Method, system and device

Abstract

To provide a novel method for using an additive in fuel.SOLUTION: A method comprises: a pilot fuel combustion step of combusting a pilot fuel and an additive in a combustion chamber; and a main fuel combustion step of combusting a main fuel in the combustion chamber using combustion heat of the pilot fuel.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to methods, systems, and devices. [Background technology]

[0002] Additives have been added to fuel oils for the purpose of improving the combustibility of fuel oils such as heavy oil and reducing harmful substances in exhaust gases, such as black smoke and unburned fuel. Fuel oil tanks are often open to the atmosphere, and additives can be added to fuel oils by pouring them into the tanks.

[0003] In recent years, there has been a demand for the use of ammonia, methane, methanol, and other fuels to reduce greenhouse gas emissions. Ammonia and methane have low boiling points and evaporate easily, while methanol and ammonia are often stored in sealed tanks due to their dangerous and toxic properties. Adding additives to sealed tanks is not easy.

[0004] In addition, when a fuel with low ignition properties is used as the main fuel, a fuel with high ignition properties is supplied to the combustion chamber as a pilot fuel when starting combustion of the main fuel. When the pilot fuel ignites and burns, the flame temperature in the combustion chamber increases, making it easier for the main fuel to burn or easier to control the combustion of the main fuel. Summary of the Invention [Problem to be solved by the invention]

[0005] At least one object of the present invention is to provide a novel method for using additives in fuels. [Means for solving the problem]

[0006] According to the present invention, the above object is achieved by: [1] A method comprising: a pilot fuel combustion step of combusting a pilot fuel and an additive in a combustion chamber; and a main fuel combustion step of combusting a main fuel in the combustion chamber using the combustion heat of the pilot fuel; [2] The method according to the above [1], comprising an additive mixing step of mixing an additive into a pilot fuel, and a pilot fuel supply step of supplying the pilot fuel mixed with the additive into a combustion chamber; [3] The method according to the above [1], comprising an additive supply step of supplying an additive into the combustion chamber and a pilot fuel supply step of supplying a pilot fuel into the combustion chamber; [4] The method according to [1] above, comprising a premixing step of mixing the main fuel and air in a premixing chamber, and an additive supply step of supplying an additive into the premixing chamber; [5] The method according to any one of the above [1] to [4], wherein the main fuel is ammonia, natural gas, methane, methanol, ethanol, ethane, petroleum gas, and / or hydrogen gas, the pilot fuel is diesel, kerosene, heavy oil, and / or biofuel, and the additive is organic metal salts, inorganic metal salts, amines, ethers, esters, alkyl nitrates, alkyl nitrites, amine nitrates, alkylene nitrates, peroxides, azo compounds, diazo compounds, ammonium nitrate, and / or compounds thereof; [6] The method according to any one of the above [1] to [3] and [5], comprising a main fuel supply step of supplying a main fuel into the combustion chamber and an air supply step of supplying air into the combustion chamber; [7] The method according to any one of the above [1] to [5], comprising a premixing step of mixing a main fuel and air in a premixing chamber, and a main fuel supply step of supplying the mixed main fuel and air into a combustion chamber; [8] A system comprising: a pilot fuel combustion means for combusting a pilot fuel and an additive in a combustion chamber; and a main fuel combustion means for combusting a main fuel in the combustion chamber using the combustion heat of the pilot fuel; [9] An apparatus having a combustion chamber in which a pilot fuel and an additive are combusted and the main fuel is combusted using the heat of combustion of the pilot fuel;

[10] The device according to [9] above, further comprising an additive supply means for supplying the additive into the combustion chamber;

[11] The device according to [9] above, comprising a premixing chamber for mixing the main fuel and air, and an additive supply means for supplying the additive into the premixing chamber; This can be achieved by: [Effects of the Invention]

[0007] The present invention provides a novel method for using additives in fuels. [Brief explanation of the drawings]

[0008] [Figure 1] 3 is a diagram illustrating an example of a manner in which pilot fuel mixed with an additive is supplied into a combustion chamber according to an embodiment of the present invention. FIG. [Figure 2] 3A and 3B are diagrams illustrating an example of a manner in which an additive and a pilot fuel are supplied into a combustion chamber according to an embodiment of the present invention. [Figure 3] 3 is a diagram for explaining an example of a mode in which a main fuel mixed with an additive and a pilot fuel are supplied into a combustion chamber according to an embodiment of the present invention. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described, but the present invention is not limited to the following embodiments as long as they do not contradict the spirit of the present invention.

[0010] The method of the present invention includes a pilot fuel combustion step of combusting a pilot fuel and an additive in a combustion chamber, and a main fuel combustion step of combusting a main fuel in the combustion chamber using the heat of combustion of the pilot fuel. The additive may improve ignition and / or combustibility. Here, "improving ignition" may mean making the fuel easier to ignite. "Making the fuel easier to ignite" may mean, for example, shortening the time it takes for the fuel to ignite. Also, here, "improving combustibility" may mean increasing the extent to which the fuel burns. "Increasing the extent to which the fuel burns" may mean, for example, making the fuel burn more intensely. Also, the additive may improve ignition and / or combustibility sustainability. Here, "improving the ignition sustainability" may mean making it easier for the fuel to maintain good ignition. "Making it easier for the fuel to maintain good ignition" may mean extending the time during which the fuel is in an easily ignitable state. Also, here, "improving combustibility sustainability" may mean making it easier for the fuel to maintain good combustibility. "Making it easier for the fuel to maintain good combustion properties" may also mean extending the time during which the fuel remains in a state of sufficient combustion.

