Engine device

Abstract

The present invention provides an engine device capable of stably combusting a low GHG fuel with a relatively simple configuration, the low GHG fuel having a small amount of greenhouse effect gas discharge such as ammonia or methanol, such that deterioration of output and exhaust characteristics can be suppressed. An engine device (1) that supplies fuel and drives an engine (2), an engine device (1) is provided with: an intake passage (35) through which intake air flows to an engine (2); an intake member provided inside the intake passage (35); and a fuel injection unit (32) that injects fuel in a liquid state or a mixed state of liquid and gas inside the intake passage (35) toward a wall surface of the intake passage (35) or the intake member. An engine device (1) uses, as a fuel, a low GHG fuel in which the amount of global warming gas emissions such as ammonia or methanol is small.

Description

Technical Field

[0001] The present invention relates to an engine device that is driven by supplying a low-GHG (Green House Gas) fuel such as ammonia or methanol that emits less greenhouse gases to the engine. Background Art

[0002] Conventional engine systems include those that operate by supplying a low-GHG fuel, such as ammonia or methanol, that emits relatively low amounts of greenhouse gases. These systems store the low-GHG fuel in a liquid state and inject it into the intake air path leading to the engine or into the engine's combustion chambers, thereby supplying the low-GHG fuel to the combustion chambers.

[0003] For example, the ammonia combustion system disclosed in Patent Document 1 mixes liquid ammonia with a petroleum-based fuel and injects it. Specifically, liquid ammonia or ammonia water is atomized in a fluid mixture, mixed with fuel to form an ammonia-mixed fuel or ammonia-water-mixed fuel, and supplied to a diesel engine or boiler. Ammonia injected into the combustion chamber of a diesel engine or boiler along with the petroleum-based fuel has a boiling point of approximately -33°C at atmospheric pressure and quickly vaporizes within the combustion chamber, becoming a combustible gas. At this point, the petroleum-based fuel is still in the ignition and combustion process, and because the ambient temperature exceeds 1000°C, it easily ignites and burns with the ammonia.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent No. 7264386 Summary of the Invention

[0007] However, in conventional engine systems, such as those described in Patent Document 1, ammonia is injected as a mixture of liquid and petroleum-based fuel. Consequently, the ammonia immediately after injection exists in the combustion chamber as droplets. Consequently, areas within the combustion chamber where a large number of ammonia droplets are present exhibit a locally high equivalence ratio and insufficient air, while areas where almost no ammonia droplets are present exhibit a locally low equivalence ratio and excessive air. As a result, ammonia burns intensely in areas with an excessive equivalence ratio, potentially deteriorating the exhaust gas properties. Furthermore, in order to inject ammonia mixed with petroleum-based fuel in a liquid state, atomization of the fluid mixture is necessary, complicating the structure of the engine system.

[0008] An object of the present invention is to provide an engine device that can stably combust low-GHG fuel such as ammonia or methanol, which emits relatively few greenhouse gases, while suppressing deterioration in output and exhaust gas characteristics, with a relatively simple structure.

[0009] In order to solve the above-mentioned problems, the engine device of the present invention is an engine device that supplies fuel to drive the engine, and is characterized in that it comprises: an intake path for supplying intake air to the engine, an intake system component arranged inside the intake path, and a fuel injection portion that injects the fuel in a liquid state or a mixed state of liquid and gas inside the intake path toward the wall of the intake path or the intake system component.

[0010] According to the present invention, an engine device can be provided that can stably combust low-GHG fuel such as ammonia or methanol, which emits relatively little greenhouse gases, while suppressing deterioration in output and exhaust gas characteristics, with a relatively simple structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 This is a schematic diagram showing an example of an engine device according to an embodiment of the present invention.

[0012] Figure 2 It is a schematic diagram showing another example of the engine device according to the embodiment of the present invention.

[0013] Figure 3 It is a schematic diagram showing another example of the engine device according to the embodiment of the present invention.

[0014] Figure 4 It is a schematic diagram showing a modified example of the engine device according to the embodiment of the present invention.

