Engine arrangement

Abstract

The engine device includes: an engine main body that uses fuel having toxicity; an engine chamber that houses the engine main body; a safety valve that is provided to the engine main body and that opens according to an internal pressure of the engine main body; and a duct that guides gas emitted from the safety valve to the outside of the engine chamber.

Description

Technical Field

[0001] This invention relates to engine devices.

[0002] This application claims priority based on Japan Patent Application No. 2024-059254 filed on April 1, 2024, the contents of which are hereby incorporated. Background Technology

[0003] Patent Document 1 discloses a reciprocating engine system using ammonia as fuel. This reciprocating engine system includes a reciprocating engine and a control device. The reciprocating engine comprises: a cylinder forming a combustion chamber; a piston reciprocating within the cylinder; an ammonia fuel supply device supplying gaseous ammonia to the cylinder and premixing the gaseous ammonia with air; and a liquid auxiliary fuel supply device supplying liquid auxiliary fuel to the cylinder for igniting the ammonia. The control device operates the co-firing of ammonia and the liquid auxiliary fuel while the compression end temperature within the cylinder reaches or exceeds a predetermined temperature at which combustion delay of the ammonia will not occur.

[0004] Existing technical documents Patent documents Patent Document 1: International Publication No. 2023 / 90218 Summary of the Invention

[0005] The technical problem that the invention aims to solve In recent years, in order to combat global warming, there has been a demand to reduce emissions of carbon dioxide (CO2), a greenhouse gas. Ammonia (NH3) has attracted attention as a new type of fuel that does not produce carbon dioxide when burned.

[0006] Engines are equipped with various safety valves to prevent damage caused by pressure build-up due to internal gas explosions. However, ammonia is toxic, and when unburned ammonia leaks into the engine compartment through these safety valves, it can sometimes pose safety risks.

[0007] The present invention was made in view of the above circumstances, and its object is to improve the safety of engine devices using toxic fuels.

[0008] Technical solutions for solving technical problems An engine device according to one embodiment of the present invention includes: an engine body that uses toxic fuel; an engine compartment that houses the engine body; a safety valve disposed in the engine body and opened according to the internal pressure of the engine body; and a conduit that guides gas released from the safety valve to the outside of the engine compartment.

[0009] In the aforementioned engine device, the toxic fuel may be ammonia.

[0010] In the aforementioned engine device, the engine body may be capable of switching the operating mode to a first operating mode using ammonia as fuel and a second operating mode using fuel other than ammonia.

[0011] The aforementioned engine device may include a purge gas inlet section capable of introducing purge gas into the pipeline.

[0012] In the aforementioned engine assembly, the engine body includes: a cylinder forming a combustion chamber; an air supply passage supplying pre-combustion gases to the combustion chamber; an exhaust passage discharging post-combustion gases from the combustion chamber; a piston reciprocating within the cylinder; a crankshaft connected to the piston; and a crankcase housing the crankshaft, wherein the safety valve and the pipe may be disposed in at least one of the cylinder, the air supply passage, the exhaust passage, and the crankcase.

[0013] In the aforementioned engine assembly, the safety valve includes a supply safety valve disposed in the air supply circuit and a crankcase safety valve disposed in the crankcase. The pipeline includes a supply safety valve pipeline for introducing gas released from the supply safety valve and a crankcase safety valve pipeline for introducing gas released from the crankcase safety valve. The supply safety valve pipeline and the crankcase safety valve pipeline can be connected to each other and extend to the outside of the engine compartment.

[0014] In the aforementioned engine device, the safety valve includes a cylinder safety valve disposed in the cylinder and an exhaust safety valve disposed in the exhaust passage. The pipeline includes a cylinder safety valve pipeline for introducing gas released from the cylinder safety valve and an exhaust safety valve pipeline for introducing gas released from the exhaust safety valve. The cylinder safety valve pipeline and the exhaust safety valve pipeline can be independently disposed relative to the gas supply safety valve pipeline and the crankcase safety valve pipeline connected to each other.

[0015] Invention Effects According to one embodiment of the present invention described above, the safety of engine devices using toxic fuels can be improved. Attached Figure Description

[0016] Figure 1 This is a structural diagram of an engine device according to one implementation method.

[0017] Figure 2 This is an explanatory diagram illustrating the operation of a diesel engine operating mode in one embodiment.

