Device and method for controlling hydrogen-mixed combustion

Abstract

To provide a technology that can detect abnormal combustion in a hydrogen-mixed combustion engine in real time without newly adding sensors or the like, and can appropriately control a hydrogen mixture ratio.SOLUTION: A hydrogen-mixed combustion control device has a cylinder, and comprises: a first fuel supply mechanism that supplies a first fuel to the cylinder; and a second fuel supply mechanism that supplies a second fuel containing hydrogen to the cylinder. The device controls a mixing ratio of hydrogen to be mixed and combusted in a combustion chamber within the cylinder by burning a mixture containing the first fuel and the second fuel in the combustion chamber. The device has a rotation sensor that detects rotation of a crankshaft, and a calculation unit that calculates, based on the detection result of the rotation sensor, an extreme value of a rotation time of the crankshaft within a predetermined range of crank rotation angles and extreme value timing that indicates a timing at which the rotation time takes the extreme value. The device determines existence or nonexistence of abnormal combustion in the combustion chamber on the basis of the calculated extreme value of the rotation time and the extreme value timing.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a technique for controlling hydrogen co-combustion in a hydrogen co-combustion engine.

Background Art

[0002] As a decarbonization system for reducing the use of fossil fuels, a power generation system using hydrogen co-combustion generated from renewable energy is being studied for power generation and cogeneration. Since the combustion rate of hydrogen is about 7 times or more that of conventional hydrocarbon fuels, in such a hydrogen co-combustion engine, it is possible to improve the thermal efficiency by adjusting the supply of hydrogen.

[0003] On the other hand, since the combustion timing changes greatly depending on the hydrogen supply amount, abnormal combustion such as back-fire, after-fire, pre-ignition, and knocking may occur, and in some cases, the engine may malfunction. Here, back-fire is a phenomenon in which gas that has not been completely burned in the engine comes out and explodes outside the engine, causing a flame to flow backward to the intake side, and after-fire is a phenomenon in which unburned gas explodes and burns on the exhaust side. Further, pre-ignition is a phenomenon in which a mixture of air and fuel in the cylinder ignites before the expected ignition timing, and knocking is a phenomenon in which the mixture ignites at a timing different from the original in the cylinder, generating abnormal noise and vibration.

[0004] Also, when outside the flammable range of hydrogen, unburned hydrogen that cannot be burned is discharged outside the engine, leading to a decrease in thermal efficiency. In that case, the discharge of hydrogen outside the engine raises concerns about the safety of the surroundings.

[0005] From the above, in an engine that uses hydrogen as part of the fuel, it is necessary to detect the combustion state in real time in order to suppress abnormal combustion and misfires. As a technology for detecting the combustion state in the engine, for example, the technologies described in Patent Document 1 and Patent Document 2 below can be cited.

[0006] Patent Document 1 states that in an engine to which hydrogen is supplied as fuel, "the control device for an internal combustion engine detects the presence or absence of pre-ignition / backfire in each cylinder based on the in-cylinder pressure and crank angle of each cylinder", and "for each cylinder in which pre-ignition is detected, control is performed to increase the combustion speed, and for each cylinder in which backfire is detected, control is performed to lower the in-cylinder temperature".

[0007] In addition, Patent Document 2 describes a method of detecting the extreme value timing of the existing crank rotation speed without using an in-cylinder pressure sensor and estimating the combustion timing.

Prior Art Documents

Patent Documents

[0008]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0009] The technology described in Patent Document 1 detects the presence or absence of pre-ignition / backfire in each cylinder based on the internal pressure and crank angle of each cylinder, and controls the internal combustion engine to lower the temperature of the cylinder in which an abnormality has occurred. Therefore, when using the technology described in Patent Document 1, there is a problem that an additional cost is required because an in-cylinder pressure sensor is needed for each cylinder for detecting abnormal combustion. Further, when using the technology described in Patent Document 1, there is also a problem that it is necessary to secure space for connecting the in-cylinder pressure sensor to the combustion chamber and to perform processing therefor during engine manufacture.

[0010] On the other hand, according to the internal combustion engine control device described in Patent Document 2, it is possible to detect the timing at which the combustion degree reaches "50%" when the combustion degree at the MFB50 timing (combustion center timing), that is, when the fuel injected into the combustion chamber burns in the combustion chamber, is set to "100%" for the complete combustion state in which all the fuel burns. However, when grasping the combustion state by the technology described in this Patent Document 2, there is a problem that it is difficult to detect abnormal combustion such as knocking and pre-ignition in real time. Further, when using the technology described in Patent Document 2, there is a problem that it is necessary to separately acquire torque information additionally in order to cope with changes in the rotational speed and torque.

[0011] The present invention has been made in view of the above problems, and an object thereof is to provide a technology capable of detecting abnormal combustion in a hydrogen premixed engine in real time without newly adding a sensor or the like and appropriately controlling the hydrogen mixing ratio.

Means for Solving the Problems

[0012] The hydrogen co-combustion control device according to the present invention includes an engine having a cylinder that converts the reciprocating motion of a piston in the cylinder into the rotation of a crankshaft, a first fuel supply mechanism that supplies a first fuel to the cylinder, and a second fuel supply mechanism that supplies a second fuel containing hydrogen to the cylinder. The device controls the mixing ratio of hydrogen to be co-combusted in a combustion chamber by burning an air-fuel mixture containing the first fuel and the second fuel in the combustion chamber of the cylinder. The device includes a rotation sensor that detects the rotation of the crankshaft, and a calculation unit that calculates, based on the detection result of the rotation sensor, an extreme value of the rotation time of the crankshaft within a range of a predetermined crank rotation angle and an extreme value timing that represents the timing at which the extreme value of the rotation time is taken. The presence or absence of abnormal combustion in the combustion chamber is determined based on the calculated extreme value of the rotation time and the extreme value timing.

[0013] In addition, the problems disclosed in the present application and the solutions thereto will be clarified by the section of the mode for carrying out the invention and the drawings.

Effects of the Invention

[0014] According to the present invention, it is possible to detect abnormal combustion in a hydrogen co-combustion engine in real time without newly adding a sensor or the like, and appropriately control the hydrogen mixing ratio.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Mode for Carrying Out the Invention

[0016] Hereinafter, this embodiment will be described in detail with reference to the drawings.

[0017] In the following description, the same or similar components may be denoted by the same reference numerals, and redundant descriptions may be omitted.

[0018] Also, when there are a plurality of elements having the same or similar functions, in order to distinguish the plurality of elements, the same reference numeral may be appended with different subscripts for description. On the other hand, when it is not necessary to distinguish the plurality of elements, the subscripts may be omitted for description.

[0019] (I) Configuration example of the power generation system 100 First, a configuration example of the power generation system 100 according to this embodiment will be described with reference to FIG. 1.

[0020] FIG. 1 is a diagram showing an example of the configuration of the power generation system 100.

[0021] The power generation system 100 is a system that generally generates power by driving a generator with a hydrogen co-firing engine (hereinafter, also simply referred to as an "engine") 20 that uses hydrogen as part of the fuel and co-fires hydrogen with other fuels.

[0022] The hydrogen co-firing engine 20 included in the power generation system 100 is an internal combustion reciprocating engine that converts the thermal energy obtained by co-firing hydrogen and other fuels in the combustion chamber 2 provided in the cylinder 18 into the reciprocating motion of the piston 1, and converts the reciprocating motion of this piston 1 into the rotational motion of the crankshaft 17.

