WO2024132063A1 - Procédé de fourniture d'un carburant - Google Patents

Procédé de fourniture d'un carburant Download PDF

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Publication number
WO2024132063A1
WO2024132063A1 PCT/DK2023/050313 DK2023050313W WO2024132063A1 WO 2024132063 A1 WO2024132063 A1 WO 2024132063A1 DK 2023050313 W DK2023050313 W DK 2023050313W WO 2024132063 A1 WO2024132063 A1 WO 2024132063A1
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WO
WIPO (PCT)
Prior art keywords
fuel
engine
alcohol
additive
optionally
Prior art date
Application number
PCT/DK2023/050313
Other languages
English (en)
Inventor
Jorn Kahle
Mikkel Preem
Original Assignee
Maersk A/S
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Filing date
Publication date
Application filed by Maersk A/S filed Critical Maersk A/S
Publication of WO2024132063A1 publication Critical patent/WO2024132063A1/fr

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Classifications

    • 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
    • F02D19/0652—Biofuels, e.g. plant oils
    • F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • 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
    • 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
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B63B25/004—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for containers
    • 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
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • 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
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality

Definitions

  • the present invention relates to methods of providing a fuel, fuels, methods of operating a reciprocating engine, fuel- property controllers, apparatus for providing a fuel to at least one cylinder of a marine reciprocating engine, non-transitory computer-readable storage media, marine reciprocating engines for being powered by the fuels described herein, and vessels.
  • ICEs internal combustion engines
  • ICEs rely on combusting non-renewable fuel (e.g., heavy fuel oil, diesel, or gasoline) to generate the propulsion and/or electricity.
  • non-renewable fuel e.g., heavy fuel oil, diesel, or gasoline
  • the combustion of non-renewable fuels contributes to the level of carbon dioxide in the atmosphere, sometimes referred to as “carbon emissions”.
  • carbon emissions There is a desire to power vehicles in a way which releases less carbon dioxide into the atmosphere, e.g., to power vehicles in a substantially “carbon neutral” manner (e.g., a state of net zero carbon dioxide emissions).
  • renewable alternatives to non-renewable fuels typically have properties which render them unsuitable for use in existing ICEs unless the ICE is extensively modified. Such modification is often complex, time-consuming, and financially costly. There is therefore a desire for renewable fuels which have properties that make them compatible with existing ICEs configured to be powered by non-renewable fuels, or are at least compatible with existing ICEs which have undergone relatively minor modifications for being powered by renewable fuels.
  • renewable fuels typically have a lower volumetric energy density compared with non-renewable fuels such as heavy fuel oil (HFO) or marine diesel oil (MDO).
  • HFO heavy fuel oil
  • MDO marine diesel oil
  • a method of providing a fuel comprising blending an alcohol comprising 1 to 4 carbon atoms and a fuel additive comprising biodiesel and/or renewable diesel to provide the fuel.
  • the combination of alcohol with a fuel additive improves the ignition properties of the fuel compared with the alcohol alone, thereby obviating the need for a secondary ignition system (e.g., a pilot fuel injection, glow plug, prechamber, and/or microwave) to ignite the alcohol.
  • a secondary ignition system e.g., a pilot fuel injection, glow plug, prechamber, and/or microwave
  • the fuel additive may be referred to as an ignition improver.
  • the fuel can be used to power ICEs having a simpler construction, closer to that of existing ICEs configured for being powered by non-renewable fuels, than other engines in the art adapted for use with renewable fuels.
  • the inclusion of a fuel additive increases the energy density of the fuel relative to the alcohol alone. Accordingly, the fuel has an energy density (e.g., volumetric energy density) which is closer to existing fuel oils (such as HFO or MDO), and as such a lower volume of fuel needs to be injected into the cylinder of a reciprocating engine to obtain an acceptable power output compared with alcohol alone, and/or a lower volume of fuel is required to be bunkered to the vessel compared with alcohol alone.
  • energy density e.g., volumetric energy density
  • alcohols comprising 1 to 4 carbon atoms are abundant and relatively inexpensive to obtain. Accordingly, the fuel is more economically efficient compared with biodiesel and/or renewable diesel alone.
  • the alcohol comprising 1 to 4 carbon atoms is, for example, methanol, ethanol, propanol (e.g., propan-1-ol or propan-2-ol), or butanol (e.g., isobutanol or n-butanol).
  • the alcohol comprises 1 to 2 carbon atoms; the alcohol is methanol and/or ethanol.
  • the methanol is biologically-produced methanol (also known as biomethanol, e.g., methanol produced from sustainable biomass), or e-methanol (e.g., methanol produced from renewably-generated hydrogen and captured carbon dioxide).
  • the ethanol is biologically-produced ethanol.
  • CO2 carbon dioxide
  • the alcohol is methanol.
  • renewably-sourced methanol is typically derived from non-food sources, and therefore may be less susceptible to variations in availability.
  • the methanol is methanol that meets the requirements of ASTM-D1152 and/or ISO/AWI 6583.
  • Biodiesel refers to long-chain fatty acid esters derived from plant or animal sources.
  • the biodiesel comprises mono-alkyl esters and meets the requirements of EN 14214 (B100).
  • the biodiesel comprises, or essentially consists of, fatty acid methyl ester (FAME) and/or fatty acid ethyl ester (FAEE).
  • FAME fatty acid methyl ester
  • FEE fatty acid ethyl ester
  • the biodiesel comprises, or essentially consists of, FAME.
  • renewable diesel refers to straight-chain paraffinic hydrocarbons obtained from renewable sources.
  • the renewable diesel is a bio-based paraffinic diesel fuel and meets the requirements of EN 15940.
  • the renewable diesel comprises, or essentially consists of, hydrotreated vegetable oil (HVO).
  • the fuel additive comprises fatty acid methyl ester (FAME) and/or hydrotreated vegetable oil (HVO).
  • FAME and HVO are readily available as commodity components at ports worldwide. Accordingly, employing FAME and/or HVO as fuel additives may reduce the cost and/or complexity of obtaining the components for the fuel while at port.
  • the additive comprises FAME. In another example, the additive comprises HVO.
  • the alcohol is methanol
  • the fuel additive comprises fatty acid methyl ester (FAME) and/or hydrotreated vegetable oil (HVO).
  • FAME fatty acid methyl ester
  • HVO hydrotreated vegetable oil
  • the alcohol and the fuel additive are present in the fuel in an amount of at least 90% by volume of the fuel.
  • the fuel comprising a relatively high proportion of alcohol and fuel additive may reduce CO2 and/or soot emissions from an engine being fuelled by the fuel.
  • “Fuel” as used herein refers to any material capable of powering a reciprocating engine.
  • the blending is performed such that the proportion of fuel additive in the fuel is from 1 to 99% by volume of the fuel.
  • the inventors have identified that the advantageous effect of obviating the need for a secondary ignition system to ignite the alcohol can be achieved across a wide range of fuel additive proportions.
  • the blending is performed such that the proportion of fuel additive in the fuel is from 1 to 10% by volume of the fuel.
  • the inventors have identified that the fuel additive being present in the fuel in an amount of from 1 to 10% by volume of the fuel is suitable for providing to an engine operating at low speed, for example an engine operating at a load percentage of 50%, or less, of a maximum continuous rating of the engine.
  • the blending is performed such that the proportion of fuel additive in the fuel is approximately 5% by volume of the fuel.
  • the blending is performed such that the proportion of fuel additive in the fuel is greater than 5%, for example greater than 10%, or 50%, or 90% by volume of the fuel.
  • the fuel additive being present in the fuel in this amount is suitable for providing to an engine operating at high load, for an example an engine operating at greater than 50% of the maximum continuous rating of the engine.
  • the higher proportion of fuel additive increases the energy density of the fuel, hence a higher proportion of fuel additive means that the fuel meets the energy requirements of the engine operating at high load.
  • the fuel having a high proportion of fuel additive may have a volumetric energy density close to the volumetric energy density of conventional fuels, such as HFO.
  • methanol has a volumetric energy density of 17.8 MJ/L (megajoules per litre), FAME a volumetric energy density of 32.0 MJ/L, and HFO a volumetric energy density of 37.8 MJ/L (ISO8217).
  • fuel additive e.g., FAME
  • HFO a volumetric energy density of 37.8 MJ/L
  • the fuel can be delivered to the cylinder of the engine with an injection fuel volume which corresponds to a typical injection fuel volume of HFO, thereby obviating certain modifications of the engine compared with conventional marine reciprocating engines.
  • an injection fuel volume corresponding to a typical HFO injection fuel volume can be delivered via a common rail or a booster fuel system, or other volume-based injection systems. Varying the proportion of the fuel additive in the fuel may allow for the engine to be operated over a wide range of the maximum continuous rating of the engine with the same injection volume of fuel.
  • the method is performed onboard a vessel, such as a marine vessel.
  • the vessel may be that which is to be powered by the fuel, or a vessel (such as a bunker barge) remote from the vessel which is to be powered by the fuel.
  • the method is performed using the apparatus described according to the sixth aspect of the invention described herein.
  • performing the method onboard the vessel allows the composition of the fuel to be quickly modified in response to changes in vessel conditions, such as engine load.
  • the fuel can be blended to have a higher fuel additive content when the engine is to be operated at higher loads.
  • the blending is performed such that the fuel comprises a predetermined proportion of fuel additive, the predetermined proportion being obtained on the basis of a load of an engine of the vessel.
  • a “predetermined” proportion of fuel additive can correspond to a “desired” proportion of fuel additive, and vice versa.
  • the inventors have identified that it can be advantageous to increase the proportion of fuel additive when the engine of the vessel is operating at high speed (i.e., high engine load), as a higher proportion of fuel additive corresponds to a higher volumetric energy density of the fuel.
  • Increasing the proportion of fuel additive in response to changes in engine load means that the fuel does not contain an unnecessarily large proportion of fuel additive when such levels of fuel additive are not required (e.g., while operating the engine at low load), thereby reducing the costs of operation.
  • the proportion of fuel additive is increased in response to an increase in the load of the engine.
  • the proportion of fuel additive is increased in response to the increase in the load of the engine when, such as only when, the engine load is above a predetermined threshold, for example above a load percentage of 50% of a maximum continuous rating of the engine.