[0018] Figure 3This is an explanatory diagram illustrating the operation of an engine device in an ammonia operating mode according to one embodiment.

[0019] Figure 4 This is a cross-sectional structural diagram of the engine body in one embodiment.

[0020] Figure 5 This is a horizontal cross-sectional view near the installation location of the crankcase safety valve in one embodiment.

[0021] Figure 6 This is a horizontal cross-sectional view near the installation location of the gas supply safety valve in one embodiment.

[0022] Figure 7 This is a diagram of the air supply and exhaust system of an engine device according to one embodiment. Detailed Implementation

[0023] Hereinafter, one embodiment of the present invention will be described with reference to the accompanying drawings.

[0024] Figure 1 This is a structural diagram of an engine device 1 according to one embodiment.

[0025] like Figure 1 As shown, the engine unit 1 includes an engine body 2 and a control unit 3. The engine unit 1 is a reciprocating engine, such as a marine engine used to directly or indirectly drive a propeller. Alternatively, the engine unit 1 can also be a generator engine that drives a generator.

[0026] The engine unit 1 generally includes: a cylinder 11 forming a combustion chamber 10, a piston 12 reciprocating within the cylinder 11, a crankshaft 13 connected to the piston 12, a rotation detection sensor 14 for detecting the rotation of the crankshaft 13, and a torque detection sensor 15 for detecting the torque of the crankshaft 13. The shaft of the crankshaft 13 is connected, for example, to a ship's propeller.

[0027] The cylinder head 16 of cylinder 11 is connected to an air supply passage 20 and an exhaust passage 30. Furthermore, the cylinder head 16 is provided with an air supply valve 21 for opening and closing the air supply passage 20 and an exhaust valve 31 for opening and closing the exhaust passage 30. Additionally, the cylinder head 16 is provided with a liquid fuel injection valve 53 for injecting liquid auxiliary fuel into the combustion chamber 10 and an ignition device 55. The ignition device 55 is, for example, a miniature pilot fuel injection valve, used in the ammonia operation mode (first operation mode) described later.

[0028] The air supply circuit 20 includes: a compressor 22 for compressing combustion air, an air cooler 23 disposed downstream of the compressor 22, and a fuel gas injection valve 43 disposed downstream of the air cooler 23. The fuel gas injection valve 43 injects gaseous ammonia, which serves as fuel, into the air supply circuit 20. The gaseous ammonia is premixed with compressed air in the air supply circuit 20 to form a mixed gas, which is then supplied to the cylinder 11.

[0029] Furthermore, the air cooler 23 can be an air cooler and heating device that not only cools air with cold water but also heats air with warm water or a heater. Additionally, if necessary, an air heating device 24 can be installed upstream of the compressor 22 in the air supply line 20. The air heating device 24 can, for example, have a cooling and heating system 25 that uses the refrigerant after heat exchange with the engine body 2 as a heat source.

[0030] The exhaust passage 30 includes a turbine 33 that rotates due to the exhaust gas discharged from the combustion chamber 10, and a catalyst treatment device 60 disposed downstream of the turbine 33 to treat substances contained in the exhaust gas. The rotating shaft of the turbine 33 is connected to the compressor 22, and the compressor 22 is rotated by the exhaust gas. That is, the turbine 33 and the compressor 22 constitute the turbocharger 4.

[0031] The catalytic treatment unit 60 uses a catalyst to treat specific substances such as nitrogen oxides (NOx), nitrous oxide, and unburned ammonia produced by the combustion of ammonia and liquid auxiliary fuel. The catalytic treatment unit 60 is equipped with a detection sensor 60a to detect these specific substances.

[0032] The engine body 2 includes an ammonia fuel supply device 40 for supplying ammonia to the cylinder 11 and a liquid auxiliary fuel supply device 50 for supplying liquid auxiliary fuel that ignites the ammonia to the cylinder 11. The ammonia fuel supply device 40 generally includes an ammonia tank 41, a vaporization device 42, and a fuel gas injection valve 43.

[0033] Ammonia tank 41 contains liquid ammonia. A vaporization device 42 vaporizes the liquid ammonia discharged from ammonia tank 41 to generate gaseous ammonia. The vaporization device 42 may include a pressurization pump for pressurizing the gaseous ammonia. The vaporization device 42 is connected to a fuel gas injection valve 43 via an ammonia supply line 44. The ammonia supply line 44 includes a regulator 44a and a pressure sensor 44b disposed downstream of the regulator 44a.