[0023] In this power generation system 100, the first fuel (for example, a hydrocarbon fuel such as light oil) is supplied into the combustion chamber 2 by being directly injected into the combustion chamber 2 by an injector 4 (an example of a fuel injection device). The first fuel supplied to the combustion chamber 2 is compressed by the piston 1 to become high temperature and high pressure. When the first fuel self-ignites and burns in that state, torque is generated on the piston 1, and the reciprocating motion (up and down motion when the cylinder 18 is upright) of the piston 1 due to this is converted into the rotational motion of the crankshaft 17 as described above. When the engine is used for power generation as in the hydrogen co-firing engine 20 according to the present embodiment, a generator (details will be described later in relation to FIG. 5) is connected to the crankshaft 17, and power generation is performed by driving the generator as the crankshaft 17 rotates.

[0024] Note that this hydrogen co-firing engine 20 may have various other uses. For example, the hydrogen co-firing engine 20 may be used as power for transportation means such as vehicles and ships.

[0025] In addition, for the hydrogen co-firing engine 20, not only hydrocarbon fuels such as gas oil but also various types of fuels may be supplied as the primary fuel. For example, the primary fuel may be a gas fuel such as methane or propane. When a gas fuel such as methane or propane is used as the primary fuel, the hydrogen co-firing engine 20 may be provided with a spark plug for directly igniting the air-fuel mixture of the primary fuel and the secondary fuel instead of the injector 4, for example.

[0026] An intake pipe 13 of the engine 20 is provided with a throttle valve 3. By adjusting the opening degree of this throttle valve 3 by an engine control unit (ECU) 11, the amount of air sucked from the intake pipe 13 into the combustion chamber 2 changes. The opening degree of the throttle valve 3 is detected by an opening degree sensor (not shown) and output to the engine control unit 11.

[0027] Also, the water temperature and intake air temperature during operation of the engine 20 are detected by a temperature detection device 14a attached in front of the throttle valve 3 of the intake pipe 13 and a temperature detection device 14b attached to the cooling water pipe, and transmitted to the engine control unit 11. The engine control unit 11 performs various controls on the engine 20 based thereon.

[0028] Note that the temperature detection device 14a may have a function of detecting the humidity of the intake air.

[0029] The gas fuel, which is the secondary fuel, is supplied to the intake pipe 13 of the engine 20 by a hydrogen flow rate adjustment device 6 and supplied to the combustion chamber 2 in a state of being mixed with air. The premixed air-fuel mixture of the secondary fuel and air is heated and burned by the self-ignition combustion of the primary fuel in the combustion chamber 2.

[0030] The second fuel is various gas fuels containing hydrogen. Examples of this second fuel include hydrogen-rich gas, natural gas containing some hydrogen, biogas containing some hydrogen, synthesis gas containing some hydrogen, ammonia, reformed gas, etc. Note that reformed gas is a general term for gases obtained by reforming, for example, natural gas, biogas, biofuels such as ethanol, ammonia, and synthetic fuels.

[0031] The hydrogen supply device 5 and the hydrogen flow rate adjustment device 6 in FIG. 1 illustrate an example of a device for supplying this second fuel to the engine 20.

[0032] The hydrogen production and procurement system 15 is, for example, an electrolyzer that decomposes water into hydrogen and oxygen, a reformer with a catalyst inserted, or a system capable of procuring hydrogen.

[0033] When the hydrogen production and procurement system 15 is an electrolyzer, for this electrolyzer, for example, electricity generated from renewable energy such as solar power generation or wind power generation is supplied.

[0034] Also, when the hydrogen production and procurement system 15 is a reformer, for this reformer, for example, hydrocarbon-based fuel or ammonia is supplied. Note that for this reformer, any one or both of the exhaust heat of the engine 20, the cooling water heat, and the electric power may be supplied.

[0035] Also, when the hydrogen production and procurement system 15 is a hydrogen procurement system, this hydrogen procurement system represents a system that manages the procurement of hydrogen from a manufacturer that produces hydrogen, a manufacturer that transports hydrogen from another area, etc.

[0036] The amount of hydrogen generated and procured in the hydrogen production and procurement system 15 is controlled by the energy management system 101.

[0037] The hydrogen supply device 5 includes a pressure reducing valve for supplying hydrogen to the power generation system 100 at an appropriate pressure (for example, less than 1.0 MPa), a shut-off valve for shutting off the hydrogen supply, a flow rate sensor for knowing the flow rate of the gas containing hydrogen, etc. (none of which are shown in the figure).

[0038] Further, the hydrogen supply device 5 includes a hydrogen storage tank for storing hydrogen. Examples of the hydrogen storage tank include a tank for hydrogen, a hydrogen storage alloy, and an organic hydride, etc.

[0039] The hydrogen supply device 5 can store the hydrogen produced by the hydrogen production / supply system 15 in the hydrogen storage tank, and can take out the hydrogen stored in the hydrogen storage tank according to the request from the hydrogen flow rate adjustment device 6.

[0040] As described above, premixing the first fuel and the second fuel containing hydrogen and burning them in the engine 20 is hereinafter referred to as "hydrogen co-combustion".

[0041] In the engine 20 for hydrogen co-combustion of the present embodiment, the first fuel is supplied to the combustion chamber 2 by the mechanism for supplying the above-described first fuel, and the second fuel is supplied to the combustion chamber 2 by the mechanism for supplying the second fuel. The hydrogen co-combustion control device 12 is a device for controlling the mixing ratio of hydrogen co-combusted in the combustion chamber 2 under such circumstances.

[0042] The engine control controller 11 controls the injection timing of the first fuel of the injector 4 based on the signals received from the crank angle sensor 7 for detecting the rotation timing of the engine 20 and the signal received from the cam sensor 9. The injection timing of the first fuel is controlled based on the rotation speed of the engine 20, the torque, and the signal from the oxygen concentration sensor 10 in the exhaust gas. Since the second fuel contains a part of hydrogen, the premixed gas of the second fuel and air can achieve hydrogen co-combustion even under the condition of an air excess ratio higher than the stoichiometric ratio, that is, under the condition of a high air excess ratio. Therefore, hydrogen co-combustion can be achieved by adding the second fuel to the intake air of the conventional diesel combustion engine 20.

[0043] The hydrogen co - combustion control device 12 detects the combustion timing of the engine 20 based on the detection result of the electromagnetic pickup 8, which is a rotation sensor attached to the crankshaft 17 of the engine 20. Then, based on the detected combustion timing of the engine 20, the hydrogen co - combustion control device 12 controls the hydrogen flow rate adjusting device 6 and the hydrogen supply device 5 to control the flow rate of hydrogen supplied to the engine 20.

[0044] Note that the hydrogen co - combustion control device 12 may be implemented inside the engine control controller 11.

[0045] (II) Configuration example of the hydrogen co - combustion control device 12 Next, a configuration example of the hydrogen co - combustion control device 12 will be described with reference to FIG. 2.

[0046] FIG. 2 is a diagram showing an example of the configuration of the hydrogen co - combustion control device 12 together with related components and data flow.

[0047] The hydrogen co - combustion control device 12 is a device that controls the mixing ratio of hydrogen co - combusted in the combustion chamber 2 based on the information passed from the engine control controller 11 and the sensor information detected by the electromagnetic pickup 8.