  • the proportion of fuel additive is increased proportionally with the increase of engine load above the load percentage threshold of 50% of the maximum continuous rating of the engine.
  • a predetermined threshold e.g., above a load percentage of 50% of a maximum continuous rating of the engine
  • the proportion of fuel additive is substantially uniform (e.g., remains constant) when, such as only when, engine load is at or below a predetermined threshold, for example at or below a load percentage of 50% of the maximum continuous rating of the engine.
  • a relatively low, constant, proportion of fuel additive is suitable across a relatively broad range of engine load (e.g., a proportion of 5% fuel additive in the fuel for powering the engine at a load percentage of from 0% to 50% of the maximum continuous rating of the engine).
  • the blending is performed onshore.
  • the blending may be performed onshore to provide the fuel, and then the fuel may be bunkered to a vessel that is to be powered by the fuel.
  • Providing a pre-blended fuel to the vessel may allow for a simpler fuel storage system onboard the vessel and/or simpler fuel delivery system, within the vessel, to the engine.
  • the method comprises providing the alcohol in a first reservoir, providing the fuel additive in a second reservoir, the second reservoir separate from the first reservoir, and sourcing the alcohol from the first reservoir and the fuel additive from the second reservoir to perform the blending.
  • the first reservoir is substantially free of fuel additive and/or the second reservoir is substantially free of alcohol.
  • the method comprises providing both the alcohol and the fuel additive in a first reservoir as a pre-blended fuel, providing the alcohol or the fuel additive in a second reservoir separate from the first reservoir, and sourcing the pre-blended fuel from the first reservoir and the alcohol or fuel additive (as appropriate) from the second reservoir to perform the blending.
  • the method comprises providing both the alcohol and the fuel additive in a first reservoir as a pre-blended fuel having a first proportion of fuel additive, providing both the alcohol and the fuel additive in a second reservoir separate from the first reservoir as a pre-blended fuel having a second proportion of fuel additive, the second proportion being different from the first, and sourcing the respective pre-blended fuels from the first and second reservoirs to perform the blending.
  • the method comprises blending a mixture of the alcohol and fuel additive (e.g., a first fuel) with further fuel additive to provide a fuel (e.g., a second fuel).
  • a fuel e.g., a second fuel
  • the method comprises providing a mixture of alcohol and fuel additive in a first reservoir or tank (for example a first fuel having a proportion of fuel additive suitable for providing to an engine operating at or below a predetermined load percentage of a maximum load capacity of the engine, e.g., a load percentage of 50% of the maximum load capacity of the engine), providing fuel additive in a second reservoir or tank, and blending the mixture of alcohol and fuel additive from the first reservoir with the fuel additive from the second reservoir to provide a second fuel (e.g., a second fuel having a proportion of fuel additive suitable for providing to an engine operating at an engine operating at above the predetermined load percentage of the maximum load capacity of the engine e.g., a load percentage of 50% of the maximum load capacity of the engine).
  • a first “stock” fuel
  • a fuel suitable for use in a marine reciprocating engine comprising an alcohol comprising 1 to 4 carbon atoms and a fuel additive comprising biodiesel and/or renewable diesel.
  • the fuel is, for example, the fuel obtained or obtainable from the method described hereinabove with respect to the first aspect of the present invention.
  • Features described in relation to the first aspect of the present invention are explicitly disclosed in combination with the second aspect, to the extent that they are compatible, and vice versa.
  • the alcohol is methanol
  • the fuel additive comprises fatty acid methyl ester (FAME) and/or hydrotreated vegetable oil (HVO).
  • FAME fatty acid methyl ester
  • HVO hydrotreated vegetable oil
  • the alcohol and the fuel additive are present in the fuel in an amount of at least 90% by volume of the fuel.
  • the fuel comprises an organic portion (e.g., a portion of the fuel which includes all molecules that comprise carbon-hydrogen and/or carbon-carbon bonds) and an inorganic portion (e.g., a portion of the fuel which includes all molecules that do not comprise carbon- hydrogen and/or carbon-carbon bonds).
  • the organic portion of the fuel comprises the alcohol and the fuel additive, taken together, in an amount of at least 90% by volume of the organic portion, for example at least 95% or 99% by volume of the organic portion.
  • the organic portion of the fuel essentially consists of the alcohol and the fuel additive.
  • the fuel does not include an inorganic portion; in examples, the fuel consists essentially of an organic portion.
  • the fuel has a water content of less than 10% by volume of the fuel, for example less than 1% by volume of the fuel.
  • the fuel has a water content of approximately 0%; the fuel is substantially free of water.
  • the fuel comprises methanol and FAME, and is substantially free of water.
  • the fuel comprises methanol and HVO, and is substantially free of water.
  • the absence of water in the fuel may improve the miscibility I solubility of other components of the fuel.
  • the fuel comprises less than 10% fuel oil directly obtained from non-renewable sources (e.g., heavy fuel oil and/or marine diesel oil) by volume of the fuel, for example less than 1% by volume of the fuel.
  • the organic portion of the fuel comprises less than 10% fuel oil directly obtained from non-renewable sources by volume of the organic portion of the fuel, for example less than 1% by volume of the organic portion of the fuel.
  • the fuel is substantially free of fuel oil directly obtained from non-renewable sources.
  • the fuel comprises less than 10% hydrocarbons by volume of the fuel, other than any hydrocarbons provided as the fuel additive.
  • the fuel comprises less than 1% hydrocarbons by volume of the fuel, other than any hydrocarbons provided as the fuel additive.
  • the organic portion of the fuel comprises less than 10% hydrocarbon by volume of the organic portion, other than any hydrocarbon provided as the fuel additive.
  • the organic portion of the fuel comprises less than 1 % hydrocarbon by volume of the organic portion, other than any hydrocarbon provided as the fuel additive.
  • the fuel is substantially free of hydrocarbons, other than any hydrocarbons provided as the fuel additive.
  • the alcohol and the fuel additive are present in the fuel in an amount of at least 95%, or 99%, by volume of the fuel.
  • the fuel essentially consists of the alcohol and the fuel additive.
  • a fuel additive comprising biodiesel and/or renewable diesel for providing a fuel comprising the fuel additive and an alcohol comprising 1 to 4 carbon atoms, the fuel having improved ignition properties compared with the alcohol alone.
  • a method of operating a reciprocating engine comprising at least one cylinder, the method comprising: providing an alcohol comprising 1 to 4 carbon atoms in a reservoir for supplying to the at least one cylinder of the reciprocating engine; providing a fuel additive comprising biodiesel and/or renewable diesel in a reservoir for supplying to the at least one cylinder of the reciprocating engine; and supplying a fuel comprising the alcohol and/or the fuel additive to the at least one cylinder of the engine.
  • the fuel is supplied to the cylinder of the engine via a fuel injection system, e.g., a system comprising at least one fuel injector.
  • a fuel injection system e.g., a system comprising at least one fuel injector.
  • the supplying the fuel to the cylinder of the engine comprises supplying the fuel to one or more fuel injectors of a fuel injection system, wherein each fuel injector is associated with a respective cylinder of the engine.
  • the supplying the fuel to the cylinder of the engine comprises taking into account a desired proportion of the alcohol and/or the fuel additive in the fuel.
  • the method comprises: obtaining information indicative of a desired proportion of the alcohol and/or the fuel additive in the fuel; and, taking into account the information indicative of the desired proportion of the alcohol and/or the fuel additive in the fuel, supplying the fuel to the cylinder of the engine.
  • the obtaining information indicative of a desired proportion of the alcohol and/or the fuel additive in the fuel comprises taking into account an availability of the alcohol and an availability of the fuel additive.
  • the method comprises: obtaining information indicative of an availability of the alcohol and an availability of the fuel additive; and, taking into account at least the information indicative of the current availability of the alcohol and the fuel additive, obtaining information indicative of a desired proportion of the alcohol and/or the fuel additive in the fuel.
  • the obtaining information indicative of a desired proportion of the alcohol and/or the fuel additive in the fuel comprises taking into account information indicative of a desired fuel property.
  • the method comprises: obtaining information indicative of a desired fuel property; and, taking into account at least the information indicative of the desired fuel property, obtaining information indicative of a desired proportion of the alcohol and/or the fuel additive in the fuel.
  • the obtaining information indicative of the desired fuel property comprises taking into account at least one decision criterion.
  • the method comprises: taking into account at least one decision criterion, obtaining information indicative of the desired fuel property.
  • the providing the alcohol and the providing the fuel additive comprises providing both the alcohol and the fuel additive in the same reservoir.
  • the alcohol and the fuel additive are provided in the reservoir as a pre-blended fuel.
  • the providing the alcohol comprises providing the alcohol in a first reservoir and the providing the fuel additive comprises providing the fuel additive in a second reservoir, the second reservoir separate from the first reservoir.
  • the providing the alcohol and the providing the fuel additive comprises providing both the alcohol and the fuel additive in a first reservoir as a pre-blended fuel, and providing the alcohol or the fuel additive in a second reservoir.
  • the providing the alcohol and the providing the fuel additive comprises providing both the alcohol and the fuel additive in a first reservoir as a pre-blended fuel having a first proportion of fuel additive and providing both the alcohol and the fuel additive in a second reservoir as a pre-blended fuel having a second proportion of fuel additive, the second proportion being different from the first.
  • the or each reservoir is in direct selective fluid communication with the cylinder of the engine.
  • the or each reservoir is connected to the cylinder of the engine via one or more conduits with one or more of e.g., a pump or a valve disposed therebetween.
  • the or each reservoir is in indirect selective fluid communication with the cylinder of the engine.
  • the or each reservoir is connected to a blender, and the blender is in direct selective fluid communication with the cylinder of the engine.
  • the fuel comprises the alcohol and the fuel additive, for example the fuel is a blended fuel.
  • the fuel is the fuel according to the second aspect of the invention described herein.
  • the supplying the fuel to the cylinder of the engine comprises blending together the alcohol and the fuel additive to provide the fuel as a blended fuel, and supplying the blended fuel to the cylinder of the engine.
  • the supplying the fuel to the cylinder of the engine comprises performing the blending method according to the first aspect of the present invention.