[0034] Additionally, the ammonia supply path 44 includes a second ammonia supply path 45 branching off upstream of the regulator 44a. The second ammonia supply path 45 is connected to the aforementioned catalytic treatment unit 60. The second ammonia supply path 45 includes a regulator 45a and a pressure sensor 45b disposed downstream of the regulator 45a.

[0035] The exhaust gas contains unburned ammonia and nitrogen oxides. In the catalytic treatment unit 60, the unburned ammonia acts as a reducing agent to remove oxygen from the nitrogen oxides. When the proportion of unburned ammonia produced is insufficient relative to the proportion of nitrogen oxides produced, the insufficient gaseous ammonia is injected into the catalytic treatment unit 60 from the second ammonia supply line 45. Thus, the nitrogen oxides are reduced by the unburned ammonia, and the unburned ammonia is oxidized by the oxygen in the exhaust gas, thereby being rendered harmless.

[0036] The liquid auxiliary fuel supply device 50 includes: a liquid auxiliary fuel tank 51, a first liquid fuel supply pump 52, a liquid fuel injection valve 53, a second liquid fuel supply pump 54, and an ignition device 55. The liquid auxiliary fuel tank 51 contains liquid auxiliary fuels such as heavy oil, light oil, and gasoline. The first liquid fuel supply pump 52 supplies the liquid auxiliary fuel contained in the liquid auxiliary fuel tank 51 to the liquid fuel injection valve 53.

[0037] The liquid fuel injection valve 53 is, for example, a mechanical fuel injection device used in the diesel operation mode (second operation mode) described later. The second liquid fuel supply pump 54 supplies liquid auxiliary fuel contained in the liquid auxiliary fuel tank 51 to the ignition device 55. The ignition device 55 is, for example, a common rail fuel injection device used in the ammonia operation mode.

[0038] The control device 3 is implemented, for example, by a processor such as a CPU (Central Processing Unit) executing a program stored in the memory. Alternatively, the control device 3 can also be implemented using hardware such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), or FPGA (Field-Programmable Gate Array).

[0039] Storage units are implemented using devices such as HDDs (Hard Disc Drives), flash memory, EEPROMs (Electrically Erasable Programmable Read Only Memory), ROMs (Read Only Memory), or RAMs (Random Access Memory). Firmware or programs executed by the processor are stored in the storage unit.

[0040] In control device 3, for example, based on the rotational speed detected by rotational sensor 14 and the torque detected by torque sensor 15, the output (work done [kW]) to the load at the current moment is derived, and based on the output at the current moment and the rated output pre-stored in the storage unit, the load rate is derived. The load rate is derived, for example, by dividing the output at the current moment by the rated output.

[0041] The control device 3 performs feedback control on the air supply pressure based on the target air supply pressure value derived from the load rate of the engine body 2 and the air supply pressure measured by a pressure gauge (not shown). The air supply pressure target value derived information refers to information representing the relationship between a predetermined load rate and the target air supply pressure value. This information is stored in advance in a storage unit, for example, as a mapping or function. Therefore, the control device 3 supplies fuel according to the load rate of the operating internal combustion engine.

[0042] The engine unit 1 described above can be switched between an ammonia operation mode (first operation mode) using fuel containing ammonia and a diesel operation mode (second operation mode) using liquid auxiliary fuel (heavy oil, etc.). Furthermore, since ammonia is less flammable than liquid auxiliary fuel (heavy oil, etc.), in the ammonia operation mode, operation is based on the co-firing of ammonia and liquid auxiliary fuel. Therefore, the ammonia operation mode is also called the co-firing operation mode.

[0043] Furthermore, in the ammonia operation mode (co-firing operation mode), the maximum co-firing rate of ammonia near the maximum output is more than 80% in terms of heat ratio.

[0044] Figure 2 This is an explanatory diagram illustrating the operation of the diesel operating mode of the engine device 1 in one embodiment.

[0045] like Figure 2 As shown, in diesel operation mode, liquid auxiliary fuel is injected from the liquid fuel injection valve 53 into the combustion chamber 10, where it is ignited and combusted in the compressed air compressed by the piston 12. At this time, the fuel gas injection valve 43 is in the off state.