[0015] Description of Reference Numerals

[0016] 1--Engine device, 2--Engine, 3--Intake passage, 4--Exhaust passage, 5--Supercharger, 5a--Turbine, 5b--Compressor, 6--Intercooler, 7--Fuel supply mechanism, 8--Ignition device, 9--Control unit, 11--Cylinder block, 12--Cylinder, 12a--Combustion chamber, 13--Cylinder barrel, 14--Piston, 15--Cylinder head, 16--Connecting rod, 17--Crankshaft 18--Intake port, 19--Exhaust port, 20--Intake valve, 21--Exhaust valve, 22--Intake manifold, 22a--Branch flow path, 23--Exhaust manifold, 23a--Branch flow path, 30--Fuel tank, 31--Fuel flow path, 32--Fuel injection unit, 33--Heating unit, 35--Intake passage. DETAILED DESCRIPTION

[0017] Referring to the accompanying drawings, an engine device 1 according to an embodiment of the present invention will be described. Figures 1 to 3As shown, the engine device 1 includes an engine 2 , an intake passage 3 , an exhaust passage 4 , a supercharger 5 , an intercooler 6 , a fuel supply mechanism 7 , an ignition device 8 , and a control unit 9 .

[0018] In particular, in this embodiment, the engine device 1 is configured to supply a low-GHG fuel such as ammonia or methanol, which emits relatively low amounts of greenhouse gases, toward the combustion chamber 12a of each cylinder 12 of the engine 2 using the fuel injection portion 32 of the fuel supply mechanism 7. Furthermore, the engine device 1 is configured to drive the engine 2 by combusting a mixture of the low-GHG fuel and air in the combustion chamber 12a.

[0019] The engine 2 is configured to include a plurality of cylinders 12 in a cylinder block 11. Figures 1 to 3 , only one cylinder 12 is shown. Each cylinder 12 is composed of a cylinder tube 13, a piston 14, and a cylinder head 15.

[0020] The cylinder 13 is formed in a cylindrical shape in the cylinder block 11, for example, and the piston 14 is slidably accommodated in the cylinder 13. The cylinder head 25 is mounted on the upper side of the cylinder 13, and the cylinder 13 and the cylinder head 15 form a combustion chamber 12a inside.

[0021] Below the cylinder 13 , a crankshaft 17 is connected to the piston 14 via a connecting rod 16 , and the reciprocating motion of the piston 14 is converted into the rotational motion of the crankshaft 17 via the connecting rod 16 .

[0022] The cylinder head 15 has an intake port 18 and an exhaust port 19 communicating with the combustion chamber 12a of the cylinder 13, and an intake valve 20 (intake system component) and an exhaust valve 21 for opening and closing the intake port 18 and the exhaust port 19 relative to the combustion chamber 12a.

[0023] The intake port 18 is connected to the intake passage 3 and introduces air supplied from the intake passage 3 into the combustion chamber 12a. The exhaust port 19 is connected to the exhaust passage 4 and discharges exhaust gas generated in the combustion chamber 12a into the exhaust passage 4. By opening the intake valve 20, a mixture of fuel gas and air can be introduced into the combustion chamber 12a through the intake port 18. On the other hand, by opening the exhaust valve 21, the exhaust gas generated in the combustion chamber 12a can be discharged through the exhaust port 19.

[0024] in addition, Figures 1 to 3In the figure, although an example is shown in which an intake manifold 22 having branch flow paths 22a branching from the intake passage 3 toward the plurality of cylinders 12 is provided between the intake passage 3 and the engine 2 in order to connect the intake passage 3 with the intake ports 18 of the plurality of cylinders 12, the intake passage 3 and the intake ports 18 may be directly connected. In the engine device 1, an intake path 35 for supplying intake air to the combustion chamber 12a of each cylinder 12 of the engine 2 is formed by the intake passage 3, the intake manifold 22, and the intake ports 18. In addition, Figures 1 to 3 Although the figure shows an example in which an exhaust manifold 23 having a branch flow path 23a branching from the exhaust passage 4 toward the multiple cylinders 12 is provided between the exhaust passage 4 and the engine 2 when the exhaust passage 4 is connected to the respective exhaust ports 19 of the multiple cylinders 12, the exhaust passage 4 may also be directly connected to the exhaust port 19.

[0025] The intake passage 3 allows compressed and cooled air to flow in the intake direction, supplying it to each cylinder 12 of the engine 2 via its intake port 18. The exhaust passage 4 allows exhaust gas generated in each cylinder 12 of the engine 2 and discharged via its exhaust port 19 to flow in the exhaust direction for discharge. The intake passage 3 is provided with a supercharger 5 and an intercooler 6 in this order, starting from the upstream side in the intake direction. Furthermore, an air filter (not shown) is provided at the upstream end of the intake passage 3 in the intake direction, which purifies and introduces fresh air.