[0048] As illustrated in FIG. 2, the hydrogen co - combustion control device 12 includes a filter 60, a rectangular - wave conversion circuit 61, a microcomputer arithmetic unit 62, and a measurement and storage device 70 as components.

[0049] The filter 60 is a circuit that removes a specific - frequency waveform from the waveform information from the electromagnetic pickup 8. The filter 60 in the present embodiment is, for example, a low - pass filter with a cut - off frequency set at 10 kHz or higher. Also, the hydrogen co - combustion control device 12 may include various other filters such as a moving - average filter as the filter 60.

[0050] The rectangular wave conversion circuit 61 is a circuit that converts the output waveform from the electromagnetic pickup 8 processed by the filter 60 into a rectangular wave that is easy to process digitally. The details of the processing performed by the rectangular wave conversion circuit 61 will be described later in relation to FIG. 4.

[0051] The microcomputer arithmetic unit 62 is a functional unit that performs arithmetic operations on the optimum hydrogen mixing ratio and determines the control mode of the engine 20 based on the waveform information from the electromagnetic pickup 8, the information processed by the filter 60 and the rectangular wave conversion circuit 61, the information stored in the measurement and storage device 70, and the commands from the engine control controller 11, and transmits the results of these processes to the hydrogen supply device 5, the hydrogen flow rate adjustment device 6, and the engine control controller 11.

[0052] The microcomputer arithmetic unit 62 is configured to include functional blocks of a rotation time profile generation unit 63, an extreme value and extreme value timing arithmetic unit 64, a cylinder discrimination unit 65, an abnormal combustion occurrence determination unit 66, an abnormal combustion state determination unit 67, and a control mode determination unit 68.

[0053] The rotation time profile generation unit 63 is a functional unit that detects, for each edge, a physical quantity corresponding to the rotation time between edges corresponding to a predetermined phase using the falling edge (or rising edge) of the rectangular wave output from the rectangular wave conversion circuit 61 as a trigger, and generates a rotation time profile that is a data group of pairs of the timing and the rotation time between edges corresponding to the phase.

[0054] The cylinder discrimination unit 65 is a functional unit that identifies each stroke of each cylinder 18 from the rotation time profile (hereinafter referred to as "cylinder discrimination").

[0055] The abnormal combustion occurrence determination unit 66 is a functional unit that determines whether abnormal combustion related to hydrogen co-combustion has occurred in the engine 20 for each cylinder 18.

[0056] When it is determined that abnormal combustion related to hydrogen co-combustion has occurred in the engine 20, the abnormal combustion state determination unit 67 is a functional unit that determines what kind of abnormal combustion has occurred. The process of abnormal combustion state determination will be described in detail later.

[0057] When it is determined that abnormal combustion related to hydrogen co-combustion has occurred in the engine 20, the control mode determination unit 68 is a functional unit that gives instructions to adjust the hydrogen flow rate to the hydrogen supply device 5 and the hydrogen flow rate adjustment device 6, and when necessary, also gives instructions to the engine control controller 11. Further, the control mode determination unit 68 has a function of obtaining the supply amount of the first fuel from the engine control controller 11 and determining the hydrogen flow rate in the control mode based on it.

[0058] The microcomputer arithmetic unit 62 is configured using a processor and can realize these functional blocks by executing a predetermined program. The processor is a processor device such as a CPU (Central Processing Unit) and various co-processors. This processor calls various computer programs including the said program into the memory and executes them, thereby performing overall control of the hydrogen co-combustion control device 12 itself and taking charge of the microcomputer arithmetic unit 62 that performs various processes including the above processes. Note that instead of the processor, the microcomputer arithmetic unit 62 may be configured using a logic circuit such as an FPGA (Field-Programmable Gate Array) or an ASIC (Application Specific Integrated Circuit). Further, the microcomputer arithmetic unit 62 may be configured by a combination of a processor and a logic circuit.

[0059] The measurement and storage device 70 is a device that measures and stores data referred to by the hydrogen co-combustion control device 12. The measurement and storage device 70 includes, for example, a storage device composed of a memory and an auxiliary storage device, and stores a program that supplies various processing instructions to the microcomputer arithmetic unit 62 and data representing various information used in the processes executed by the microcomputer arithmetic unit 62.

[0060] The auxiliary storage device is an auxiliary storage device composed of non-volatile memory elements such as Flash Memory. Specific examples of this auxiliary storage device include SSD (Solid State Drive), HDD (Hard Disk Drive), etc. The auxiliary storage device stores various computer programs including a program for implementing the functions required as the hydrogen co-combustion control device 12.

[0061] The memory is a main memory device mainly composed of volatile memory elements such as RAM (Random Access Memory). The memory also includes a ROM (Read Only Memory) composed of non-volatile memory elements. The ROM stores invariable programs (such as BIOS), etc. Various data such as data read from the auxiliary storage device are temporarily held in this memory.

[0062] In this measurement and storage device 70, data such as environmental condition data 80, operation condition and plan data 81, hydrogen amount condition and plan data 82, control parameter 83, history information data 84, etc. are stored.

[0063] The environmental condition data 80 are data related to the environmental conditions under which the power generation system 100 operates, such as outside air temperature and outside air humidity.

[0064] The operation condition and plan data 81 are data related to the operation of the engine 20, such as rotational speed, torque, power generation amount, etc. The operation condition and plan data 81 include, for example, past performance data and operation plan data representing the instruction content from the power generation system 100.

[0065] The hydrogen amount condition and plan data 82 are data related to the amount of hydrogen supplied to the power generation system 100, such as how much hydrogen can be supplied by when.

[0066] The control parameter 83 is data regarding the adjustment of the hydrogen amount and the gain values and threshold values of other controls when determining abnormal combustion of the engine 20.

[0067] The history information data 84 is data regarding the operation history of the power generation system 100.

[0068] The microcomputer arithmetic unit 62 can execute various processes by reading and writing these data to and from the measurement and storage device 70.

[0069] That is, each component of the hydrogen co-combustion control device 12 is realized by hardware including a processor, a storage device such as a memory and an auxiliary storage device, a wired or wireless communication line connecting them, and various interface devices, and software stored in the storage device and supplying processing instructions to the arithmetic unit (processor).

[0070] The power generation system 100 has a function of determining power generation output, supply conditions of the hydrogen amount, etc. by including a computer device or a server device as a component.

[0071] Furthermore, an energy management system 101 is provided above the power generation system 100. The energy management system 101 is a computer system capable of collectively controlling a plurality of power generation devices (for example, solar power generation and wind power generation) and power conditioning devices (storage batteries, EVs, etc.) other than the power generation system 100, and has a function of performing optimal control according to the demand prediction and current demand of power consumers and heat consumers.

[0072] As illustrated in FIG. 2, the hydrogen co-firing control device 12 is communicably connected to each of the computer devices and server devices responsible for the power generation system 100 and the energy management system 101 via an appropriate communication network such as the Internet or a dedicated line (hereinafter also simply referred to as the "network"). The various data stored in the measurement and storage device 70 of the hydrogen co-firing control device 12 is shared with the power generation system 100 and utilized to determine the power generation output and the supply conditions of the hydrogen amount in the power generation system 100. Note that the hydrogen co-firing control device 12 and the network are connected by wire via well-known communication equipment (not shown), but may also be connected wirelessly. Similarly, the computer devices and server devices constituting the power generation system 100 and the energy management system 101 and the network are each connected by wire via well-known communication equipment (not shown), but may also be connected wirelessly.