[0046] Figure 3 This is an explanatory diagram illustrating the operation of the ammonia operation mode of an engine device 1 according to one embodiment.

[0047] like Figure 3 As shown, in ammonia operation mode, gaseous ammonia is injected from fuel gas injection valve 43 into the air supply line 20, premixing it with air before combustion chamber 10. Next, liquid auxiliary fuel for ignition is injected from ignition device 55 into combustion chamber 10, igniting and burning the mixture compressed by piston 12. At this time, liquid fuel injection valve 53 is in a stopped state.

[0048] Figure 4This is a cross-sectional structural diagram of the engine body 2 according to one embodiment.

[0049] like Figure 4 As shown, the engine body 2 includes: a cylinder 11 forming a combustion chamber 10, a piston 12 reciprocating within the cylinder 11, a crankshaft 13 connected to the piston 12, and a crankcase 70 housing the crankshaft 13. The crankshaft 13 is connected to the piston 12 via a connecting rod 13a. Furthermore, Figure 4 The dashed arrows shown indicate blow-by gas flow. Blow-by gas refers to gas leaking from the gap between piston 12 and cylinder 11 into crankcase 70.

[0050] The bottom of the crankcase 70 is formed by an oil pan 71. The oil pan 71 stores lubricating oil supplied to sliding parts such as the crankshaft 13. A crankshaft chamber 72 and a cam chamber 73 are disposed within the crankcase 70. The crankshaft 13 is housed in the crankshaft chamber 72. The cam mechanism 80 that drives the exhaust valve 31 is housed in the cam chamber 73. The cam chamber 73 is located above and communicates with the crankshaft chamber 72.

[0051] The cam mechanism 80 includes: a cam 81 that rotates in conjunction with the crankshaft 13, a tappet roller mechanism 82 that abuts against the circumferential surface of the cam 81, and a push rod 83 that is pushed up by the tappet roller mechanism 82. The push rod 83 is disposed in a through hole 74 formed in the cylinder head 16, and its front end extends into a cover 17 that is mounted on the upper surface of the cylinder head 16.

[0052] The cover 17 houses a rocker arm 84 and a valve spring 85. The valve spring 85 exerts upward force on the exhaust valve 31, closing the exhaust passage 30a connected to the exhaust passage 30. When the rocker arm 84 is pushed upward by the front end of the push rod 83, it overcomes the force of the valve spring 85 and pushes the exhaust valve 31 downward, opening the exhaust passage 30a. Additionally, although not shown, the cam mechanism 80 also drives the air supply valve 21 in the same manner (see [reference]). Figure 1 ).

[0053] In the engine body 2, an air supply box 20a is provided, which is separated from the crankshaft chamber 72 and the cam chamber 73 by a partition. The air supply box 20a is connected to the air supply passage 20. The air supply box 20a is connected to the cylinders 11. The engine body 2 is provided with a plurality of cylinders 11, and the gas supplied to the air supply box 20a is supplied to each cylinder 11. The number of cylinders 11 is, for example, 6, but is not limited to 6. The crankcase 70 is provided with one cylinder corresponding to the plurality of (for example, 6) cylinders 11.

[0054] In the engine body 2 described above, a safety valve 90 is provided that opens based on the internal pressure of the engine body 2. For example, when the internal gas of the engine body 2 experiences a pressure increase due to an explosion, the safety valve 90 releases high-pressure gas to the outside of the engine body 2 to prevent damage to the engine body 2. Specifically, a crankcase safety valve 90A is provided in the crankcase 70 that opens based on the internal pressure of the crankshaft chamber 72. Furthermore, an air supply safety valve 90B is provided in the air supply line 20 that opens based on the internal pressure of the air supply box 20a.

[0055] Figure 5 This is a horizontal cross-sectional view near the installation location of crankcase safety valve 90A in one embodiment.

[0056] like Figure 5 As shown, an opening 70a is formed on the engine body 2. The safety valve 90 is mounted on the engine body 2 via a stop plate 91 having a communication hole 92 that communicates with the opening 70a. The gap between the engine body 2 and the stop plate 91 is airtightly sealed by a sealing member 93.

[0057] Specifically, in the crankcase 70, an opening 70a is formed on the side wall of the crankcase 70. The opening 70a is closed by a sealing member 93A sandwiched between a stop plate 91A and a stop plate 91A. The stop plate 91A is also referred to as a crankcase door. A communication hole 92A is formed on the stop plate 91A. The crankcase safety valve 90A is mounted on the stop plate 91A in such a way that it closes the communication hole 92A from the outside.