[0026] The supercharger 5 compresses the air flowing through the intake passage 3 and delivers it downstream in the intake direction. The intercooler 6 cools the air compressed by the supercharger 5. The supercharger 5 includes a turbine 5a and a compressor 5b. The turbine 5a is located in the exhaust passage 4, and the compressor 5b is located in the intake passage 3. Exhaust gas flowing through the exhaust passage 4 rotates the turbine 5a, and the rotational force of the turbine 5a drives the compressor 5b, thereby compressing the air flowing through the intake passage 3.

[0027] The fuel supply mechanism 7 supplies low GHG fuel to the combustion chamber 12a of each cylinder 12 of the engine 2. The fuel supply mechanism 7 includes a fuel tank 30, a fuel flow path 31, a fuel injection unit 32, and a heating unit 33.

[0028] The fuel tank 30 is a storage unit that stores low-GHG fuel in a liquid state. A fuel flow path 31 connects the fuel tank 30 and a fuel injection unit 32. Low-GHG fuel is supplied from the fuel tank 30 to the fuel injection unit 32 via the fuel flow path 31 in a liquid state or a mixture of liquid and gas, using a pump (not shown).

[0029] The base end of the fuel injection unit 32 is connected to the fuel flow path 31, and the fuel injection unit 32 supplies the low-GHG fuel flowing through the fuel flow path 31 to the combustion chamber 12a of each cylinder 12 of the engine 2. The fuel injection unit 32 is composed of, for example, an injector capable of injecting the low-GHG fuel in a liquid state or a mixed state of liquid and gas. The injection pressure and injection timing of the low-GHG fuel in the fuel injection unit 32 are controlled by the control unit 9.

[0030] In the present invention, in particular, the fuel injection unit 32 is configured to inject low-GHG fuel in a liquid state or a mixture of liquid and gas into the intake passage 35 formed by the intake passage 3, the intake manifold 22, and the intake port 18. The low-GHG fuel is injected toward the wall surface of the intake passage 35 or intake system components such as the intake valve 20, causing it to collide. The fuel injection unit 32 injects the low-GHG fuel in a liquid state or a mixture of liquid and gas toward the wall surface of the intake passage 35 or intake system components, causing it to vaporize within the intake passage 35. Consequently, a mixture of air entering from the intake passage 3 and the gaseous low-GHG fuel is generated within the intake passage 35, and supplied to the combustion chamber 12a via the intake passage 35.

[0031] For example, the fuel injection portion 32 may be Figure 1 、 Figure 3 As shown, the low-GHG fuel is injected into the intake manifold 22 so as to impact the inner wall surface of the intake passage 35 in the intake manifold 22. Specifically, the low-GHG fuel is injected into the inner wall surface of the branch flow path 22a of each cylinder 12. As a result, a mixture of air entering from the intake passage 3 and the gaseous low-GHG fuel is generated within the branch flow path 22a. This mixture of the low-GHG fuel is then supplied from the branch flow path 22a to the combustion chamber 12a via the intake port 18.

[0032] Alternatively, the fuel injection unit 32 may be Figure 2 As shown, the cylinder head 15 is provided so as to inject the low GHG fuel against the inner wall surface of the intake port 18 and / or the intake valve 20. Consequently, a mixture of air entering from the intake passage 3 and the gaseous low GHG fuel is generated within the intake port 18, and the low GHG fuel mixture is supplied from the intake port 18 to the combustion chamber 12a.

[0033] Alternatively, the fuel injection unit 32 may be configured to inject the low-GHG fuel along the intake direction (intake airflow) in the intake path 35, thereby causing the low-GHG fuel to collide with the wall surface or intake system components of the intake path 35. The fuel injection unit 32 only needs to be configured so that the injection direction of the low-GHG fuel is at least oriented toward the intake direction. For example, the injection direction may be inclined relative to the intake direction or parallel to the intake direction.

[0034] For example, Figure 1 As shown, the fuel injection portion 32 is provided in the intake manifold 22 so as to inject the low GHG fuel in the branch flow path 22a of the intake manifold 22 at an angle relative to the intake direction of the intake path 35. Specifically, it is provided in the wall portion of the straight portion of the branch flow path 22a.