[0073] Further, another system, device, terminal, etc. may be communicably connected to the hydrogen co-firing control device 12 via the network. The hydrogen co-firing control device 12 may acquire various data from such further another system, device, terminal, etc.

[0074] In the following description of the present embodiment, other systems, devices, terminals, etc. connected to the hydrogen co-firing control device 12, including the power generation system 100 and the energy management system 101, may be simply referred to as "other systems", "other devices", "other terminals", etc.

[0075] Also, in the present embodiment, as illustrated in FIGS. 1 and 2, the hydrogen co-firing control device 12 has been described as being composed of a single device. However, the hydrogen co-firing control device 12 may be composed of, for example, a plurality of devices.

[0076] Further, in this embodiment, as illustrated in FIG. 2, the hydrogen co-combustion control device 12 and the computer devices and server devices constituting the power generation system 100 and the energy management system 101 have been described as being composed of separate devices. However, the hydrogen co-combustion control device 12 and these computer devices and server devices may be configured by the same device. In this case, the hydrogen co-combustion control device 12 may be configured to include, for example, some or all of the functions provided in the power generation system 100 and the energy management system 101.

[0077] In addition to the above functions, the hydrogen co-combustion control device 12 may further have another function. For example, as described above, the hydrogen co-combustion control device 12 may be configured to include a part of various functions provided in the power generation system 100 and the energy management system 101.

[0078] Further, the hydrogen co-combustion control device 12 may be an embedded device in addition to being an independent device.

[0079] Also, the description of each of the above functions is an example, and a plurality of functions may be combined into one function, or one function may be divided into a plurality of functions.

[0080] (III) Regarding abnormal combustion in the hydrogen co-combustion engine 20 Next, the necessity of optimizing the hydrogen mixing ratio in the hydrogen co-combustion engine 20, the relationship between the hydrogen mixing ratio and abnormal combustion, and the concept of the configuration for detecting abnormal combustion of the hydrogen co-combustion engine 20 in this embodiment will be described with reference to FIGS. 3 to 4.

[0081] FIG. 3 is a graph showing an example of the relationship between the crank angle and the in-cylinder pressure averaged over 100 cycles of the combustion pressure waveform.

[0082] In the graph illustrated in FIG. 3, the horizontal axis represents the crank angle [deg. ATDC], and the vertical axis represents the in-cylinder pressure [MPa] of cylinder 18. In this graph, the hydrogen mixing ratio, which is the ratio of hydrogen in all the fuel supplied to engine 20, is changed to 0%, 20%, 40%, 55%, and 60%, and the 100-cycle average of the measured combustion pressure is shown as the combustion pressure waveform. As illustrated in FIG. 3, as the hydrogen mixing ratio increases, the combustion pressure rises at an earlier timing, the maximum pressure increases, and the combustion center-of-gravity timing (plot point ○ in the figure) advances. The combustion center-of-gravity timing is defined, as described above, as the point in time when the heat generation amount due to combustion reaches 50% of the calorific value of the supplied fuel. Comparing the cases where the hydrogen mixing ratio is 55% and 60%, although the hydrogen mixing ratio increases by 5%, there is a significant difference in the rise of the maximum pressure and the combustion center-of-gravity timing, and as a result, the combustion pressure waveforms are significantly different. This is due to the fact that when the hydrogen mixing ratio is 60%, cycles in which abnormal combustion occurs are included.

[0083] Next, an example of abnormal combustion when the hydrogen mixing ratio is 60% will be described.

[0084] FIG. 4 is a graph showing an example of the time change of the combustion pressure when the hydrogen mixing ratio is 60%.

[0085] Among these, the graph in FIG. 4A illustrates the combustion pressure waveform for each cycle when the hydrogen mixing ratio is 60%. In the graph illustrated in FIG. 4A, the horizontal axis represents time, and the vertical axis represents the combustion pressure. And FIG. 4B is an enlarged view of the combustion pressure waveform included in the rectangular frame 30 at the left end of the combustion pressure waveform illustrated in FIG. 4A. As illustrated in FIG. 4B, when the hydrogen mixing ratio reaches 60%, the number of cycles in which abnormal combustion occurs increases.

[0086] The peak 31 of the combustion pressure waveform shown in FIG. 4B indicates the characteristics of the combustion pressure waveform during knocking that occurs when the hydrogen mixing ratio is equal to or higher than a predetermined value at which abnormal combustion is likely to occur. When the proportion of hydrogen becomes equal to or higher than a predetermined value, the probability of such combustion occurring increases. Also, the higher the temperature of the air supplied to the engine 20 and the temperature of the cooling water of the engine 20, the greater the probability of knocking occurring. Further, as another type of abnormal combustion, there is preignition in which combustion occurs at a timing earlier than a predetermined timing due to thermo-surface ignition that occurs when contacting a member with a high temperature in the combustion chamber of the engine 20. Preignition, like knocking, is likely to occur under conditions where the proportion of hydrogen, the intake air temperature, and the cooling water temperature are high.

[0087] When these abnormal combustions occur in the combustion chamber 2 of the engine 20, since the combustion center timing cannot be controlled within the normal timing range, not only does the thermal efficiency deteriorate, but also the rising timing of the pressure in the combustion chamber 2 becomes higher, and there is a risk that the engine 20 may malfunction due to the generation of high-frequency pressure pulsations. Therefore, in order to prevent the engine 20 from malfunctioning, it is necessary to perform adjustment control such as reducing the supply amount of hydrogen.

[0088] Abnormal combustions such as those described above are likely to occur under environmental conditions such as changes in the outside air temperature and during transient changes (when the power generation output changes) of the engine 20. Therefore, the engine control controller 11 and the hydrogen co-combustion control device 12 need to detect the combustion of the engine 20 in real time and grasp the combustion state.

[0089] As another problem, when the supply amount of the second fuel is small and the hydrogen mixing ratio is low, a part of the second fuel containing the supplied hydrogen may be exhausted without being burned in the combustion chamber 2. For example, in FIG. 3, when comparing a hydrogen mixing ratio of 0% and 20%, there is almost no change in the waveform. Under such conditions, since the second fuel containing hydrogen does not contribute to combustion, the thermal efficiency of the engine 20 decreases. Also, under such conditions, there are concerns about safety issues due to the discharge of unburned hydrogen outside the engine 20.

[0090] As described above, under conditions where the hydrogen mixing ratio is low, cases are likely to occur where hydrogen is discharged without being burned. Hydrogen is a component that burns more easily under air-excess conditions compared to hydrocarbon fuels. However, when the air-excess ratio of the mixture of inhaled hydrogen and inhaled air becomes 8 to 10 or more, it is outside the flammable range. Also, regarding the flammability at low hydrogen mixing ratios, the hydrogen mixing ratio that becomes the threshold for discharging unburned hydrogen changes depending on the outside air temperature and the cooling water temperature. Furthermore, since the supercharging pressure and temperature of the inhaled air also change depending on the operating conditions of the engine 20 such as the rotational speed and torque of the engine 20, the hydrogen mixing ratio that becomes the threshold also changes depending on the operating conditions of the engine 20.

[0091] For these reasons, it is necessary to detect the combustion state in real time and grasp the flammability of the hydrogen supplied to the combustion chamber 2.