  • the supplying the fuel to the cylinder of the engine comprises supplying a pre-mixed blended fuel comprising the alcohol and the fuel additive from a reservoir of pre-mixed blended fuel.
  • an organic portion of the fuel essentially consists of alcohol, for example essentially consists of methanol.
  • an inorganic portion of the fuel comprises water.
  • the fuel comprises water in an amount of 5% or less by total volume of the fuel, or 1% or less, or 0.15% or less.
  • the fuel essentially consists of alcohol and, optionally, water, for example essentially consists of methanol and, optionally, water.
  • the fuel essentially consists of methanol meeting the requirements of ASTM-D1152 and/or ISO/AWI 6583.
  • methanol is generally readily available at ports at low financial cost, and thus supplying such a fuel to the cylinder of the engine may increase the economic efficiency of operating the engine.
  • the fuel is supplied to the cylinder via a fuel injection system under conditions suitable for autoignition of the alcohol in the absence of a fuel additive.
  • the fuel is supplied under temperature and pressure conditions suitable for autoignition of the fuel, wherein the fuel is substantially free of the fuel additive.
  • the fuel is supplied to the cylinder at a temperature at or above a predetermined threshold injection temperature and at a pressure at or above a predetermined threshold injection pressure wherein, taken together, conditions which are above the predetermined threshold injection temperature and above the predetermined threshold injection pressure allow for autoignition of the alcohol in the absence of the fuel additive.
  • the supplying the fuel to the cylinder of the engine comprises compressing and optionally heating the alcohol such that the alcohol autoignites in a combustion chamber of the cylinder.
  • the heating the alcohol comprises exposing the alcohol: to an elevated scavenging temperature (e.g., a lower degree of air cooling is employed in the engine); to engine high loads; to high surface temperatures of an injector nozzle; or to an uncooled apex in the combustion chamber.
  • the organic portion of the fuel essentially consists of fuel additive, for example essentially consists of FAME, or essentially consists of HVO.
  • the fuel essentially consists of fuel additive for example essentially consists of FAME, or essentially consists of HVO.
  • the fuel consisting essentially of fuel additive has a relatively high volumetric energy density, and thus supplying to the cylinder of the engine such a fuel may allow for delivery of the fuel to the cylinder with an injection fuel volume which corresponds to a typical injection fuel volume of HFO.
  • the desired proportion of the alcohol and/or the fuel additive in the fuel is obtained taking into account a desired property of the fuel.
  • the desired property of the fuel is an ignition property of the fuel.
  • the desired property of the fuel is an energy density of the fuel, such as a volumetric energy density of the fuel.
  • the fuel comprises the alcohol and the fuel additive
  • the fuel is optionally supplied to the or each cylinder of the engine pre-mixed. That is, the alcohol and fuel additive of the fuel are blended together before the fuel is supplied to the cylinder. The components of the fuel are injected into the cylinder simultaneously; one component of the fuel is not injected into the cylinder before another component of the fuel.
  • the inventors have identified that the combination of an alcohol and a fuel additive as described hereinabove obviates the need for preignition. Accordingly, the fuel can be used in a reciprocating engine having a simpler design than other reciprocating engines in the art which are compatible with alcohol-based fuels.
  • engines in the art which have been configured for being powered by alcohol-based fuels require heavy and complex injector systems to allow for a pre-ignition protocol, e.g., heavy alcohol injectors for receiving alcohol from an alcohol reservoir and, separately, pre-ignition additive injectors for receiving pre-ignition additive from a pre-ignition reservoir.
  • a pre-ignition protocol e.g., heavy alcohol injectors for receiving alcohol from an alcohol reservoir and, separately, pre-ignition additive injectors for receiving pre-ignition additive from a pre-ignition reservoir.
  • the pre-mixed can be supplied to the cylinder of the engine from a single fuel reservoir via one or more fuel injector(s).
  • the supplying the fuel to the cylinder of the engine comprises supplying a blended fuel comprising the alcohol and the fuel additive from the blender or a reservoir to the fuel injection system and simultaneously supplying further fuel additive to the fuel injection system from a fuel additive “buffer” reservoir.
  • a change in engine load requires a variation in the proportion of alcohol and fuel additive being supplied to the cylinder of the engine.
  • an amount of pre-blended fuel is typically present in the blender and/or the part of the system which connects the blender to the fuel injection system (e.g., conduit(s) and/or day tank(s)).
  • the pre-blended fuel must be removed from the system (e.g., by combusting the pre-blended fuel in the engine) before a newly-blended fuel having a new proportion of alcohol and fuel additive can be provided to the cylinder of the engine.
  • further fuel additive can be supplied to the fuel injection system from a fuel additive “buffer” reservoir, separate from the blender or fuel reservoir, such that the proportion of alcohol and fuel additive in the fuel can be changed more quickly in response to variation in engine load.
  • such a method may be performed using engines which are more similar in construction to standard engines for being powered by HFO and/or MDO than engines in the art which have been configured to be powered by methane.
  • the engine is a marine engine, for example an engine for providing thrust and/or hotel electric power to a marine vessel.
  • the engine is a two-stroke engine or a four-stroke engine.
  • the engine is a compression-ignition engine.
  • the engine is a two-stroke engine, such as a compression-ignition two-stroke crosshead engine, in particular a low-speed compression-ignition two-stroke crosshead engine.
  • a two-stroke engine typically has a greater power-to-weight ratio than a four-stroke engine, which may be desirable in marine settings.
  • the providing the fuel comprises a blender performing the method according to the first aspect of the invention described herein.
  • the providing the fuel comprises bunkering the fuel from onshore, or from a bunker barge, to a reservoir or tank of a marine vessel.
  • the providing the alcohol comprises bunkering the alcohol from onshore or from a floating reservoir (e.g., a bunker barge) to a reservoir (e.g., a tank) of a marine vessel.
  • the providing the fuel additive comprises bunkering the fuel additive from onshore or from a floating reservoir (e.g., a bunker barge) to a reservoir (e.g., a tank) of the marine vessel.
  • the providing the alcohol and the providing the fuel additive comprises bunkering a fuel comprising the alcohol and the fuel additive (e.g., a pre-mixed blended fuel) from onshore or from a floating reservoir (e.g., a bunker barge) to a reservoir (e.g., a tank) of a marine vessel.
  • a fuel comprising the alcohol and the fuel additive (e.g., a pre-mixed blended fuel) from onshore or from a floating reservoir (e.g., a bunker barge) to a reservoir (e.g., a tank) of a marine vessel.
  • the method further comprises recovering unspent fuel from an injection system that comprises the pressurized fuel reservoir and low-pressure supply lines(s) of the engine and supplying the unspent fuel to the blender. Recycling unspent fuel in this manner can decrease operating costs.
  • a fuel-property controller for controlling a property of a fuel, the controller configured to: obtain information indicative of a current availability of an alcohol comprising 1 to 4 carbon atoms and a current availability of a fuel additive comprising biodiesel and/or renewable diesel; obtain information indicative of a desired fuel property; and taking into account the information indicative of the current availability of the alcohol and the fuel additive, and the desired fuel property, cause the fuel comprising the alcohol and/or the fuel additive to be provided.
  • the controller is further configured to cause the fuel to be supplied to a reservoir, such as a storage tank.
  • a reservoir such as a storage tank.
  • the controller is arranged onshore and is for use in controlling an onshore fuel blending process.
  • the controller is arranged onboard a marine vessel, and is for use in providing blended fuel to a reservoir (e.g., a day tank).
  • the controller is further configured to cause the fuel to be supplied to at least one cylinder of a reciprocating engine.
  • the controller is situated onboard a marine vessel, the marine vessel comprising a reciprocating two-stroke engine, and the controller is configured to cause the fuel to be supplied to at least one cylinder of the reciprocating two-stroke engine.
  • the controller is not situated onboard the marine vessel (i.e. , the controller is remote from the marine vessel) but is communicatively connected to one or more components of the marine vessel, such that the controller is configured to cause the fuel to be supplied to at least one cylinder of the reciprocating two-stroke engine remote from the marine vessel.
  • the fuel-property controller is a fuel-ignition-property controller for controlling an ignition property of the fuel, for example a fuel according to the second aspect of the invention described herein.
  • the controller is a fuel-energy-density controller for controlling the volumetric energy density of the fuel, for example a fuel according to the second aspect of the invention described herein.
  • the controller is configured to take into account at least one decision criterion in obtaining the information indicative of the desired fuel property.
  • the controller is configured to: taking into account at least one decision criterion, obtain information indicative of the desired fuel property.
  • the at least one decision criterion is at least one of: a financial cost of the alcohol; a financial cost of the fuel additive; a current engine load; a future (e.g., predicted) engine load; a fuel injection temperature (e.g., the temperature of fuel as it is injected into a combustion chamber of a cylinder from a fuel injection system); and/or a fuel injection pressure (e.g., the pressure of fuel as it is injected into the combustion chamber of the cylinder from a fuel injection system).
  • a financial cost of the alcohol e.g., a financial cost of the fuel additive
  • a current engine load e.g., a future (e.g., predicted) engine load
  • a fuel injection temperature e.g., the temperature of fuel as it is injected into a combustion chamber of a cylinder from a fuel injection system
  • a fuel injection pressure e.g., the pressure of fuel as it is injected into the combustion chamber of the cylinder from a fuel injection system
  • the controller is configured to take into account a desired proportion of alcohol and/or fuel additive in the fuel in the provision of the fuel.
  • the controller is configured to: taking into account the information indicative of the current availability of the alcohol and the fuel additive, and the desired fuel property, obtain information indicative of a desired proportion of the alcohol and/or the fuel additive in the fuel; and, taking into account the information indicative of the desired proportion of the alcohol and/or the fuel additive in the fuel, cause the provision of the fuel.
  • the controller is configured to cause the alcohol to be supplied to the engine in the substantial absence of the fuel additive.
  • the controller is configured to cause alcohol from a first reservoir to be supplied to the cylinder of the engine, optionally via a blender, without causing fuel additive from a second reservoir to be supplied to the cylinder of the engine.
  • the information indicative of the availability of the fuel additive corresponds to information indicative of an amount of fuel additive present in the second reservoir.