[0058] Furthermore, the connecting hole 92A is formed to accommodate the crankcase safety valve 90A. To ensure a flow path area corresponding to the volume of the crankcase 72, multiple connecting holes 92A can also be formed on the stop plate 91A. That is, multiple crankcase safety valves 90A can be installed on the stop plate 91A corresponding to the connecting holes 92A.

[0059] A pipe 100 is connected to the outside of the blocking plate 91. The pipe 100 guides the gas released from the safety valve 90 to the engine compartment 110 (see below). Figure 7 The external portion of the safety valve 90 is the pipe 100. The pipe 100 includes a connecting pipe 101 surrounding the safety valve 90 and a pipe body 102 connected to the connecting pipe 101. The connecting pipe 101 and the pipe body 102 are connected by a flange. This facilitates meeting the pressure resistance specifications of the pipe 100. Furthermore, the flange mating surfaces of the connecting pipe 101 and the pipe body 102 are airtightly sealed by a sealing member 103.

[0060] Specifically, in the crankcase 70, the crankcase safety valve 90A is surrounded by a connecting pipe 101A connected to the outside of the shut-off plate 91A. The connecting pipe 101A is connected to the pipe body 102A via a flange through a sealing element 103A. Furthermore, when there are multiple crankcase safety valves 90A, multiple connecting pipes 101A are installed on the shut-off plate 91A corresponding to the crankcase safety valves 90A. Multiple pipe bodies 102A may be provided corresponding to the connecting pipes 101A, or they may include a single manifold connected to each connecting pipe 101A.

[0061] Figure 6 This is a horizontal cross-sectional view near the installation location of the gas supply safety valve 90B in one embodiment. (See attached image.) Figure 6 As shown, the air supply box 20a is also equipped with an air supply safety valve 90B with the same structure as the crankcase 70. Specifically, an opening 20b is formed in the air supply box 20a. The opening 20b is closed by a sealing plate 91B via a sealing member 93B. A connecting hole 92B is formed in the sealing plate 91B. The air supply safety valve 90B is mounted on the sealing plate 91B in such a way that the connecting hole 92B is closed from the outside.

[0062] The air supply safety valve 90B is surrounded by a connecting pipe 101B connected to the outside of the shut-off plate 91B. The connecting pipe 101B is connected to the pipe body 102B via a flange through a sealing member 103B. Alternatively, multiple air supply safety valves 90B can be provided, similar to the crankcase safety valve 90A. In this case, multiple connecting pipes 101B can be installed on the shut-off plate 91B corresponding to the air supply safety valves 90B. Furthermore, multiple pipe bodies 102B can be provided corresponding to the connecting pipes 101B, or may include a manifold connected to each connecting pipe 101B.

[0063] Figure 7 This is a diagram of the air supply and exhaust system of an engine device 1 according to one embodiment.

[0064] like Figure 7 As shown, in addition to the crankcase safety valve 90A and the air supply safety valve 90B, the engine body 2 is also equipped with a cylinder safety valve 90C and an exhaust safety valve 90D. The gas released from each safety valve 90 is guided to the outside of the engine compartment 110 via pipes 100. It should be noted that the outside of the engine compartment 110 is, in the case of a ship, the outside of the vessel. The pipes 100 outside the engine compartment 110 can be connected to the ship's smokestack, or to a scrubber or other device that dissolves and neutralizes ammonia in a liquid.

[0065] A cylinder safety valve 90C is installed in cylinder 11 and opens according to the internal pressure of cylinder 11. Gas released from cylinder safety valve 90C is guided to the outside of engine compartment 110 via cylinder safety valve conduit 100C. Furthermore, an exhaust safety valve 90D is installed in exhaust passage 30 and opens according to the internal pressure of exhaust passage 30. The exhaust safety valve 90D is located downstream of turbine 33, but it can also be located upstream of turbine 33. Gas released from exhaust safety valve 90D is guided to the outside of engine compartment 110 via exhaust safety valve conduit 100D.