[0092] Here, it is conceivable to detect the combustion state by attaching an in-cylinder pressure sensor to each cylinder 18 and grasping the in-cylinder pressure history during combustion. However, in the case of this method, there are problems such as additional costs for installation and installation space.

[0093] Therefore, in the power generation system 100 according to the present embodiment, an electromagnetic pickup 8 is attached to the crankshaft of the engine 20 and used as a rotation sensor. That is, in the hydrogen co-combustion control device 12 according to the present embodiment, the combustion state is detected from the change in the rotation time of the crankshaft 17 by the electromagnetic pickup 8 attached as a rotation sensor on the crankshaft 17. In addition to the electromagnetic pickup 8, a sensor using a Hall element may be used as the rotation sensor.

[0094] (IV) Detection of rotation of the crankshaft 17 by the electromagnetic pickup 8 Next, a method of detecting the rotation of the crankshaft 17 by the electromagnetic pickup 8 will be described with reference to FIG. 5.

[0095] FIG. 5 is a diagram showing an example of a method for detecting the rotation of the crankshaft 17 by the electromagnetic pickup 8. In this FIG. 5, the cylinder 18, the crankshaft 17, and the camshaft 42, and the electromagnetic pickup 8 for detecting the state of the crankshaft 17 are shown.

[0096] The engine 20 according to the present embodiment is a four-cylinder engine having four cylinders 18 (each assigned numbers #1 to #4). In a standard reciprocating engine, the cylinder 18 operates in four strokes: intake, compression, combustion, and exhaust. In a four-cylinder engine 20 such as the present embodiment, the strokes of each cylinder 18 are performed simultaneously. The piston 1 of each cylinder 18 and the crankshaft 17 are connected via a crank mechanism, which converts the linear motion of the piston 1 into a rotational motion and is connected to the generator 19.

[0097] A flywheel 45 is attached to one end of the crankshaft 17, and a ring gear 46 is engraved on the outer periphery of the flywheel 45. The ring gear 46 is for exchanging power with an external mechanism such as a starter motor (not shown), for example.

[0098] The electromagnetic pickup 8 is attached so as to be able to sense the circumferential direction of rotation of the ring gear 46. The electromagnetic pickup 8 is a sensor in which a detection coil is attached to a magnet, measures the rotational speed from the timing of the waveform of valleys generated by the rotation of the ring gear 46, and outputs the generated voltage based on the principle that can be expressed by the following (Equation 1).

[0099]

Equation

[0100] Here, V is the detected voltage, Φ is the magnetic flux, and N is the number of turns of the coil. The above (Equation 1) shows that a voltage proportional to the amount of change in the magnetic flux detected by the rotation of the gear is detected.

[0101] In this way, by using the electromagnetic pickup 8, the combustion state can be detected from the change in the rotational speed (rotation time) of the crankshaft 17 (details will be described later).

[0102] (V) Processing of engine 20 rotation measurement Next, the processing of engine 20 rotation measurement will be described with reference to FIGS. 6 to 7.

[0103] FIG. 6 is a diagram showing an example of an output signal from the electromagnetic pickup 8 and a rectangular wave after signal processing.

[0104] The rectangular wave conversion circuit 61 shown in FIG. 2 receives the output signal from the filter 60 and generates a rectangular wave in which the ON and OFF of the rectangular wave are switched at the point where the output signal crosses 0V of the electromagnetic pickup 8, as illustrated in FIG. 6.

[0105] Here, the vertical axis represents voltage [V] and the horizontal axis represents time. In the method using the electromagnetic pickup 8 as illustrated in FIG. 6, a voltage is output at a period proportional to the rotational angular velocity of the detection gear on the rotation shaft of the engine 20, and the output signal is input to the rectangular wave conversion circuit 61. The rectangular wave conversion circuit 61 generates a rectangular wave in which the ON and OFF of the rectangular wave are switched at the point where the output signal crosses 0V of the electromagnetic pickup 8, and outputs it to the microcomputer operation unit 62. In the description of this embodiment, as illustrated in FIG. 6, the time between the falling edges of the rectangular wave is referred to as the "rotation time" for each angle of the rotation shaft of the engine 20. The "rotation time" of the engine 20 is a quantity inversely proportional to the angular velocity of the rotation shaft of the engine 20.

[0106] The rotation time profile generation unit 63 detects, for each edge, a physical quantity corresponding to the rotation time between the edges using the falling edge of the rectangular wave as a trigger, and obtains a rotation time profile (not shown) which is a profile of the time change. This rotation time profile is time-series data in which time and rotation time are paired. Note that the rotation time profile generation unit 63 may use the rising edge as a trigger for measuring the rotation time.

[0107] With this rotation time profile, a graph as illustrated in FIG. 7 can be drawn.

[0108] FIG. 7 shows the extreme values of the rotation time (T nH , T nL ) and an example of the definition of the extreme value timing (C nH , C nL ).

[0109] In FIG. 7, the vertical axis represents the rotation time, and the horizontal axis represents the crank angle. As illustrated in FIG. 7, in the case of the four-cylinder engine 20, while the crankshaft 17 makes two rotations, that is, while rotating 720 degrees, the extreme values of the rotation time are detected four times each as the maximum (● in the figure) and the minimum (○ in the figure). Note that the maximum value of the rotation time is where the rotational angular velocity is minimum, and the minimum value of the rotation time is where the rotational angular velocity is maximum.

[0110] The extreme value - extreme value timing calculation unit 64 calculates the extreme value timing of the rotation time (C 1H , C 1L , C 2H , C 2L , C 3H , C 3L , C 4H , C 4L ) and the extreme values of the rotation time (T 1H , T 1L , T 2H , T 2L , T 3H , T 3L , T 4H , T 4L ) from the rotation time profile output from the rotation time profile generation unit 63. At this time, by using Fourier series expansion and performing signal processing, it becomes possible to ignore the individual differences of the detection gears on the rotating shaft of the electromagnetic pickup 8.

[0111] Here, the maximum values of the rotation time are sequentially T 1H , T 2H , T 3H , T 4H , and the minimum values are T 1L , T 2L , T 3L , T4L is set, and the maximum value timing of the rotation time corresponds to them as C 1H , C 2H , C 3H , C 4H , and the minimum value timing of the rotation time is C 1L , C 2L , C 3L , C 4L . The extreme value timing at this time can be expressed in terms of the crank angle.

[0112] As illustrated in FIG. 7, in the intervals of #1, #3, #4, and #2, the minimum value timing of the rotation time is caused by the combustion stroke of each cylinder 18.

[0113] (VI) Cylinder discrimination process Next, the details of the cylinder discrimination process will be described with reference to FIG. 7.

[0114] In the cylinder discrimination unit 65, the extreme value timing (C 1H , C 1L , C 2H , C 2L , C 3H , C 3L , C 4H , C 4L ) and the extreme values of the rotation time (T 1H , T 1L , T 2H , T 2L , T 3H , T3L , T 4H , T 4L ) are used for determination. As illustrated in FIG. 7, the crank angle change of the rotation time has characteristics with a period of 720 degrees. In the case of the four-cylinder engine 20, four peaks and valleys appear within the range of 720 degrees. And for each cylinder 18, the height and timing of the peaks and valleys show different characteristics. This is due to factors such as individual differences in the gear grooves of the shape of the ring gear 46 when detected by the electromagnetic pickup 8, differences in the pressure changes during combustion of each cylinder 18, and differences in the torsional vibration of the crankshaft 17 accompanying the pressure changes during combustion of each cylinder 18.