  • the controller is configured to cause alcohol from the first reservoir to be supplied to the cylinder of the engine without causing fuel additive from the second reservoir to be supplied to the cylinder of the engine, when the obtained information is indicative of the amount of fuel additive present in the second reservoir being below a predetermined threshold (e.g., substantially no fuel additive is present in the second reservoir).
  • the controller is configured to cause the alcohol to be supplied to the engine in the substantial absence of the fuel additive wherein the at least one decision criterion includes the fuel injection charge air (e.g., oxygen and nitrogen) temperature meeting or exceeding a predetermined fuel injection charge air (e.g., oxygen and nitrogen) temperature threshold and/or the fuel injection pressure meeting or exceeding a predetermined fuel injection pressure threshold.
  • the predetermined fuel injection charge air (e.g., oxygen and nitrogen) temperature threshold and the predetermined fuel injection pressure threshold are interrelated, such that conditions meeting or exceeding each threshold correspond to conditions under which alcohol (e.g., methanol) can autoignite.
  • the alcohol is methanol
  • the predetermined fuel injection charge air (e.g., oxygen and nitrogen) temperature threshold is 825 degrees Celsius (°C)
  • the predetermined pressure threshold is 15 atmosphere (atm).
  • this configuration may allow for the engine to be operated in a more economically efficient manner.
  • the controller is configured to cause the alcohol to be supplied to the engine in the substantial absence of the fuel additive wherein the at least one decision criterion includes the current engine load being within a predetermined current engine load range and/or the future engine load being within a predetermined future engine load range.
  • the presence of the fuel additive may be obviated within a predetermined engine load range, for example a load percentage of from 40% to 60% of a maximum continuous rating of the engine.
  • the controller is configured to cause the fuel additive to be supplied to the engine in the substantial absence of the alcohol.
  • the controller is configured to cause fuel additive from the second reservoir to be supplied to the cylinder of the engine, optionally via the blender, without causing alcohol from the first reservoir to be supplied to the cylinder of the engine.
  • the information indicative of the availability of the alcohol corresponds to information indicative of an amount of alcohol present in the first reservoir.
  • the controller is configured to cause the fuel additive from the second reservoir to be supplied to the cylinder of the engine without causing the alcohol from the first reservoir to be supplied to the cylinder of the engine, when the obtained information is indicative of the amount of alcohol present in the first reservoir being below a predetermined threshold (e.g., substantially no alcohol is present in the first reservoir).
  • the controller is configured to cause the fuel additive to be supplied to the engine in the substantial absence of the alcohol wherein the at least one decision criterion includes the current engine load meeting or exceeding a predetermined current engine load threshold and/or the future engine load meeting or exceeding a predetermined future engine load threshold.
  • the controller is configured to cause the alcohol and the fuel additive to be supplied to the engine.
  • the controller is configured to cause the alcohol and the fuel additive to be supplied to the engine concurrently.
  • the alcohol and the fuel additive are supplied to the engine as a blend, e.g., a blended fuel.
  • the controller is configured to cause the alcohol and the fuel additive to be supplied from respective reservoirs to a blender, to cause the blender to blend the alcohol and the fuel additive to provide a blended fuel, and to cause the blended fuel to be supplied to the engine.
  • the controller is configured to cause the blender to perform the method according to the first aspect of the present invention.
  • the controller is configured to cause the alcohol and the fuel additive to be supplied together to the engine wherein the at least one decision criterion includes the current engine load being below a predetermined current engine load threshold and/or the future engine load being below a predetermined future engine load threshold.
  • the ignition-property-improving effect of the fuel additive in the fuel may be particularly advantageous when operating the engine below a predetermined engine load threshold, for example at or below a load percentage of 40% of the maximum continuous rating of the engine.
  • the controller is configured to obtain information indicative of a current proportion of alcohol and/or fuel additive in the fuel (e.g., the current proportion of alcohol and/or fuel additive in the fuel being supplied to the cylinder of the engine, or the current proportion of alcohol and/or fuel additive in the fuel in the blender), to obtain information indicative of a desired proportion of alcohol and/or fuel additive corresponding to the desired fuel property, and cause the blender to blend the alcohol and the fuel additive to provide the fuel with a proportion of the alcohol and/or the fuel additive closer to the desired proportion of alcohol and/or fuel additive than the current proportion of alcohol and/or fuel additive.
  • a current proportion of alcohol and/or fuel additive in the fuel e.g., the current proportion of alcohol and/or fuel additive in the fuel being supplied to the cylinder of the engine, or the current proportion of alcohol and/or fuel additive in the fuel in the blender
  • the blender to blend the alcohol and the fuel additive to provide the fuel with a proportion of the alcohol and/or the fuel additive closer to the desired proportion of alcohol and/or fuel additive than the current proportion
  • the controller is configured to cause fuel additive to be supplied to the cylinder of the engine via a fuel injection system from a further fuel additive “buffer” reservoir.
  • the fuel additive “buffer” reservoir is separate from the second reservoir for containing fuel additive and the blender.
  • this configuration may allow for a fuel having a new proportion of alcohol and fuel additive to be delivered to the cylinder of the engine, as described hereinabove in relation to the fourth aspect of the present invention.
  • the information indicative of the desired proportion of alcohol and/or fuel additive to be present in the fuel is based at least on information indicative of a load of a marine reciprocating engine.
  • the controller is arranged onboard a marine vessel comprising a marine reciprocating engine, and the information is indicative of a load of the marine reciprocating engine.
  • the information is indicative of a current load of the marine reciprocating engine, or a predicted future load of the marine reciprocating engine.
  • the controller comprises a processor and a non-transitory computer-readable storage medium.
  • the non-transitory computer-readable storage medium stores instructions which at least partly cause the processor to perform as described above.
  • the controller is configured to cause the method according to the first aspect and/or the method according to the fourth aspect of the present invention to be performed.
  • an apparatus for providing a fuel to at least one cylinder of a marine reciprocating engine comprising: a blender for blending an alcohol comprising 1 to 4 carbon atoms sourced from a first reservoir and a fuel additive comprising biodiesel and/or renewable diesel sourced from a second reservoir to provide the fuel; and a controller for controlling the blender.
  • the controller is the controller according to the fifth aspect of the present invention.
  • the apparatus is configured to provide the fuel to the at least one cylinder of the marine reciprocating engine via a fuel injection system, e.g., a system comprising one or more fuel injectors .
  • a fuel injection system e.g., a system comprising one or more fuel injectors .
  • the blender of the apparatus is in selective fluid communication with the fuel injector system, and the fuel injection system is in selective fluid communication with the at least one cylinder of the marine reciprocating engine.
  • the apparatus further comprises: the first reservoir or tank for containing (e.g., that contains) an alcohol comprising 1 to 4 carbon atoms; and a second reservoir or tank for containing (e.g., that contains) a fuel additive comprising biodiesel and/or renewable diesel; wherein the blender is in selective fluid communication with the first reservoir and the second reservoir.
  • the blender is in selective fluid communication with the first reservoir, the second reservoir, and the fuel injector system of the engine.
  • a first inlet of the blender is connected to an outlet of the first reservoir
  • a second inlet of the blender is connected to an outlet of the second reservoir
  • an outlet of the blender is connected to an inlet of the fuel injection system of the engine, via one or more conduits.
  • the flow of fluid between the blender, the first reservoir, the second reservoir, and the fuel injector system is controlled by one or more pumps, valves, restrictions, and the like between the one or more features (e.g., one or more pumps, valves, restrictions, and the like is arranged along a conduit connecting an inlet and an outlet).
  • the controller may control the operation of the one or more features.
  • the first reservoir is for containing (e.g., contains) a blend of the alcohol comprising 1 to 4 carbon atoms and a fuel additive comprising biodiesel and/or renewable diesel. That is, in examples, the first reservoir is for containing (e.g., contains) a first fuel according to the second aspect of the invention described herein, and in use the apparatus blends the first fuel with further alcohol and/or fuel additive to provide a second fuel according to the second aspect of the invention described herein.
  • the or each reservoir is in direct selective fluid communication with the cylinder of the engine.
  • the or each reservoir is connected to the cylinder of the engine via one or more conduits with one or more of e.g., a pump or a valve disposed therebetween.
  • the or each reservoir is in indirect selective fluid communication with the cylinder of the engine.
  • the or each reservoir is in selective fluid communication with a blender, and the blender is in direct selective fluid communication with the cylinder of the engine.
  • the first reservoir is in direct selective fluid communication with the cylinder of the engine and the blender
  • the second reservoir is in direct selective fluid communication with the cylinder of the engine and the blender.
  • this arrangement may allow for the provision of a blended fuel in the blender to be thereafter provided to the fuel injection system, as well as direct provision to the fuel injection system of alcohol in the absence of fuel additive or fuel additive in the absence of alcohol without contamination of either component in the blender before being provided to the fuel injection system.
  • the controller is configured to control flow of the alcohol and the fuel additive to the blender, such that the alcohol and the fuel additive are provided to the blender in amounts necessary to provide the fuel comprising the desired proportion of alcohol and/or fuel additive.
  • the controller is configured to cause the operation of one or more valves and/or pumps arranged between the first and/or the second reservoir and the blender.
  • the controller is configured to control flow of the blended fuel to the fuel injection system, such that the fuel is provided to the fuel injection system in a desired volume.
  • the controller is configured to cause the operation of one or more valves and/or pumps arranged between the blender and the fuel injection system.
  • the controller is configured to control flow of the alcohol and the fuel additive from their respective reservoirs directly to the fuel injection system, such that the alcohol and the fuel additive are provided to the fuel injection system in a desired volume.
  • the controller is configured to cause the operation of one or more valves and/or pumps arranged between the first and/or the second reservoir and the fuel injection system.
  • the apparatus comprises a further fuel additive “buffer” reservoir configured to provide fuel additive directly to the fuel injection system.
  • the buffer reservoir is in direct selective fluid communication with the fuel injection system.
  • the buffer reservoir is not in direct selective fluid communication with the blender.
  • the controller is configured to control flow of the fuel additive from the buffer reservoir directly to the fuel injection system, such that the further fuel additive is provided to the fuel injection system in a desired volume.