[0035] Or, as Figure 3 As shown, the fuel injection portion 32 is disposed in the intake manifold 22 so as to inject low-GHG fuel parallel to the intake direction of the intake path 35 into the branch flow path 22a of the intake manifold 22. Specifically, it is disposed on the wall portion of the curved portion of the branch flow path 22a. In this case, the fuel injection portion 32 is disposed with its tip located at the radial center of the branch flow path 22a. The fuel injection portion 32 is configured to inject the low-GHG fuel in a conical shape that spreads out from the tip along the intake direction. Alternatively, the low-GHG fuel may be directed toward the inner wall surface of the branch flow path 22a over the entire inner circumference.

[0036] Or, as Figure 2 As shown, the fuel injection portion 32 is provided in the cylinder head 15, specifically, in the wall portion of the intake port 18, so as to inject the low-GHG fuel parallel to the intake direction of the intake path 35 at the intake port 18. In this case, the fuel injection portion 32 is provided with its tip located at the radial center of the intake port 18, and is configured to inject the low-GHG fuel in a conical shape that spreads out from the tip along the intake direction. Alternatively, the low-GHG fuel may be directed toward the inner wall surface of the intake port 18 over the entire inner circumference.

[0037] Furthermore, the wall surfaces of the intake passage 35 and intake system components such as the intake valve 20, which are impacted by the low-GHG fuel through the fuel injection unit 32, are heated to a temperature above the intake air temperature, thereby heating the impacted low-GHG fuel and promoting vaporization. In this case, the wall surfaces of the intake passage 35 only need to be heated at least at the location in the intake direction where the low-GHG fuel impacts; heating the entire intake passage 35 in the intake direction is not necessary.

[0038] For example, Figure 1 、 Figure 3As shown in FIG. 1 , the intake manifold 22 is provided with a heating unit 33 for heating the intake path 35, that is, the branch flow path 22a, which is hit by the low GHG fuel. Alternatively, as shown in FIG. Figure 2 As shown, the cylinder head 15 is provided with a heating portion 33 for heating an intake passage 35 , that is, the intake port 18 , which is hit by the low-GHG fuel.

[0039] The heating unit 33 is configured to heat the intake manifold 22 or the intake port 18 using exhaust heat from the engine 2. Specifically, the heating unit 33 uses a double pipe to form the branch flow path 22a or the intake port 18. The heating unit 33 heats the wall (wall surface) of the first pipe of the branch flow path 22a or the intake port 18 using a heating medium. The double pipe includes a first pipe through which a mixture of low-GHG fuel and air flows, and a second pipe through which the heating medium flows on the outer surface of the first pipe.

[0040] The heating unit 33 can, for example, circulate exhaust gas discharged into the exhaust passage 4 or coolant water after heat exchange in the engine 2 or the intercooler 6 as a heating medium utilizing the exhaust heat from the engine 2. In this case, the heating unit 33 is configured to include a regulating valve that adjusts the flow rate of the heating medium flowing into the intake manifold 22 or the intake port 18. The engine device 1 (control unit 9) monitors the heating temperature of the intake manifold 22 or the intake port 18 and controls the regulating valve to adjust the flow rate of the heating medium so that the heating temperature of the intake manifold 22 or the intake port 18 reaches a predetermined target temperature. This prevents the intake manifold 22 or the intake port 18 from overheating.

[0041] Alternatively, the heating section 33 may be composed of a heater such as a strip heater wound around the outer surface of the branch flow path 22a or the air intake port 18, and the heater controlled by the control unit 9 heats the wall (wall surface) of the branch flow path 22a or the air intake port 18 to reach a specified target temperature.

[0042] An ignition device 8 is provided for each cylinder 12 and ignites the fuel within the combustion chamber 12a of each cylinder 12. The ignition device 8 may be a spark ignition system using a spark plug, or a droplet injection system that injects a small amount of liquid fuel. Alternatively, the ignition device 8 may be a compression ignition system that ignites a mixture of gaseous fuel and liquid fuel. The ignition timing and other aspects of the ignition device 8 are controlled by a control unit 9.

[0043] The control unit 9 may be a computer such as an ECU (Engine Control Unit) that controls the operation of the engine 2 and includes a CPU, ROM, RAM, etc., and is configured to control various components of the engine 2. The control unit 9 can store various programs for controlling the engine 2 and control the engine 2 by reading and executing the programs.

[0044] As described above, according to this embodiment, the engine device 1 is an engine device 1 that drives the engine 2 by supplying a fuel such as a low-GHG fuel that emits relatively little greenhouse gases. The engine device 1 includes an intake path 35 that supplies intake air to the engine 2, intake system components disposed within the intake path 35, and a fuel injector 32 that injects fuel in a liquid state or a mixture of liquid and gas into the intake path 35 toward a wall surface of the intake path 35 or toward an intake system component. Specifically, the wall surface of the intake path 35 is the wall surface of the intake manifold 22 or the intake port 18, and the intake system component is the intake valve 20. Furthermore, the engine device 1 utilizes a low-GHG fuel such as ammonia or methanol that emits relatively little greenhouse gases as fuel.