[0115] When detecting the crank angle and rotation time using only the electromagnetic pickup 8, the data acquisition start timing becomes arbitrary. Therefore, the hydrogen co-combustion control device 12 performs cylinder discrimination based on the rotation profile, which is the data of the crank angle change of the acquired rotation time. Note that the cylinder discrimination may be performed by using a reference point of the engine 20 such as the cam sensor 9.

[0116] The average extreme value difference W, which is the average value of the difference between the maximum value and the minimum value, can be expressed by the following (Equation 2). m is the number of cylinders 18 and is defined by the average value of the maximum value and the minimum value for each cylinder 18.

[0117]

Equation

[0118] FIG. 8 is a diagram showing an example of the relationship between the average extreme value difference (W) and the power generation output.

[0119] The relationship between W and the power generation output at a constant rotational speed shows a linear correlation as exemplified in FIG. 8. W indicates the maximum difference in the rotational angular velocity during a predetermined period within one cycle and corresponds to the maximum value of the differential of the angular velocity. Therefore, there is a high correlation between the combustion torque and W.

[0120] FIG. 9 is a diagram showing an example of the relationship between the extreme value difference W and the maximum value timing C nH at a constant rotational speed, and an example of the normal / abnormal combustion areas.

[0121] As exemplified in FIG. 9, there is a normal combustion area for each hydrogen co-combustion rate, and if it is outside that area, it is determined as abnormal combustion. The threshold value for the normal area is set as Rt_r for the larger extreme value timing and Rt_a for the smaller extreme value timing. Since the values of Rt_r and Rt_a differ depending on the hydrogen mixing ratio, they are denoted as Rt_r_h2 and Rt_a_h2 for identification, and the value of the hydrogen mixing ratio is input to h2.

[0122] FIG. 10 is a diagram showing an example of the relationship between the hydrogen co-combustion rate and the type of the determined abnormal combustion state.

[0123] As illustrated in FIG. 10, when the maximum value timing C is smaller than the normal combustion area, torque is generated at an early timing, resulting in an abnormal early ignition. That is, it means that pre-ignition or knocking has occurred. Conversely, when the maximum value timing C is larger than the normal combustion area nH it indicates that the combustion timing has been delayed due to hydrogen misfire. Instead of the maximum value timing C nH the minimum value timing C may be utilized. Also, C nH both may be utilized for determination. nL nH nL

[0124] When the rotational speed changes or when it is confirmed that the engine 20 has entered a steady state from startup, Ra, which is the cycle average of the rotational speed, is utilized (FIG. 7).

[0125]

[0126] Also, Rt_r_h2 and Rt_a_h2 set for each of the extreme value difference W and the maximum value timing C illustrated in FIG. 9 are set for each Ra, which is the average rotational speed. That is, Rt_r_h2 and Rt_a_h2 are set with the average rotational speed Ra and the average extreme value difference W as axes (FIG. 11). These values are acquired and set during pre-inspection and stored in the control parameter 83 of the measurement and storage device 70 in FIG. 2. nH Rt_r_h2 and Rt_a_h2 stored in the control parameter 83 of the measurement and storage device 70 based on the operation data are specifications that are corrected. When the rotational speed is different, the angular velocity of the crankshaft 17 changes, so the combustion period based on the crank angle is different. Therefore, by setting Rt_r_h2 and Rt_a_h2, which are the threshold values of the extreme value timing, for each rotational speed, it becomes possible to operate at an optimal combustion timing regardless of the rotational speed. With this setting, in the case where the frequency of the generated power of this power generation system is different (50 Hz / 60 Hz) or when the engine 20 performs rotational speed control in response to a change in the generated power output, hydrogen premixed combustion can be realized at an optimal combustion timing.

[0127] ​​​​ FIG. 12 is a flowchart showing an example of the flow of the operation process of the engine 20.

[0128] First, after the engine 20 is started, the hydrogen co-combustion control device 12 captures an electromagnetic pickup signal by the electromagnetic pickup 8 under the operating conditions (idling or rated constant load conditions) after the start of the engine 20 with a predetermined fuel type (steps S801 to S802). Here, the reason for setting the predetermined operating conditions after the start of the engine 20 is to perform cylinder discrimination based on these operating conditions. The electromagnetic pickup signal is a signal converted into a 5V rectangular wave as illustrated in FIG. 6, and the hydrogen co-combustion control device 12 generates a rotation time profile, which is time-series data of the change in the time (rotation time) between edges for each edge based on the signal (step S803). In step S804, a reference point is grasped from the rotation time profile, and the cylinder 18 is discriminated. At this time, a reference point signal such as a rotation signal of the camshaft 42 of the engine 20 may be utilized.

[0129] Next, the hydrogen co-combustion control device 12 extracts the extreme value timings (C nH , C nL ), extreme values (T nH , T nL ), average extreme value difference W, and average extreme value Ra for each cylinder 18 of the rotation time from the rotation time profile (step S805). When extracting various values in step S805, cycle averaging is performed, and the number of cycles for averaging is selected within the range of 1 cycle or more and 200 cycles or less.

[0130] Thereafter, arbitrary load operation and hydrogen co-combustion operation are performed in step S806. At that time, the target hydrogen mixing ratio and hydrogen supply flow rate are set from step S807. Also, at this time, the operating conditions and environmental conditions are linked.

[0131] Thereafter, based on the threshold map (FIG. 11) in step S808, combustion abnormality determination is performed in step S809. If it is determined as abnormal in step S809, after stopping the hydrogen co-combustion operation, the engine 20 is stopped.

[0132] When combustion abnormality occurs, the combustion abnormal state shown in FIG. 10 is determined in step S810. When there are a plurality of cylinders 18, the abnormal cylinder 18 is determined. Then, in step S811, the control mode is determined according to the combustion abnormal state. When the combustion abnormal state is pre-ignition or knocking, control is performed to reduce the hydrogen supply ratio, and when the combustion abnormal state is misfire, control is performed to increase the hydrogen supply ratio. Then, in step S812, it is stored in the measurement and storage device 70. When combustion abnormality continues multiple times, since an abnormality in the hydrogen supply facility is considered, an instruction is given to step S811 to stop the hydrogen co-combustion operation, or after stopping the hydrogen co-combustion operation, the engine 20 is stopped. In the control mode, injection amount control, injection timing control, or ignition timing control of the first fuel may be performed. In that case, in the case of pre-ignition or knocking, in order to delay the combustion start timing, the air excess ratio is increased, or the injection timing of the first fuel or the ignition timing is delayed. When misfire occurs, the air excess ratio is decreased, or the injection timing or ignition timing of the first fuel is advanced.

[0133] Since hydrogen flow control needs to be performed at high speed, the first fuel flow rate (such as light oil flow rate) Q1 is obtained in real time from the following engine control controller 11 by a CAN signal, and the target hydrogen flow rate Q2 is calculated according to the following (Equation 3). LHV1, LHV2, R h are defined as the first fuel flow rate, the second fuel flow rate, and the hydrogen mixing ratio, respectively.

[0134]

Equation

[0135] By the above control, when the power generation output rapidly increases or decreases, the first fuel immediately follows, and the hydrogen flow rate can be controlled in the order of ms, and it can be controlled without deviating from the target hydrogen co-combustion rate during transient operation.