  • the controller is configured to cause the operation of one or more valves and/or pumps arranged between the buffer reservoir and the fuel injection system
  • the controller is configured to obtain the information indicative of the load of the marine reciprocating engine from an information source.
  • the information source is a sensor for sensing the load of the marine reciprocating engine and/or a look-up table containing information indicative of the load of the marine reciprocating engine.
  • a non-transitory computer-readable storage medium storing instructions that, when executed by a processor, cause the processor to: obtain information indicative of a current availability of an alcohol comprising 1 to 4 carbon atoms and a current availability of a fuel additive comprising biodiesel and/or renewable diesel; obtain information indicative of a desired fuel property; and taking into account the information indicative of the current availability of the alcohol and the fuel additive, and the desired fuel property, cause a fuel comprising the alcohol and/or the fuel additive to be provided.
  • the instructions cause the processor to cause a blender to perform the method according to the first aspect of the invention described herein.
  • the instructions cause the processor to cause the method according to the fourth aspect of the invention described herein to be performed.
  • the instructions are suitable for at least partly configuring a controller according to the fifth aspect of the invention described herein.
  • a marine reciprocating engine for being powered by a fuel comprising an alcohol comprising 1 to 4 carbon atoms and/or a fuel additive comprising biodiesel and/or renewable diesel (e.g., the fuel according to the second aspect of the present invention described herein), the marine reciprocating engine comprising: a cylinder comprising a combustion chamber having an inlet; at least one fuel injector arranged to supply the fuel to the inlet; and a fluid isolation system comprising a fluidically- isolating screen arranged to define a fluidically-isolated volume about the at least one fuel injector and the inlet of the cylinder, thereby fluidically isolating the fuel injector and the inlet of the cylinder from an environment external to the fluid isolation system.
  • Alcohols as described herein have relatively high autoignition temperatures while having relatively low flash point temperatures, meaning that they may be handled more safely than other marine fuels such as heavy fuel oil or marine diesel oil, or other renewable fuel sources such as methane.
  • fuels comprising alcohol as described herein have relatively low flashpoints. Accordingly, it is desirable to reduce the chance of dangerous and unintended fires in an engine room resulting from ignition of gaseous alcohols which may have escaped from the engine, a fuel line, and/or a fuel tank.
  • the fluid isolation system of the marine reciprocating engine advantageously reduces the chances of dangerous and unintended fires in the engine room by prohibiting the flow of alcohol liquid or gas from the cylinder and the fuel injector to the environment external to the fluid isolation system, e.g., the engine room of the marine vessel.
  • the fluidically-isolating screen provides a physical and fluidically-isolating barrier between the areas of the engine through which fuel can escape and the areas of the engine room accessible by personnel in normal operation of the engine, thereby enhancing safety of personnel onboard the vessel.
  • the fluidically-isolating screen comprises one or more ports through which pass conduit(s) for: transferring fuel to the fuel injector from a reservoir or tank for containing the fuel external to the engine; transferring unspent fuel from the fuel injector and/or cylinder of the engine to a reservoir or tank for containing unspent fuel external to the engine; and/or transferring an exhaust stream from the cylinder of the engine to an area external to the engine.
  • each port comprises a seal to prevent passage of fluid across the fluidically-isolating screen external to the conduit(s).
  • a portion of one or each of the conduit(s) inside the fluidically-isolated volume is single-walled (i.e., only a single wall separates the internal and external areas of the conduit).
  • a single-walled conduit is more easily inspected than a double-walled conduit.
  • the fluidically-isolating screen provides a further level of separation between the contents of the conduit and the areas of the engine room accessible by personnel in normal operation of the engine, the contents of the portion of the conduit(s) inside the fluidically- isolated volume is separated from the area external to the engine by at least two walls. Accordingly, this example allows for easier maintenance of engine whilst still ensuring the safety of operating personnel.
  • a portion of one or each of the conduit(s) external to the fluidically-isolated volume is single-walled, and surrounded by a second conduit.
  • one or each second conduit is a flexible hose.
  • the arrangement of the second conduit around the single-walled conduit separates the contents of the single-walled conduit from a user by at least two walls, thereby enhancing user safety. Example such second conduits will be discussed further hereinbelow with reference to the ventilation system.
  • the fluidically-isolating screen further fluidically-isolates a hydraulic exhaust system of the cylinder from the environment external to the marine reciprocating engine.
  • the fluid isolation system comprises a ventilation system for removing and/or replenishing gas of the fluidically-isolated volume.
  • the ventilation system is configured to remove gas (e.g., gas enriched with alcohol evaporated from the fuel) from the fluidically-isolated volume, and replenish the fluidically-isolated volume with gas (e.g., gas depleted with alcohol compared with the gas removed from the fluidically-isolated volume).
  • the replenishing gas i.e. , the gas with which the ventilation system replenishes the fluidically-isolated volume
  • the replenishing gas is an inert gas, such that the fluidically-isolated volume is provided with an inert atmosphere.
  • the replenishing gas essentially consists of nitrogen (N2).
  • N2 nitrogen
  • filling the fluidically-isolated volume with nitrogen gas reduces the chance of unintended fires by limiting the amount of oxygen available in the fluidically-isolated system.
  • the replenishing gas has composition a corresponding to the gas external to the fluid isolation system.
  • the replenishing gas has a composition approximately corresponding to atmospheric gases (i.e., the combination and proportion of gases forming the Earth’s atmosphere).
  • the alcohol present in the fuel has a relatively high autoignition temperature, the chance of autoignition of fuel which escapes into the fluidically-isolated volume is lower than other fuels such as methane. Accordingly, the need for an inert atmosphere in the fluidically-isolated volume around an engine supplied with a fuel as described herein is reduced compared with an engine supplied with, for example, methane.
  • Supplying atmospheric gases to the fluidically-isolated volume reduces complexity and operating costs compared with supplying the fluidically-isolated volume with an inert atmosphere.
  • the ventilation system comprises one or more heat-exchangers configured to absorb thermal energy from gas removed from the fluidically-isolated volume before reintroducing the gas to the fluidically-isolated volume as replenishing gas.
  • the absorption of thermal energy allows for control of the atmospheric temperature inside the fluidically-isolated volume.
  • the ventilation system removes and replenishes gas in the fluidically-isolated volume via the second conduit(s) surrounding the conduits which pass through the fluidically- isolating screen as described hereinabove.
  • gas is removed from the fluidically- isolated system via at least one flexible hose which surrounds a conduit that passes through the fluidically-isolating screen, and gas is provided to the fluidically-isolated volume (thereby replenishing removed gas) via at least one other flexible hose which surrounds a conduit that passes through the fluidically-isolating screen.
  • the fluid isolation system comprises a sensor for sensing the concentration of one or more components of the fuel in the fluidically-isolated volume.
  • the fluid isolation system comprises a sensor for sensing the concentration of alcohol (e.g., methanol) in the fluidically-isolated volume.
  • the sensor allows for detection of variations in concentration of fuel components in the fluidically-isolated volume. For example, an increase in the concentration of one or more of the components of the fuel may indicate a leak of fuel component from the cylinder and/or fuel injector into the fluidically-isolated volume.
  • the senor is communicatively connected to a controller, such that the sensor is configured to provide information indicative of the concentration of one or more components of the fuel in the fluidically-isolated volume to the controller.
  • the controller is communicatively connected to an indicator (e.g., a user interface) for providing information on the concentration of one or more components of the fuel to a user.
  • the indicator and controller together are configured to indicate to the user: the absolute concentration of one or more components of the fuel in the fluidically-isolated volume; or a change in concentration (e.g., delta) of one or more components of the fuel in the fluidically-isolated volume.
  • the indicator and controller together are configured to alert a user if a concentration of component of a fuel meets or exceeds a predetermined threshold. Accordingly, a user can be alerted to a leak of fuel in the fluidically-isolated volume.
  • the controller is configured to control operation of the engine (for example, the cylinder, any other cylinders, and the fuel injector) in response to the information indicative of the concentration of one or more components of the fuel in the fluidically-isolated volume.
  • the controller is configured to obtain information indicative of (e.g., determine) the concentration of one or more components of the fuel in the fluidically-isolated volume; compare the concentration to a predetermined threshold; determine if the concentration exceeds the predetermined threshold and, if so, control the engine by stopping operating of the engine.
  • such a configuration means that the engine is automatically shut down upon detection of a fuel leak from the cylinder and/or fuel injector, thereby enhancing user safety.
  • the controller is configured to obtain information indicative of (e.g., determine) the concentration of one or more components of the fuel in the fluidically-isolated volume; compare the concentration to a predetermined threshold; determine if the concentration exceeds the predetermined threshold and, if so, control the engine by stopping supply of the current fuel to one or more cylinders of the engine and provide in its place a fuel having a higher flashpoint than the current fuel.
  • a configuration means that the operation of the engine is shifted from using a fuel having a relatively low flashpoint to using a fuel having a higher flashpoint upon detection of a fuel leak from a cylinder and/or fuel injector of the engine, thereby enhancing user safety.
  • the controller is configured to control the engine such that the supply of fuel to each cylinder of the engine as discussed above is controlled independently.
  • a configuration means that the operation of a specific cylinder where a fuel leak has been detected from the cylinder and/or fuel injector is shifted from using a fuel having a relatively low flashpoint to using a fuel having a higher flashpoint, thereby enhancing user safety, while allowing for different fuels to continue being provided to other cylinder(s) of the engine, thereby maintaining overall engine power.
  • the controller is configured to cause fuel in the fluidically- isolated volume to be transferred to a burner at which the fuel may be safely combusted.
  • the controller is configured such that, upon the controller receiving from the sensor information indicative of a concentration of a component of the fuel meeting or exceeding the predetermined threshold, the controller causes at least some of the atmosphere of the fluidically- isolated volume comprising the fuel to be transferred to a burner.
  • such a configuration may allow for safe removal of leaked fuel from the fluidically-isolated volume whilst generating heat for use elsewhere in the vessel.
  • the controller is configured to cause fuel in the fluidically- isolated volume to be vented from the fluidically-isolated volume.