[0045] Thus, the engine device 1 can vaporize low-GHG fuel in a liquid state or a mixture of liquid and gas in the intake path 35 using a relatively simple structure that collides with the wall surface of the intake path 35 or intake system components. This allows the generation of a mixed gas in which the gaseous low-GHG fuel is uniformly dispersed in air. Therefore, by supplying the uniformly dispersed low-GHG fuel mixture from the intake path 35 to the combustion chamber 12a, the generation of air-deficient or air-excessive areas within the combustion chamber 12a can be suppressed, enabling stable combustion of the uniform low-GHG fuel within the combustion chamber 12a. This can suppress deterioration in the output of the engine 2 while also suppressing deterioration in exhaust gas characteristics, such as the properties of the exhaust gas. Furthermore, by utilizing the wall surface of the intake path 35 or intake system components to vaporize the low-GHG fuel, the installation of vaporization equipment is eliminated, resulting in space savings and cost reductions.

[0046] Furthermore, according to the present embodiment, the fuel injection portion 32 injects the low GHG fuel in a conical shape along the intake direction on the intake path 35 , so that the low GHG fuel collides with the wall surface of the intake path 35 or intake system components.

[0047] Thus, the engine device 1 causes the low-GHG fuel, in a liquid state or a mixture of liquid and gas, to collide with the wall surface of the intake passage 35 or intake system components over a wide range throughout the inner circumference of the branch flow path 22a. This allows the low-GHG fuel to be vaporized throughout the radial direction of the branch flow path 22a, thereby generating a mixed gas in which the gaseous low-GHG fuel is more evenly dispersed. Furthermore, the low-GHG fuel, in a liquid state or a mixture of liquid and gas, can be prevented from being locally injected at a specific location in the branch flow path 22a, thereby preventing the accumulation of low-GHG fuel droplets.

[0048] Furthermore, according to the present embodiment, the wall surface of the intake path 35 or the intake system components are heated to a temperature equal to or higher than the intake air temperature.

[0049] Thus, the engine device 1 can cause the low GHG fuel in a liquid state or a mixed state of liquid and gas to collide with the high-temperature wall surface of the intake path 35 or high-temperature intake system components, thereby heating the collided low GHG fuel and promoting vaporization.

[0050] Furthermore, according to the present embodiment, the wall surface of the intake path 35 is heated by exhaust heat from the engine 2. Specifically, the exhaust heat from the engine 2 is heat from the exhaust gas of the engine 2 and / or heat from the cooling water for cooling the engine 2.

[0051] According to this, the engine device 1 can efficiently heat the wall surface of the intake path 35 with a simple configuration utilizing exhaust heat from the engine 2 .

[0052] In addition, in the above embodiment, although the fuel injection unit 32 is provided corresponding to each cylinder 12 in order to supply the low GHG fuel to the combustion chamber 12a of each cylinder 12, and the low GHG fuel is injected toward the wall surface of the intake manifold 22 or the intake port 18 as the intake path 35 and collides with the fuel injection unit 32, the present invention is not limited to this example. For example, in a modified embodiment, the fuel injection unit 32 may be provided as follows: Figure 4 As shown, the low GHG fuel may be provided in the intake passage 3 so as to be injected toward the wall surface of the intake path 35 common to the cylinders 12 , for example, the wall surface of the intake passage 3 , and collide with the wall surface.

[0053] In this modified example, the engine device 1 is configured to omit the intercooler 6 and to heat the intake passage 3 at the location where the low-GHG fuel impinges upon the fuel injection unit 32. In this case, the heating unit 33 may be configured to heat the intake passage 3 using exhaust heat from the engine 2, or may be configured to heat the intake passage 3 using a heater. Furthermore, the engine device 1 utilizes the latent heat of vaporization of the low-GHG fuel to lower the temperature of the low-GHG fuel after impingement, thereby lowering the temperature of the mixture of air and the low-GHG fuel supplied to the engine 2.