[0136] After the process of step S812, the process returns to the process of step S805, and this process is repeated.

[0137] As described above, according to the hydrogen co-combustion control device 12 of the present embodiment, in the hydrogen co-combustion engine 20, by measuring the extreme value of the rotation time of the cylinder 18 and the timing of the extreme value, it is possible to determine whether abnormal combustion caused by hydrogen co-combustion has occurred, and to perform appropriate control of the engine 20 such as changing the hydrogen mixing ratio.

[0138] Next, a method of cooperation among the energy management system 101, the power generation system 100, and the hydrogen production and supply system 15 will be described with reference to FIG. 13.

[0139] The energy management system 101 has a function of supplying the maximum amount of renewable energy to power consumers throughout the year. Renewable energy such as solar power generation and wind power generation varies greatly daily and the power generation amount changes significantly depending on the season. For short-term fluctuations within several hours or several days, the energy management system 101 can stabilize the power by controlling the charging and discharging of the storage battery.

[0140] On the other hand, for fluctuations in renewable energy on a weekly to monthly basis, the energy management system 101 can control the hydrogen production and supply system 15 and the power generation system 100 to achieve stabilization. This is because hydrogen and fuels containing hydrogen can store energy on a larger scale compared to storage batteries.

[0141] The energy management system 101 controls by combining the storage battery, the power generation system 100, and the hydrogen production and supply system 15 according to the power demand of power consumers and the power generation amounts of solar power generation and wind power generation. As a result, it becomes possible to cope with fluctuations in renewable energy from the unit of several hours to the unit of a month, and it is possible to stably supply renewable energy to power consumers throughout the year.

[0142] Also, under the instruction of the energy management system 101, it is possible to combine multiple power generation systems 100 to generate power. Thereby, it is possible to ensure an appropriate power generation amount for the power demand that varies seasonally and annually.

[0143] That is, the hydrogen co-combustion control device 12 maximizes the amount of power supplied from renewable energy, uses a storage battery that stores the power generated by the engine 20 as a power supply source, and determines the amount of power supplied from the storage battery according to fluctuations in the amount of power supplied from the renewable energy. It is connected to the energy management system 101 so as to be capable of data communication, and performs combustion control of the engine 20 according to fluctuations in the amount of power supplied from the renewable energy and the amount of power stored in the storage battery.

[0144] The embodiments of the present invention described above are summarized as follows.

[0145] (1) The hydrogen co-combustion control device 12 includes an engine 20 having a cylinder 18 that converts the reciprocating motion of a piston 1 in the cylinder 18 into the rotation of a crankshaft 17, a first fuel supply mechanism (injector 4) that supplies a first fuel to the cylinder 18, and a second fuel supply mechanism that supplies a second fuel containing hydrogen to the cylinder 18 (throttle valve 3, hydrogen supply device 5, hydrogen flow rate adjustment device 6, engine control controller 11, intake pipe 13, temperature detection device 14a), and controls the mixing ratio of hydrogen co-combusted in the combustion chamber 2 by burning a mixture containing the first fuel and the second fuel in the combustion chamber 2 of the cylinder 18. It is a device that has a rotation sensor that detects the rotation of the crankshaft 17, and an arithmetic unit (microcomputer arithmetic unit 62) that calculates the extreme value of the rotation time of the crankshaft 17 within a predetermined crank rotation angle range and the extreme value timing that represents the timing at which the rotation time extreme value is taken based on the detection result of the rotation sensor. Based on the calculated extreme value of the rotation time and the extreme value timing, it determines the presence or absence of abnormal combustion in the combustion chamber 2. By doing so, the hydrogen co-combustion control device 12 can detect abnormal combustion in the hydrogen co-combustion engine 20 in real time without newly adding sensors or the like, and can appropriately control the hydrogen mixing ratio.

[0146] (2) The engine 20 includes a plurality of cylinders 18.

[0147] (3) For each operating condition of the engine 20, it is determined whether there is abnormal combustion in the combustion chamber 2.

[0148] (4) When the output of the engine 20 fluctuates, it is determined whether there is abnormal combustion in the combustion chamber 2.

[0149] (5) The predetermined crank rotation angle is 720 degrees.

[0150] (6) Whether there is abnormal combustion is determined by whether the difference between the maximum value and the minimum value at the extreme value of the rotation time and the extreme value timing are within a predetermined threshold.

[0151] (7) The predetermined threshold is set in advance for each hydrogen mixing ratio, operating condition, and environmental condition.

[0152] (8) It further includes a storage device (measurement and storage device 70) that stores at least the history information of the operation results, and the predetermined threshold is updated according to the stored history information of the operation results.

[0153] (9) When it is determined that the difference between the maximum value and the minimum value at the extreme value of the rotation time and the extreme value timing are not within the predetermined threshold, the state of abnormal combustion is determined by the region outside the determined threshold, and the control mode is determined according to the determined state of abnormal combustion.

[0154] (10) The control mode is a mode for controlling the supply amount of the second fuel to the cylinder 18, and the supply amount of the second fuel is determined based on at least one of the target hydrogen mixing ratio or the current first fuel flow rate.

[0155] (11) The rotation sensor is the electromagnetic pickup 8.

[0156] (12) The hydrogen co-combustion control device 12 maximizes the power supply amount derived from renewable energy, uses a storage battery that stores the power generated by the engine 20 as a power supply source, and is connected in data communication with an energy management system 101 that determines the power supply amount from the storage battery according to fluctuations in the power supply amount derived from the renewable energy. According to the fluctuations in the power supply amount derived from the renewable energy and the stored power amount of the storage battery, combustion control of the engine 20 is performed.

[0157] Note that the present invention is not limited to the above-described embodiment, and can be implemented using any component without departing from the gist thereof.

[0158] In the above description, the "measurement and storage device 70" may be configured to include at least a memory among a memory and an auxiliary storage device.

[0159] Also, in the above description, the "memory" is one or more memory devices, which are an example of one or more storage devices, and may typically be a main storage device. At least one of the memory devices in the memory may be a volatile memory device or a non-volatile memory device.

[0160] Also, in the above description, the "auxiliary storage device" may be one or more auxiliary storage devices, which are an example of one or more storage devices. The auxiliary storage device may typically be a non-volatile storage device (e.g., a permanent storage device), and specifically, for example, an HDD (Hard Disk Drive), an SSD (Solid State Drive), an NVME (Non-Volatile Memory Express) drive, or an SCM (Storage Class Memory) may be used.

[0161] Also, in the above description, the "processor" may be one or more processor devices. At least one processor device may typically be a microprocessor device such as a CPU (Central Processing Unit), but may also include other types of processor devices such as a GPU (Graphics Processing Unit). At least one processor device may be single-core or multi-core. At least one processor device may be a processor core. At least one processor device may be a circuit that is an aggregate of gate arrays (e.g., FPGA (Field-Programmable Gate Array), CPLD (Complex Programmable Logic Device), or ASIC (Application Specific Integrated Circuit)) described in a hardware description language that performs part or all of the processing, which is a processor device in a broad sense.