  • the controller is configured such that, upon the controller receiving from the sensor information indicative of a concentration of a component of the fuel meeting or exceeding the predetermined threshold, the controller causes fuel in the fluidically-isolated volume to be transferred to a vent mast external to the fluidically-isolated volume, from which the fuel can be safely released into the atmosphere external to the vessel.
  • each cylinder and associated fuel injector is fluidically isolated from other cylinders and fuel injectors of the engine.
  • each fluidically-isolated volume of the engine is provided with a sensor.
  • the controller is configured to receive information from each sensor, and to provide a user with information relating to the concentration of fuel component in each fluidically-isolated volume.
  • the controller is configured to control operation of each cylinder and associated fuel injector independently in response to information indicative of the concentration of one or more components of the fuel in each fluidically-isolated volume, in the manner described hereinabove.
  • a vessel comprising one or more of: the fuel according to the second aspect of the invention described herein; the controller according to the fifth aspect of the invention described herein; the apparatus according to the sixth aspect of the invention described herein; the non-transitory computer-readable storage medium according to the seventh aspect of the invention described herein; and the engine according to the eighth aspect of the invention described herein.
  • the vessel is a marine vessel, such as a cargo vessel such as a container ship, a tanker, a dry-bulk carrier or a reefer ship, or a passenger vessel or any other marine vessel.
  • the vessel is a container ship.
  • Figure 1 shows a schematic marine vessel according to examples
  • Figure 2 shows a schematic apparatus for providing a fuel to at least one cylinder of a marine reciprocating engine according to examples
  • Figure 3 shows a schematic flow chart of a method of which a controller is configured to perform according to examples
  • Figure 4 is a chart showing compositions of a fuel across a percentage load range of a maximum continuous rating of an engine according to examples
  • Figure 5 is a chart showing compositions of a fuel across a percentage load range of a maximum continuous rating of an engine according to further examples;
  • Figure 6 shows a schematic view of a computer-readable storage medium according to examples;
  • Figure 7 shows a schematic view of an engine according to examples
  • Figure 8A shows a schematic side view of a portion of the engine depicted in Figure 7, and Figure 8B shows a schematic cross section of the portion of the engine depicted in Figure 7;
  • Figure 9 shows a schematic view of a portion of an engine according to another example.
  • FIG. 1 shows a schematic side view of an example of a marine vessel according to an example.
  • the vessel is a container ship 100.
  • the marine vessel may be another form of cargo vessel, such as a tanker, a dry-bulk carrier or a reefer ship, or a passenger vessel or any other marine vessel.
  • the marine vessel 100 has a hull 2 and one or more engine rooms 3 inside the hull 2.
  • the main vessel 100 is powered by at least one internal combustion engine, such as a two-stroke cross-head combustion engine.
  • the marine vessel 100 depicted in Figure 1 is powered by two two-stroke self-igniting cross-head combustion engines 4, 5 located in an engine room 3.
  • the engines 4, 5 drive a propulsion mechanism 6 (such as one or more propellers).
  • the vessel 100 may also comprise one or more auxiliary engines (known as generator sets) that provide power and/or heat for various consumers of power aboard the vessel 100.
  • the engines 4, 5 are marine two-stroke crosshead internal combustion engines. In the example shown in Figure 1 , the engines 4, 5 are powered by a fuel comprising methanol, FAME, and/or HVO. The engines receive the fuel composition from a fuel preparation apparatus 7.
  • the engines 4, 5 are any suitable marine two-stroke crosshead internal combustion engines, such as diesel uniflow engines, or Otto cycle engines. The skilled person will be familiar with the components and systems of a marine vessel 100, and so further detailed discussion thereof is omitted for brevity.
  • Figure 2 shows a schematic apparatus 200 for providing a fuel to at least one cylinder of a marine reciprocating engine.
  • the apparatus 200 is, for example, the fuel preparation apparatus 7 arranged in the marine vessel 100 depicted in Figure 1.
  • the apparatus 200 comprises a controller 202, a blender 204, a first tank 206 for containing methanol, and a second tank 208 for containing FAME and/or HVO.
  • a controller 202 for supplying fuel to the apparatus 200
  • a blender 204 for containing methanol
  • a second tank 208 for containing FAME and/or HVO.
  • FAME being employed as the fuel additive.
  • HVO or a mixture of FAME and HVO, being employed as the fuel additive.
  • the first tank 206 and second tank 208 are in selective fluid communication with the blender 204 via conduits 210, 212, 214.
  • the conduits 210, 212, 214 connect respective outlets of the tanks 206, 208 and an inlet of the blender 204.
  • a first valve 216 for controlling flow of methanol from the first tank 206 to the blender 204, a first pump 218 for drawing methanol from the first tank 206 to the blender 204, and a first flowmeter 220 for sensing the volumetric flow rate of methanol from the first tank 206 to the blender 204.
  • a second valve 222 for controlling flow of FAME from the second tank 208 to the blender 204, a second pump 224 for drawing FAME from the second tank 208 to the blender 204, and a second flowmeter 226 for sensing the volumetric flow rate of FAME from the second tank 208 to the blender 204.
  • the controller 202 is communicatively connected to the first valve 216, the first pump 218, the first flowmeter 220, the second valve 222, the second pump 224, and the second flowmeter 226 (indicated in Figure 2 by dotted lines), such that the controller 202 can obtain information from the first flowmeter 220 and the second flowmeter 226, and control the operation of the first valve 216, the first pump 218, the second valve 222, and the second pump 224.
  • the controller 202 causes the first valve 216 to be in an open position (e.g., in a position which allows the flow of fluid therethrough) and the first pump 218 to be operated, thereby drawing a predetermined amount of methanol from the first tank 206 into the blender 204. Then, the controller 202 causes the first valve 216 to be in a closed position (e.g., in a position which prohibits the flow of fluid therethrough), the second valve 222 to be in an open position, and the second pump 224 to be operated, thereby drawing a predetermined amount of FAME from the second tank 208 to the blender 204.
  • the controller 202 can cause predetermined amounts of methanol and FAME to be delivered to the blender 204.
  • the predetermined amounts for example, correspond to a desired proportion of methanol or FAME in the fuel blended in the blender 204.
  • the configuration of the controller 202 in this respect will be further described below in reference to Figure 3.
  • the controller 202 is communicatively connected to the first flowmeter 220 and the second flowmeter 226.
  • the controller 202 is configured to obtain information indicative of the volumetric flow along the conduits 210, 212 from the first flowmeter 220 and the second flowmeter 226 respectively and, taking into account the obtained information, control the operation of the first pump 218, the second pump 224, the first valve 216, and the second valve 222.
  • This example may be particularly suitable for accurate dosing of the predetermined amounts of methanol and FAME to the blender 204.
  • first valve 216 and the second valve 222 are omitted, and fluid communication between the first tank 206 and the blender 204, and the second tank 208 and the blender 204, is controlled by the first pump 218 and the second pump 224 respectively.
  • the first pump 218 and the second pump 224 are omitted and, optionally, the first flowmeter 220 and the second flowmeter 226 omitted.
  • a pump is arranged along the conduit 214 which connects the first conduit 210 and the second conduit 212 to the inlet of the blender 204, the pump configured to draw a predetermined amount of methanol from the first tank 206 to the blender 204 when the first valve 216 is in the open configuration and the second valve 222 is in the closed configuration, and to draw a predetermined amount of FAME from the second tank 208 to the blender 204 when the first valve 216 is in the closed configuration and the second valve 222 is in the open configuration.
  • the controller 202 is configured to cause the blender 204 to blend the alcohol and the FAME to provide a blended fuel comprising methanol and FAME.
  • the controller 202 is communicatively connected to a four-way valve 228 and is configured to control operation of the four-way valve 228.
  • the blended fuel can be provided to a fuel injection system 230 of a cylinder 232 of a marine reciprocating two-stroke engine.
  • the controller 202 is configured to, in use, cause the four-way valve 228 to be positioned to allow flow of blended fuel from the blender 204 to the fuel injection system 230 via conduits 234, 236 while prohibiting flow of methanol from the first tank 206 and FAME from the second tank 208 to the fuel injection system 230.
  • the controller is communicatively connected to a further pump 238 arranged along the conduit 236 connecting the four-way valve 228 and the fuel injection system 230, and is configured to operate the further pump 238 while the four-way valve 228 is positioned as described hereinabove, thereby drawing a predetermined amount of blended fuel from the blender 204 to the fuel injection system 230 of the cylinder 232 of the marine reciprocating two-stroke engine.
  • the apparatus 200 depicted in Figure 2 can be operated to provide methanol from the first tank 206 to the fuel injection system 230 in the substantial absence of FAME from the second tank 208, and to provide FAME from the second tank 208 to the fuel injection system 230 in the substantial absence of methanol from the first tank 206.
  • the controller 202 is configured to, in use, cause the four-way valve 228 to be positioned to allow flow of methanol from the first tank 206 to the fuel injection system 230 via conduits 236, 240 while prohibiting flow of fuel from the blender 204 and FAME from the second tank 208 to the fuel injection system 230.
  • the controller 202 is configured to operate the further pump 238, thereby drawing a predetermined amount of methanol from the first tank 206 to the fuel injection system 230.
  • the controller 202 is also configured to, in use, cause the four-way valve 228 to be positioned to allow flow of FAME from the second tank 208 to the fuel injection system 230 via conduits 236, 242 while prohibiting flow of fuel from the blender 204 and methanol from the first tank 206 to the fuel injection system 230.
  • the controller 202 is configured to operate the further pump 238, thereby drawing a predetermined amount of FAME from the second tank 208 to the fuel injection system 230.
  • the apparatus 200 depicted in Figure 2 comprises a further “buffer” tank 244 for containing FAME.
  • the buffer tank 244 is directly connected to the fuel injection system 230 via a conduit 246.
  • a pump 248 Arranged along the conduit 246 between the buffer tank 244 and the fuel injection system 230 is a pump 248 for drawing a predetermined amount of FAME from the buffer tank 244 to the fuel injection system.
  • the controller 202 is communicatively connected to the pump 248 such that, in use, the controller 202 is configured to selectively operate the pump 248 for supplying FAME from the buffer tank 244 to the fuel injection system 230.