[0054] Furthermore, in the above-described embodiment, the example in which the heating unit 33 utilizes either exhaust heat from the engine 2 (exhaust gas from the engine 2 or cooling water after heat exchange) or a heater to heat the wall surface of the intake path 35 or intake system components has been described. However, the present invention is not limited to this example. In other examples, the heating unit 33 may be configured to utilize both exhaust heat from the engine 2 and a heater, with the engine device 1 (control unit 9) selecting either configuration to heat the wall surface of the intake path 35 or intake system components according to the operating conditions or operating environment.

[0055] For example, when the engine 2 is started, because the exhaust heat from the engine 2 has not yet raised the wall surface of the intake path 35 or the intake system components to a temperature sufficient to reach the target temperature, the control unit 9 utilizes a heater to heat the wall surface of the intake path 35 or the intake system components. Alternatively, the control unit 9 may determine that the engine 2 is started from the time a predetermined time has passed since the start of the engine 2, or until the exhaust gas discharged from the engine 2 or the cooling water after heat exchange reaches a predetermined temperature. Furthermore, after the engine 2 starts, the control unit 9 may switch from utilizing the heater to utilizing the exhaust heat from the engine 2 to heat the wall surface of the intake path 35 or the intake system components.

[0056] In the present invention, the engine device 1 does not need to vaporize all the liquid fuel. Even if a portion of the fuel remains in a liquid state, it is sufficient as long as a mixed gas in which the gaseous fuel is evenly dispersed in the air (intake air) can be generated.

[0057] Furthermore, the present invention may be appropriately modified without departing from the spirit or concept of the invention as can be read from the claims and the entire contents of the specification, and an ammonia co-firing engine with such modifications is also included in the technical concept of the present invention.

[0058] [Supplementary Notes on the Invention]

[0059] The following is a summary of the invention extracted from the above-mentioned embodiment as a supplementary note. In addition, each configuration and each processing function described in the following supplementary notes can be selected and discarded, and can be combined arbitrarily.

[0060] Note 1

[0061] An engine device is an engine device that drives an engine by supplying fuel, and is characterized in that the engine device includes: an intake path for supplying intake air to the engine, an intake system component arranged inside the intake path, and a fuel injection portion that injects the fuel in a liquid state or a mixed state of liquid and gas into the interior of the intake path toward the wall surface of the intake path or the intake system component.

[0062] Note 2

[0063] In addition to the engine device described in Supplement 1, the fuel injection unit is characterized in that the fuel is injected along the intake direction on the intake path so that the fuel collides with the wall surface of the intake path or the intake system component.

[0064] Note 3

[0065] In the engine device according to Supplementary Note 1 or 2, it is characterized in that the wall surface of the intake path or the intake system component is heated to a temperature equal to or higher than the intake air temperature.

[0066] Note 4

[0067] In the engine device according to any one of Supplementary Notes 1 to 3, the wall surface of the intake path is a wall surface of an intake manifold or an intake port, and the intake system component is an intake valve.

[0068] <Note 5>

[0069] In the engine device according to Supplementary Note 3, a wall surface of the intake path is heated by exhaust heat from the engine.

[0070] <Note 6>

[0071] In the engine device according to Supplementary Note 5, exhaust heat from the engine is heat of exhaust gas from the engine and / or heat of cooling water for cooling the engine.

[0072] <Note 7>

[0073] In the engine device according to any one of Supplementary Notes 1 to 6, the fuel is ammonia or methanol.

Claims

1. An engine device that supplies fuel to drive an engine, characterized in that: The engine device includes: an intake path for supplying intake air to the engine, an intake system component arranged inside the intake path, and a fuel injection portion for injecting the fuel in a liquid state or a mixed state of liquid and gas into the interior of the intake path toward the wall surface of the intake path or the intake system component.

2. The engine device according to claim 1, characterized in that The fuel injection portion injects the fuel along the intake direction on the intake path, thereby causing the fuel to collide with a wall surface of the intake path or the intake system component.

3. The engine device according to claim 1, characterized in that The wall surface of the intake path or the intake system component is heated to a temperature equal to or higher than the intake air temperature.

4. The engine device according to claim 1, characterized in that The wall surface of the intake path is a wall surface of an intake manifold or an intake port, and the intake system component is an intake valve.

5. The engine device according to claim 3, characterized in that The wall surface of the intake path is heated by exhaust heat from the engine.

6. The engine device according to claim 5, characterized in that The exhaust heat from the engine is heat of exhaust gas from the engine and / or heat of cooling water for cooling the engine.

7. The engine device according to claim 1, characterized in that The fuel is ammonia or methanol.

Images