[0162] Also, in the above description, the function may be described in terms of the expression "xxx section", but the function may be realized by one or more computer programs (hereinafter also simply referred to as "programs") being executed by a processor, or may be realized by one or more hardware circuits (e.g., FPGA or ASIC), or may be realized by a combination thereof. When the function is realized by a program being executed by a processor, since the defined processing is performed while appropriately using a measurement and storage device 70 or the like, the function may be regarded as at least part of the processor. The processing described with the function as the subject may also be the processing performed by the processor or a device having the processor. The program may be installed from a program source. The program source may be, for example, a program distribution computer or a computer-readable recording medium (e.g., a non-transitory recording medium). The description of each function is an example, and a plurality of functions may be combined into one function, or one function may be divided into a plurality of functions.

[0163] In the above description, the "program" may be used as the subject to explain the processing. However, the processing described with the program as the subject may also be the processing performed by a processor or a device having the processor. Also, two or more programs may be realized as one program, or one program may be realized as two or more programs.

[0164] In the above description, the "system" may be a system (e.g., a cloud computing system) realized on a physical computing resource group (e.g., a cloud infrastructure), or a system (e.g., an on-premises system) composed of one or more physical computers. For the system to "display" the display information, it may be that the computer displays the display information on a display device the computer has, or it may be that the computer transmits the display information to a display computer (in the latter case, the display computer displays the display information).

[0165] Each of the above embodiments is merely an example, and the present invention is not limited to these contents as long as the features of the invention are not impaired. Also, although various embodiments have been described above, the present invention is not limited to these contents, and not all of these contents are essential for the solution means of the present invention. Other aspects conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention.

[0166] In each of the above figures, the control lines and information lines show those considered necessary for explanation, and do not necessarily show all the control lines and information lines necessary for implementation. For example, in practice, it may be considered that almost all components are interconnected.

[0167] Also, the arrangement form of each functional unit in the hydrogen co-combustion control device 12 described above is merely an example. The arrangement form of each functional unit can be changed to an optimal arrangement form from the viewpoints of the performance, processing efficiency, communication efficiency, etc. of the hardware and software included in the hydrogen co-combustion control device 12.

[0168] In addition, each of the above-described configurations, functions, processing units, processing means, etc. may be realized in hardware by designing part or all of them, for example, by means of an integrated circuit, or may be realized in software by a processor interpreting and executing a program that realizes each function.

Explanation of Signs

[0169] 1…Piston, 2…Combustion chamber, 3…Throttle valve, 4…Injector, 5…Hydrogen supply device, 6…Hydrogen flow rate adjustment device, 7…Crank angle sensor, 8…Electromagnetic pickup, 9…Cam sensor, 10…Oxygen concentration sensor, 11…Engine control controller, 12…Hydrogen co-combustion control device, 13…Intake pipe, 14a, 14b…Temperature detection device, 15…Hydrogen production / supply system, 17…Crankshaft, 18…Cylinder, 19…Generator, 20…Engine 42…Camshaft, 45…Flywheel, 46…Ring gear 60…Filter, 61…Rectangular wave conversion circuit, 62…Microcomputer arithmetic unit, 63…Rotation time profile generation unit, 64…Extreme value / extreme value timing arithmetic unit, 65…Cylinder discrimination unit, 66…Abnormal combustion occurrence determination unit, 67…Abnormal combustion state determination unit, 68…Control mode determination unit, 70…Measurement / memory device 80…Environmental condition data, 81…Operating condition / planning data, 82…Hydrogen quantity condition / planning data, 83…Control parameter, 84…History information data 100…Power generation system, 101…Energy management system

Claims

1. An engine having a cylinder that converts the reciprocating motion of a piston in the cylinder into the rotation of a crankshaft, a first fuel supply mechanism that supplies a first fuel to the cylinder, a second fuel supply mechanism that supplies a second fuel containing hydrogen to the cylinder and comprising: a hydrogen co-combustion control device that controls the mixing ratio of hydrogen to be co-combusted in a combustion chamber in the cylinder by burning a mixture containing the first fuel and the second fuel in the combustion chamber; The hydrogen co-combustion control device includes: a rotation sensor that detects the rotation of the crankshaft, and an arithmetic unit that calculates an extreme value of the rotation time of the crankshaft within a range of a predetermined crank rotation angle and an extreme value timing representing the timing at which the extreme value of the rotation time is taken based on the detection result of the rotation sensor; and having: a hydrogen co-combustion control device that determines the presence or absence of abnormal combustion in the combustion chamber based on the calculated extreme value of the rotation time and the extreme value timing.

2. The hydrogen co-combustion control device according to claim 1, wherein the engine includes a plurality of cylinders.

3. The hydrogen co-combustion control device according to claim 1, which determines the presence or absence of abnormal combustion in the combustion chamber for each operating condition of the engine.

4. The hydrogen co-combustion control device according to claim 1, which determines the presence or absence of abnormal combustion in the combustion chamber when the output of the engine fluctuates.

5. The hydrogen co-combustion control device according to claim 1, wherein the predetermined crank rotation angle is 720 degrees.

6. The hydrogen co-combustion control device according to claim 1, wherein the presence or absence of abnormal combustion is determined by whether the difference between the maximum value and the minimum value of the extreme value of the rotation time and the extreme value timing are within a predetermined threshold value.

7. The hydrogen co-combustion control device according to claim 6, wherein the predetermined threshold value is set in advance for each hydrogen co-combustion rate, operating condition, and environmental condition.

8. The hydrogen co-combustion control device according to claim 6, further comprising a storage device that stores at least the history information of the operation results, wherein the predetermined threshold value is updated according to the stored history information of the operation results.

9. When it is determined that the difference between the maximum value and the minimum value of the extreme value of the rotation time and the extreme value timing are not within the predetermined threshold value, the state of abnormal combustion is determined by the region outside the determined threshold value, and a control mode is determined according to the determined state of abnormal combustion.

10. The control mode is a mode for controlling the supply amount of the second fuel to the cylinder.

11. The hydrogen co-combustion control device according to claim 6.

12. The supply amount of the second fuel is determined based on at least one of a target hydrogen co - combustion rate or a current first fuel flow rate. The hydrogen co - combustion control device according to claim 9.

11. The hydrogen co - combustion control device according to claim 1, wherein the rotation sensor is an electromagnetic pickup.

12. A power storage battery that maximizes the power supply amount derived from renewable energy and stores the power generated by using the engine is used as a power supply source, and is connected in data communication with an energy management system that determines the power supply amount from the power storage battery according to fluctuations in the power supply amount derived from the renewable energy. Combustion control of the engine is performed according to fluctuations in the power supply amount derived from the renewable energy and the state of charge of the power storage battery. The hydrogen co - combustion control device according to claim 1.

13. An engine having a cylinder that converts the reciprocating motion of a piston in the cylinder into the rotation of a crankshaft, A first fuel supply mechanism that supplies a first fuel to the cylinder, A second fuel supply mechanism that supplies a second fuel containing hydrogen to the cylinder are provided. In a hydrogen co - combustion control device that controls the mixing ratio of hydrogen co - combusted in a combustion chamber in the cylinder by burning a mixture containing the first fuel and the second fuel in the combustion chamber in the cylinder. The rotation of the crankshaft is detected by a rotation sensor. Based on the detection result of the rotation sensor, an extreme value of the rotation time of the crankshaft within a predetermined range of crank rotation angles and an extreme value timing representing the timing at which the extreme value of the rotation time is taken are calculated. Based on the calculated extreme value of the rotation time and the extreme value timing, the presence or absence of abnormal combustion in the combustion chamber is determined. Hydrogen co - combustion control method.

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