  • the controller 202 is configured to obtain information indicative of the load of the marine reciprocating engine from an information source.
  • the controller 202 is communicatively connected to a sensor 250, and the controller 202 is configured to obtain information indicative of the load of the engine from the sensor 250.
  • the controller 202 is configured to obtain the information indicative of the load of the engine from a look-up table containing information indicative of the load of the marine reciprocating engine.
  • further pump(s), flowmeter(s), and/or valve(s) are arranged along the conduits connecting the components of the apparatus 200 for controlling and/or monitoring flow of fluid along the conduits, and the further pump(s), flowmeter(s) and/or valve(s) are communicatively connected to the controller 202.
  • FIG 3 shows a schematic flow chart of a method 300 of which a controller is configured to perform.
  • the controller is, for example, the controller 202 depicted in Figure 2 and/or the controller 610 depicted in Figure 6, described further hereinbelow.
  • the controller is for controlling a property of a fuel, such as an ignition property of a fuel, and/or a volumetric energy density of a fuel.
  • the method 300 comprises obtaining 302 information indicative of a current availability of methanol and a current availability of FAME 304.
  • the obtaining 302 information indicative of a current availability of methanol and a current availability of FAME 304 comprises determining the amount of methanol present in the first tank 206 of the apparatus 200 and determining the amount of FAME present in the second tank 208 of the apparatus 200.
  • the determining is, for example, performed by obtaining information from fill-load sensors (not shown) arranged in the first tank 206 and second tank 208, respectively.
  • the method 300 further comprises, taking into account at least one decision criterion 306, obtaining 308 information indicative of a desired fuel property 310.
  • the obtaining 308 information indicative of a desired fuel property 310 comprises determining, based at least on the at least one decision criterion 306, a desired fuel property.
  • the method 300 further comprises, taking into account the information indicative of the current availability of the alcohol and the fuel additive 304, and the information indicative of the desired fuel property 310, obtaining 312 information indicative of a desired proportion of methanol and/or FAME in the fuel 314.
  • the obtaining 312 information indicative of a desired proportion of methanol and/or FAME 314 comprises determining, based at least on the information indicative of the current availability of the methanol and the FAME 304, and the desired fuel property 310, a predetermined proportion of methanol and/or FAME in the fuel 314.
  • the method 300 further comprises, taking into account the information indicative of the desired proportion of methanol and/or FAME in the fuel 314, causing 316 the fuel comprising methanol and/or FAME 318 to be provided.
  • the method 300 comprises causing 316 a fuel comprising methanol in the substantial absence of FAME 320 to be provided, or a fuel comprising FAME in the substantial absence of methanol 322 to be provided, or a fuel comprising methanol and FAME 324 to be provided.
  • the causing 316 the fuel 318 to be provided comprises blending together methanol and FAME, for example (with respect to the apparatus 200 depicted in Figure 2) causing the first valve 216, the first pump 218, the second valve 222, and the second pump 224 to be operated such that the blender 204 is charged with methanol from the first tank 206 and FAME from the second tank 208 and causing the blender 204 to blend the methanol and FAME to provide the fuel comprising methanol and FAME 324.
  • the first valve 216, the first pump 218, the second valve 222, and the second pump 224 are operated such that the amount of methanol charged to the blender 204 and/or the amount of FAME charged to the blender 204 would result in a fuel comprising methanol and FAME 324 in the desired proportion being provided in the blender 204, optionally taking into account information indicative of the flowrate of methanol from the first tank 206 to the blender 204 and the flowrate of FAME from the second tank 208 to the blender 204 obtained from the first flowmeter 220 and the second flowmeter 226 respectively.
  • the first valve 216 and the first pump 218 are operated such that the amount of methanol charged to the blender 204 corresponds to a desired proportion of methanol in the fuel in view of the information indicative of the volumetric flow rate of methanol from the first tank 206 to the blender 204 during operation of the first valve 216 and the first pump 218, and/or the second valve 222 and the second pump 224 are operated such that the amount of FAME charge to the blender 204 corresponds to a desired proportion of FAME in the fuel in view of the information indicative of the volumetric flow rate of FAME from the second tank 208 to the blender 204 during operation of the second valve 222 and the second pump 224.
  • the causing 316 the fuel 318 to be provided comprises providing a reservoir comprising the fuel 318 such that it is available for use.
  • the causing 316 the fuel 318 to be provided comprises putting the fuel 318 and a cylinder 232 of the engine in fluid communication.
  • the causing 316 the fuel 318 to be provided comprises operating a valve, such as the four-way valve 228 of the apparatus 200, such that the fuel injection system 230 is in fluid communication with the fuel.
  • the method 300 comprises causing 326 the fuel 318 to be supplied to at least one cylinder 232 of a marine reciprocating engine, such as by operating the pump 238 thereby drawing fuel to the cylinder 232 of the engine via the fuel injection system 230.
  • the fuel 318 is a fuel comprising methanol and FAME 324
  • the causing 326 the fuel to be supplied to the at least one cylinder 232 comprises controlling the four-way valve 228 and the pump 238 such that fuel is drawn from the blender 204 to the fuel injection system 230 of the cylinder 232 via connecting conduits 234, 236.
  • the causing 326 the fuel to be supplied to the at least one cylinder 232 comprises controlling the four-way valve 228 and the pump 238 such that fuel is drawn from the first tank 206 to the fuel injection system 230 of the cylinder 232 via connecting conduits 236, 240.
  • the causing 326 the fuel to be supplied to the at least one cylinder 232 comprises controlling the four-way valve 228 and the pump 238 such that the fuel is drawn from the second tank 208 to the fuel injection system 230 of the cylinder 232 via connecting conduits 236, 242.
  • Figure 4 is a chart showing example compositions of a fuel across a percentage load range of a maximum continuous rating of an engine.
  • the chart indicates the proportion of FAME present in the fuel as a percentage; the remainder of the fuel is made up of methanol and, optionally, water.
  • the controller 202 is configured to cause fuel having the composition indicated in the chart to be supplied to the fuel injection system 230 of the engine when the engine is running at the corresponding percentage load of the maximum continuous rating of the engine shown in Figure 4.
  • the controller is configured to cause a fuel comprising 5% FAME and 95% methanol to be supplied to the fuel injection system 230 while the engine is operating within a percentage load range of from 0% to 50% of the maximum continuous rating of the engine, and cause a fuel comprising a proportionally greater proportion of FAME to be supplied to the fuel injection system 230 while the engine is operating at a percentage load above 50% of the maximum continuous rating of the engine, up to 100% FAME when the engine is operating at a percentage load of 100% of the maximum continuous rating of the engine.
  • Figure 5 is a chart showing other example compositions of a fuel across a percentage load range of a maximum continuous rating of an engine.
  • the chart indicates the proportion of FAME present in the fuel as a percentage; the remainder of the fuel is made up of methanol and, optionally, water.
  • the controller 202 is configured to cause fuel having the composition indicated in the chart to be supplied to the fuel injection system 230 of the engine when the engine is running at the corresponding percentage load of the maximum continuous rating of the engine shown in Figure 5.
  • the controller is configured to cause a fuel comprising FAME to be supplied to the fuel injection system 230 while the engine is operating below a percentage load of 40% of the maximum continuous rating of the engine, and while the engine is operating above a percentage load of 60% of the maximum continuous rating of the engine.
  • the controller is further configured to cause a fuel substantially free of FAME to be supplied to the fuel injection system 230 while the engine is operating within a percentage load range of 40% to 60% of the maximum continuous rating of the engine.
  • Figure 6 shows a schematic diagram of a non-transitory computer-readable storage medium 600 according to an example.
  • the non-transitory computer-readable storage medium 600 stores instructions 630 that, if executed by a processor 620 of a controller 610, cause the processor 620 to perform a method according to an example.
  • the instructions 630 comprise instructions to perform any example method described herein, such as the method 300 described above with reference to Figure 3.
  • the controller 610 is the controller 202 depicted in Figure 2.
  • Figure 7 shows a schematic view of an engine 700.
  • the engine comprises at least one cylinder 702.
  • the engine 700 comprises more than one cylinder; for clarity, only one cylinder is depicted in Figure 7.
  • the cylinder 702 corresponds to the cylinder 232 depicted in Figure 2.
  • the cylinder 702 houses a piston 704.
  • the piston 704 is connected to a crankshaft 706 by a connecting rod 708 and a crank 710, the connecting rod 708 and the crank 710 being connected by a crankpin 712.
  • the volume in the cylinder 702 above the piston 704 may be referred to as a combustion chamber 714 of the cylinder 702.
  • the combustion chamber 714 has an inlet 716 through which fuel can be supplied to the combustion chamber 714.
  • the fuel is supplied to the combustion chamber 714 through the inlet 716 via at least one fuel injector 718 arranged to supply the fuel to the inlet 716. While only one fuel injector 718 is depicted in Figure 7, further fuel injectors arranged with respect to a single cylinder 702 are envisaged.
  • the at least one fuel injector 718 forms at least part of a fuel injection system.
  • the engine further comprises a fluid isolation system 720.
  • the fluid isolation system 720 comprises a fluidically-isolating screen 722 which is arranged to define a fluidically-isolated volume 724 about the at least one fuel injector 718 and the inlet 716 of the cylinder 702 from an environment 726 external to the fluid isolation system 720.
  • the fluid isolating system 720 restricts (e.g., entirely prohibits) flow of fluid from within the fluidically-isolated volume 724 to the environment 726 external to the fluid isolation system 720, except through certain ports and openings, as described below.
  • the fluidically-isolating screen 722 comprises a fuel-delivery port 728 through which a fuel-delivery conduit 730 passes.
  • the fuel-delivery conduit 730 is arranged to allow flow of fuel to the fuel injector 718 from a source of fuel.
  • the source of fuel is, for example, the apparatus 200 depicted in Figure 2.
  • the fluidically-isolating screen 722 further comprises a fuel-recovery port 732 through with a fuel-recovery conduit 734 passes.
  • the fuel-recovery conduit 734 is arranged to allow flow of unspent fuel from the fuel injector 718 to a recovery tank 736.
