シリンダブロック
26 シリンダヘッド
36 気筒
37 吸気ポート
38 排気ポート
39 圧力センサ
40 ヘッドカバー
41 ガスマニホールド(気体燃料配管)
42 燃料油管(液体燃料配管)
43 サイドカバー
44 排気マニホールド
45 遮熱カバー
46 冷却水配管
47 コモンレール(パイロット燃料配管)
48 排気中継管
49 過給機
51 インタークーラ
53 冷却水ポンプ
54 パイロット燃料ポンプ
55 潤滑油ポンプ
56 燃料油ポンプ
57 オイルパン
58 潤滑油クーラ
59 潤滑油コシキ
67 吸気マニホールド
79 メイン燃料噴射弁
80 吸気弁
81 排気弁
82 パイロット燃料噴射弁
89 燃料噴射ポンプ
98 ガスインジェクタ
Claims (6)
- シリンダ内へ空気を供給させる吸気マニホールドと、前記シリンダからの排気ガスを排気させる排気マニホールドと、前記吸気マニホールドから供給される空気に気体燃料を混合させるガスインジェクタと、前記シリンダに液体燃料を噴射して燃焼させるメイン燃料噴射弁とを備え、複数の前記シリンダそれぞれに対して前記ガスインジェクタと前記メイン燃料噴射弁とを設けたエンジン装置において、
前記シリンダ内に前記気体燃料を投入するガスモードから前記シリンダ内に前記液体燃料を投入するディーゼルモードに切り換える際、前記液体燃料の投入開始タイミングを、前記気体燃料の投入停止タイミングに対して遅延させることを特徴とするエンジン装置。 - エンジン回転数を測定するエンジン回転センサを更に備えており、
前記液体燃料の投入開始タイミングを前記気体燃料の投入停止タイミングに対して遅延させる遅延時間を、前記エンジン回転センサで計測された前記エンジン回転数に基づいて設定することを特徴とする請求項1に記載のエンジン装置。 - 前記ガスモードにおいて、吸気工程に前記気体燃料を投入する一方、前記ディーゼルモードにおいて、圧縮工程に前記液体燃料を投入するものであって、
前記遅延時間を、圧縮行程にかかる時間より長く、吸気行程と圧縮行程にかかる時間より短い時間で設定することを特徴とする請求項2に記載のエンジン装置。 - 前記ガスモードにおいて、吸気工程に前記気体燃料を投入する一方、前記ディーゼルモードにおいて、圧縮工程に前記液体燃料を投入するものであって、
前記ガスモードから前記ディーゼルモードに切り換えた後、前記圧縮行程となる前記シリンダにおいて、直前の前記吸気行程で前記気体燃料が投入されていないことを確認したときに初めて、前記液体燃料の投入を開始させることを特徴とする請求項1に記載のエンジン装置。 - 前記気体燃料を空気に予混合させた予混合燃料を前記シリンダ内で着火させる着火装置を備えるものであって、前記ガスモード及び前記ディーゼルモードのいずれにおいても前記着火装置を動作させることを特徴とする請求項1~4のいずれか一項に記載のエンジン装置。
- 前記気体燃料を空気に予混合させた予混合燃料を前記シリンダ内で着火させる着火装置を備えるものであって、前記ガスモードにおいて前記着火装置を動作させる一方で、前記ディーゼルモードにおいて前記着火装置を停止させることを特徴とする請求項1~4のいずれか一項に記載のエンジン装置。
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US15/760,169 US10690069B2 (en) | 2015-09-16 | 2016-05-24 | Engine device |
CN201680040715.7A CN107949690B (zh) | 2015-09-16 | 2016-05-24 | 发动机装置 |
KR1020187003520A KR102004663B1 (ko) | 2015-09-16 | 2016-05-24 | 엔진 장치 |
EP20185934.5A EP3754171A1 (en) | 2015-09-16 | 2016-05-24 | Engine device |
EP16846033.5A EP3351776B1 (en) | 2015-09-16 | 2016-05-24 | Engine device |
US16/884,171 US11111866B2 (en) | 2015-09-16 | 2020-05-27 | Engine device |
US17/389,474 US11428177B2 (en) | 2015-09-16 | 2021-07-30 | Engine device |
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EP3351776A4 (en) | 2018-09-19 |
CN112855360A (zh) | 2021-05-28 |
US11111866B2 (en) | 2021-09-07 |
KR102004663B1 (ko) | 2019-07-26 |
CN107949690A (zh) | 2018-04-20 |
EP3351776B1 (en) | 2020-08-26 |
US20210355886A1 (en) | 2021-11-18 |
EP3351776A1 (en) | 2018-07-25 |
US11428177B2 (en) | 2022-08-30 |
CN107949690B (zh) | 2021-02-05 |
US10690069B2 (en) | 2020-06-23 |
EP3754171A1 (en) | 2020-12-23 |
JP2017057773A (ja) | 2017-03-23 |
US20180252174A1 (en) | 2018-09-06 |
JP6517117B2 (ja) | 2019-05-22 |
KR20180025957A (ko) | 2018-03-09 |
US20200284213A1 (en) | 2020-09-10 |
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