[0066] The crankcase safety valve line 100A and the air supply safety valve line 100B are connected to each other and extend to the outside of the engine compartment 110. That is, the crankcase safety valve line 100A and the air supply safety valve line 100B merge on the downstream side. On the other hand, the cylinder safety valve line 100C and the exhaust safety valve line 100D are provided independently relative to the crankcase safety valve line 100A and the air supply safety valve line 100B.

[0067] The engine body 2 includes a purge gas inlet 120 capable of introducing purge gas into the pipe 100. The purge gas inlet 120, by introducing purge gas into the pipe 100, discharges toxic gases remaining in the pipe 100 to the outside of the engine compartment 110. Examples of purge gases include inert gases such as nitrogen. The purge gas inlet 120 includes a purge gas inlet passage 121 connected to the pipe 100 and an on / off valve 122 for opening and closing the purge gas inlet passage 121.

[0068] The engine unit 1 includes: a first purge gas inlet 120A for introducing purge gas into the crankcase safety valve line 100A; a second purge gas inlet 120B for introducing purge gas into the supply safety valve line 100B; a third purge gas inlet 120C for introducing purge gas into the cylinder safety valve line 100C; and a fourth purge gas inlet 120D for introducing purge gas into the exhaust safety valve line 100D, serving as the purge gas inlet 120. In the case of this embodiment, where the crankcase safety valve line 100A and the supply safety valve line 100B merge, the first purge gas inlet 120A and the second purge gas inlet 120B can be interchanged.

[0069] As described above, the engine device 1 of this embodiment includes: an engine body 2 that uses toxic fuel; an engine compartment 110 that houses the engine body 2; a safety valve 90 disposed on the engine body 2 and opened according to the internal pressure of the engine body 2; and a conduit 100 that guides the gas released from the safety valve 90 to the outside of the engine compartment 110. According to this structure, since the gas released from the safety valve 90 is guided to the outside of the engine compartment 110 via the conduit 100, the toxic gas will not remain inside the engine compartment 110. Therefore, the safety of the engine device 1 using toxic fuel can be improved.

[0070] Furthermore, in this embodiment, the toxic fuel is ammonia. Based on this structure, the safety of the engine device 1, which uses ammonia as fuel (which does not produce carbon dioxide during combustion), can be improved. It should be noted that the toxic fuel is not limited to ammonia; for example, methanol, etc., could also be used.

[0071] Furthermore, in this embodiment, the engine body 2 can switch its operating mode to a first operating mode using ammonia as fuel and a second operating mode using fuel other than ammonia. According to this structure, the operating mode can be switched as needed to the first operating mode using ammonia as fuel and the second operating mode using fuel other than ammonia, and operation can continue.

[0072] Furthermore, this embodiment includes a purge gas inlet 120 capable of introducing purge gas into the pipe 100. According to this structure, toxic gases trapped within the pipe 100 can be actively expelled by the purge gas, thereby being discharged to the outside of the engine compartment 110.

[0073] Furthermore, in this embodiment, the engine body 2 includes: a cylinder 11 forming a combustion chamber 10; an air supply passage 20 supplying pre-combustion gases to the combustion chamber 10; an exhaust passage 30 discharging post-combustion gases from the combustion chamber 10; a piston 12 reciprocating within the cylinder 11; a crankshaft 13 connected to the piston 12; and a crankcase 70 housing the crankshaft 13. A safety valve 90 and a conduit 100 are disposed in at least one of the cylinder 11, the air supply passage 20, the exhaust passage 30, and the crankcase 70 (in this embodiment, all of them). According to this structure, gases released from the various safety valves of the engine body 2 can be guided to the outside of the engine compartment 110.

[0074] Furthermore, in this embodiment, the safety valve 90 includes a supply safety valve 90B disposed in the air supply passage 20 and a crankcase safety valve 90A disposed in the crankcase 70. The pipeline 100 includes a supply safety valve pipeline 100B for supplying gas released from the supply safety valve 90B and a crankcase safety valve pipeline 100A for supplying gas released from the crankcase safety valve 90A. The supply safety valve pipeline 100B and the crankcase safety valve pipeline 100A are connected to each other and extend to the outside of the engine compartment 110. According to this structure, since the supply safety valve pipeline 100B and the crankcase safety valve pipeline 100A merge into one, the space occupied by the pipeline 100 in the engine compartment 110 can be reduced. In addition, since the supply safety valve pipeline 100B and the crankcase safety valve pipeline 100A are located close to each other, they are easy to merge.