  • the recovery tank 736 may be in selective fluid communication with the apparatus 200 to allow for the recovered fuel to be used in the apparatus 200 in preparing further fuel (not shown). Alternatively, or additionally, the recovery tank may be in selective fluid communication with the fuel injector 718 for delivering to the combustion chamber 714 of the cylinder 702 (not shown).
  • the fluidically-isolating screen 722 further comprises an exhaust port 738 through which an exhaust 740 passes.
  • the exhaust 740 is arranged to allow flow of an exhaust stream from the combustion chamber 714 to the environment 726 external to the fluid isolation system 720.
  • the exhaust is arranged entirely outside of the fluid isolation system 720, allowing direct flow of an exhaust stream from the combustion chamber to an environment external to the cylinder and the fluid isolation system 720.
  • the fluid isolation system 720 further comprises a ventilation system 742.
  • the ventilation system 742 is configured to remove and/or replenish gas of the fluidically-isolated volume 724 via the ventilation conduit(s) 744, 746 in use.
  • the engine 700 is configured such that, in use, the ventilation system extracts gas from the fluidically-isolated volume 724 to a heat exchanger 748 via a first ventilation conduit 744. In use, the extracted gas is exposed to the heat exchanger 748 such that thermal energy transfers from the extracted gas to the heat exchanger, resulting in a cooler gas.
  • the ventilation system 742 is configured such that, subsequently, the cooled, extracted gas is replenished to the fluidically-isolated volume 724 via a second ventilation conduit 746.
  • the ventilation system 742 can control the atmospheric temperature within the fluidically-isolated volume 724.
  • the ventilation system 742 withdraws extracted gas from the fluidically-isolated volume 724, and replenishes the fluidically-isolated volume 724 with gas sourced from a gas reservoir.
  • the extracted gas is not reintroduced to the fluidically-isolated volume 724.
  • the gas sourced from the gas reservoir may be an inert gas, such as nitrogen, or a gas having a composition corresponding to the atmosphere surrounding the engine - for example, the gas reservoir is the area external to the fluid isolation system 720.
  • the extracted gas is removed to another area external to the ventilation system 742 and the fluid isolation system 720; for example the extracted gas is vented to the environment external to the marine vessel via one or more smoke stacks of the vessel.
  • the ventilation system 742 can control the composition of the atmosphere in the fluidically-isolated volume, e.g., can be used to reduce an amount of methanol or FAME present in the atmosphere.
  • the ventilation system 742 comprises a controller 750 for controlling the ventilation system.
  • the fluid isolation system 720 comprises a sensor 752 for sensing the concentration of methanol and/or FAME in the fluidically-isolated volume 724.
  • the controller 750 of the ventilation system 742 is communicatively connected to the sensor 752; the controller 750 is configured to obtain information indicative of the concentration of methanol and/or FAME in the fluidically- isolated volume 724 from the sensor 752.
  • the ventilation system 742 further comprises a user interface 754 for displaying information to a user, such as the concentration of methanol and/or FAME that has been sensed by the sensor 752 in the fluidically-isolated volume 724.
  • the controller 750 is configured to control operation of the engine 700 and/or the fuel apparatus 200 in response to the obtained information indicative of the concentration of methanol and/or FAME in the fluidically-isolated volume 724.
  • each of the fuel-delivery conduit 730 and the fuel-recovery conduit 734 is single-walled, and surrounded by a respective ventilation conduit 744, 746.
  • the arrangement of the fuel-delivery and fuelrecovery conduits 730, 734 and the surrounding ventilation conduit 744, 746 will be explained in further detail with respect to Figures 8A and 8B below.
  • Figures 8A and 8B show a schematic view of the portion of the engine 700 as indicated in Figure 7.
  • Figure 8A is a schematic side view of the portion indicated in Figure 7;
  • Figure 8B is a schematic cross-section view of the portion shown in Figure 8A, the section taken along the plane extending along the x and y axes indicated in Figures 8A and 8B.
  • the ventilation conduit 744 is a flexible hose which surrounds the fuel-delivery conduit 730; the ventilation conduit 744 is wound around the fuel-delivery conduit 730 to form a helix.
  • the wall of the fuel-delivery conduit 730 and the wall of the ventilation conduit 744 together form a double-layer barrier between the contents of the fuel-delivery conduit 730 (e.g., fuel) and the environment 726 external to the engine 700, thereby improving user safety.
  • Ventilation conduit 746 is configured with respect to the fuel-recovery conduit 734 in a corresponding arrangement.
  • Figure 9 shows a schematic cross-sectional view of a portion of an engine 800 according to another example.
  • Some features of the engine 800 shown in Figure 9 correspond to features already described in relation to the engine 700 depicted in Figures 7, 8A, and 8B, in which case the reference symbol in Figure 9 corresponds to the reference symbol used in Figures 7, 8A, and 8B, increased by 100.
  • the engine 800 comprises a cylinder 802, a piston 804, and a combustion chamber 814 corresponding to the volume in the cylinder 802 above the piston 804.
  • the engine 800 comprises a first inlet 816a, and a first fuel injector 818a arranged to supply fuel to the combustion chamber 814 of the cylinder 802 via the first inlet 816a.
  • the engine 800 further comprises a second inlet 816b, and a second fuel injector 818b arranged to supply fuel to the combustion chamber 814 of the cylinder 802 via the second inlet 816b.
  • the first fuel injector 818a and second fuel injector 818b comprise injector nozzles.
  • further fuel injectors are provided (e.g., a total of three, or more than three, fuel injectors) with configurations corresponding to the fuel injectors described herein.
  • the engine 800 further comprises a fluid isolation system 820.
  • the fluid isolation system overall defines a fluidically-isolated volume 824.
  • the fluidically-isolated volume 824 is depicted in Figure 9 by grey shading.
  • the fluid isolation system 820 comprises a first fluidically-isolating screen 822a which is arranged to define a first portion 824a of the fluidically-isolated volume 824 about the first fuel injector 818a, and a second fluidically-isolating screen 822b which is arranged to define a second portion 824b of the fluidically-isolated volume 824 about the second fuel injector 818b.
  • the engine 800 comprises a fuel pump 856 configured to receive fuel from a fuel source, such as the apparatus 200 depicted in Figure 2.
  • the fuel pump 856 is further configured to pump received fuel to the first fuel injector 818a and the second fuel injector 818b via a first fuel-delivery conduit 830a and a second fuel-delivery conduit 830b respectively.
  • One or more conduits connecting the fuel pump 856 and the fuel source are at least partially arranged within the fluid isolation system 820.
  • the engine 800 further comprises an exhaust outlet 840 for transferring an exhaust gas from the combustion chamber 814 to an environment 826 external to the engine 800.
  • the exhaust 840 is arranged outside of the fluid isolation system 820, and is thus arranged outside of the fluidically-isolated volume 824.
  • the engine 800 further comprises a ventilation system 842.
  • the ventilation system forms part of the fluidically-isolated volume 824, and in this example is arranged to form a fluidically- isolating screen about the fuel pump 856.
  • the ventilation system 842 comprises a gas fan 858 for supplying the ventilation system 842, and thus the fluidically-isolated volume 824, with gas from an environment 826 external to the fluid isolation system 820, and/or from a reservoir of gas comprising a relatively low concentration of fuel components, e.g., substantially free of fuel components.
  • the gas fan 858 is for removing at least some gas from the ventilation system 842, and thus the fluidically-isolated volume 824 (thereby, in examples, reducing the amount of fuel components in the gas of the fluidically-isolated volume 824).
  • the gas fan 858 is for supplying the ventilation system 842, and thus the fluidically-isolated volume 824, with an inert gas (e.g., nitrogen) from an inert gas reservoir.
  • the gas fan 858 is for circulating gas around the ventilation system 842, wherein the ventilation system 842 is a substantially closed system.
  • the ventilation system is arranged in fluid communication with the first portion 824a of the fluidically-isolated volume 824 and the second portion 824b of the fluidically-isolated volume 824 via a first ventilation conduit 844a and a second ventilation conduit 844b respectively, such that the gas received via the gas fan 858 can be provided to the first portion 824a and second portion 824b of the fluidically-isolated volume 824.
  • the first fuel-delivery conduit 830a is arranged within the lumen of the first ventilation conduit 844a such that, taken together, the first fuel-delivery conduit 830a and the first ventilation conduit 844a separate the contents of the first fuel-delivery conduit 830a and the environment 826 external to the engine 800 by at least two walls.
  • the second fuel-delivery conduit 830b is arranged within the lumen of the second ventilation conduit 844b.
  • the engine 800 further comprises a first return ventilation conduit 846a which is arranged in fluid communication with the first portion 824a of the fluidically-isolated volume 824, and a second ventilation conduit 846b which is arranged in fluid communication with the second portion 826a of the fluidically-isolated volume 824.
  • the return ventilation conduits 846a, 846b allow for transfer of gas within the fluidically-isolated volume 824 to another part of the vessel.
  • the conduits 846a, 846b are arranged to transfer gas to the environment 826 external to the engine 800 (not shown).
  • the conduits 846a, 846b are arranged to transfer gas to another portion of the ventilation system 842 (not shown).
  • a sensor 852 for sensing the concentration of methanol and/or FAME in the fluidically-isolated volume 824.
  • Control of the engine may take into account information obtained from the sensor 852.
  • the sensor 852 is communicatively connected to a controller (not shown), the controller being configured to obtain information from the sensor 852 and control operation of the engine in the manner described hereinabove.
  • two or more of the above-described embodiments may be combined.
  • features of one embodiment may be combined with features of one or more other embodiments.

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Abstract

L'invention concerne un procédé de fourniture d'un carburant. Ledit procédé comprend le mélange d'un alcool comprenant de 1 à 4 atomes de carbone et d'un additif de carburant comprenant du biodiesel et/ou du diesel renouvelable pour fournir le carburant. L'invention concerne également des carburants, des procédés de fonctionnement d'un moteur alternatif, des dispositifs de commande de propriété de carburant, un appareil pour fournir un carburant à au moins un cylindre d'un moteur alternatif marin, des supports de stockage lisibles par ordinateur non transitoires, des moteurs alternatifs marins et des récipients.
PCT/DK2023/050313 2022-12-22 2023-12-15 Procédé de fourniture d'un carburant WO2024132063A1 (fr)

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