[0075] Furthermore, in this embodiment, the safety valve 90 includes a cylinder safety valve 90C disposed in the cylinder 11 and an exhaust safety valve 90D disposed in the exhaust passage 30. The pipeline 100 includes a cylinder safety valve pipeline 100C for introducing gas released from the cylinder safety valve 90C and an exhaust safety valve pipeline 100D for introducing gas released from the exhaust safety valve 90D. The cylinder safety valve pipeline 100C and the exhaust safety valve pipeline 100D are independently configured relative to the gas supply safety valve pipeline 100B and the crankcase safety valve pipeline 100A, which are connected to each other. Compared to the gas supply safety valve pipeline 100B and the crankcase safety valve pipeline 100A, the cylinder safety valve pipeline 100C and the exhaust safety valve pipeline 100D require higher pressure resistance; therefore, by configuring them independently, it is easier to meet the pressure resistance specifications.

[0076] The preferred embodiments of the present invention have been described and illustrated above. However, it should be understood that these embodiments are exemplary embodiments of the present invention and should not be considered as limiting. Additions, omissions, substitutions, and other modifications can be made without departing from the scope of the present invention. As a preferred embodiment, a reciprocating engine has been described as an example, but the same principle applies to engines other than reciprocating engines. Therefore, the present invention should not be considered as limited by the foregoing description, but rather by the claims.

[0077] Symbol Explanation 1... Engine assembly 2……Engine body 10……Combustion Chamber 11... cylinder 12... Piston 13……crankshaft 20……Gas supply line 30...exhaust path 70……crankcase 90……Safety Valve 90A...Crankcase safety valve 90B... Gas supply safety valve 90C... Cylinder safety valve 90D...Exhaust safety valve 100……pipeline 100A…crankcase safety valve pipeline 100B... Gas supply safety valve pipeline 100C... Cylinder safety valve pipeline 100D...Exhaust safety valve pipeline 110... Engine Room 120…Purge gas inlet section 120A... First purge gas inlet section 120B...Second purge gas inlet section 120C...Third purge gas inlet section 120D... Fourth purge gas inlet section.

Claims

1. An engine assembly, comprising: The main body of the engine uses toxic fuel; An engine compartment that houses the engine body; A safety valve is located in the engine body and opens according to the internal pressure of the engine body; as well as A conduit that guides the gas released from the safety valve to the outside of the engine compartment.

2. The engine device according to claim 1, wherein, The toxic fuel is ammonia.

3. The engine device according to claim 2, wherein, The engine body can switch between two operating modes: a first operating mode using ammonia as fuel and a second operating mode using fuels other than ammonia.

4. The engine device according to any one of claims 1 to 3, wherein, It includes a purge gas inlet section capable of introducing purge gas into the pipeline.

5. The engine device according to any one of claims 1 to 3, wherein, The engine body includes: The cylinder forms the combustion chamber; A gas supply line that supplies pre-combustion gas to the combustion chamber; An exhaust passage, which allows the combusted gases to be discharged from the combustion chamber; The piston reciprocates within the cylinder; A crankshaft, which is connected to the piston; and Crankcase, which houses the crankshaft The safety valve and the pipeline are disposed in at least one of the cylinder, the air supply line, the exhaust line and the crankcase.

6. The engine device according to claim 5, wherein, The engine assembly includes: an air supply safety valve disposed in the air supply circuit, and a crankcase safety valve disposed in the crankcase, wherein the safety valve comprises: The engine unit includes: a gas supply safety valve pipe for introducing gas released from the gas supply safety valve, and a crankcase safety valve pipe for introducing gas released from the crankcase safety valve, wherein the pipes are... The air supply safety valve pipe is connected to the crankcase safety valve pipe and extends to the outside of the engine compartment.

7. The engine device according to claim 6, wherein, The engine assembly includes: a cylinder safety valve disposed in the cylinder, and an exhaust safety valve disposed in the exhaust passage, serving as the safety valve. The engine assembly includes: a cylinder safety valve conduit for introducing gas released from the cylinder safety valve, and an exhaust safety valve conduit for introducing gas released from the exhaust safety valve, wherein the conduit is... The cylinder safety valve pipeline and the exhaust safety valve pipeline are independently configured relative to the air supply safety valve pipeline and the crankcase safety valve pipeline that are connected to each other.

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