[0011] The fuel used as the main fuel is not particularly limited and can be designed appropriately. The main fuel may be, for example, ammonia, natural gas, methane, methanol, ethanol, ethane, petroleum gas, hydrogen gas, etc. The main fuel does not have to be heavy oil.

[0012] The main fuel may be a fuel with a lower boiling point than heavy oil. For example, the boiling point of the main fuel at 1 atmosphere may be 30°C or higher, 60°C or higher, or 150°C or higher. Also, for example, the boiling point of the main fuel at 1 atmosphere may be 290°C or lower, 270°C or lower, or 255°C or lower. Note that the boiling point of typical heavy oil is 300°C or higher.

[0013] The main fuel may also be a fuel having a higher ignition temperature (self-ignition temperature) than heavy oil. For example, the ignition temperature of the main fuel at 1 atmosphere may be 350°C or higher, or 400°C or higher. For example, the ignition temperature of the main fuel at 1 atmosphere may be 660°C or lower, or 550°C or lower. Note that the ignition temperature of typical heavy oil is approximately 250 to 300°C.

[0014] The state of the main fuel at 1 atmosphere and 23°C may be liquid or gas.

[0015] The main fuel may be the fuel that is primarily to be burned. The main fuel may be stored in a manner that makes it difficult to add additives. The main fuel may also be a fuel that is more difficult to ignite than the pilot fuel, or a fuel whose combustion is difficult to control after ignition.

[0016] The fuel used as the pilot fuel is not particularly limited and can be designed as appropriate. The pilot fuel may be, for example, diesel, kerosene, or heavy oil. The pilot fuel may also be, for example, biofuel (FAME: fatty acid methyl ester, HVO: hydrogenated vegetable oil, SVO: crude biofuel, etc.).

[0017] The state of the pilot fuel at 1 atmosphere and 23°C may be either liquid or gas.

[0018] The pilot fuel does not have to be the primary fuel to be burned. The pilot fuel may be easier to ignite than the main fuel, or may be easier to control its combustion after ignition. It is preferable that the amount of pilot fuel used be smaller than the amount of main fuel used.

[0019] The composition used as an additive is not particularly limited and can be designed as appropriate. The additive may be, for example, a combustion improver, an ignition improver, and / or a black smoke suppressant. The function of the additive may be, for example, a function to improve the ignition ability of fuel, a function to improve the combustibility of fuel, a function to improve the sustainability of the ignition ability of fuel, a function to improve the sustainability of the combustibility of fuel, a function to adjust the components of exhaust gas, a function to reduce the amount of harmful substances contained in exhaust gas, or the like. One type of additive may have one function, or two or more functions. Furthermore, two or more types of additives may be mixed and used as one additive. The function of the additive may be intended for the pilot fuel or the main fuel.

[0020] The additive may be, for example, an organic metal salt, an inorganic metal salt, an amine, an ether, an ester, an alkyl nitrate, an alkyl nitrite, an amine nitrate, an alkylene nitrate, a peroxide, an azo compound, a diazo compound, ammonium nitrate, and / or a composite thereof. The above examples indicate that the additive may have a functional group specific to the above-mentioned compounds. In this case, the molecular weight of the additive is not particularly limited. For example, an ether may be a compound having an ether bond in the molecule.

[0021] The state of the additive at 1 atmosphere and 23°C may be liquid or solid (for example, powder). The additive may be a predetermined compound dispersed in a solvent. Examples of compounds contained in the additive include sulfonate compounds of iron, manganese, barium, cerium, calcium, magnesium, etc., octylate compounds of iron, manganese, barium, cerium, calcium, magnesium, etc., oleate compounds of iron, manganese, barium, cerium, calcium, magnesium, etc., oxides of iron, manganese, barium, cerium, calcium, magnesium, etc., carbonates of iron, manganese, barium, cerium, calcium, magnesium, etc., hydroxides of iron, manganese, barium, cerium, etc., dimethyl ether, diethyl ether, butyl nitrate, isoamyl nitrate, amyl nitrate, heptyl nitrate, hexyl nitrate, 2-ethylhexyl nitrate, octyl nitrate, isooctyl nitrate, decan-4-yl Nitrate, decyl nitrate, dodecyl nitrate, cyclopentyl nitrate, cyclohexyl nitrate, methylcyclohexyl nitrate, isopropylcyclohexyl nitrate, propyl nitrite, butyl nitrite, t-butyl nitrite, amyl nitrite, isoamyl nitrite, hexyl nitrite, heptyl nitrite, octyl nitrite, nonyl nitrite, amine nitrate, 2,2-dinitropropane, alkylene nitrate, benzoyl peroxide, methyl ethyl ketone peroxide, di-t-butyl peroxide, t-butylcumyl peroxide oxide, dicumyl peroxide, 2,5-dimethyl-2,5-di(t-butylperoxy)hexyne-3, 2,5-dimethyl-2,5-di(t-butylperoxy)hexane, 1,3-bis(t-butylperoxyisopropyl)benzene, 1,4-bis(t-butylperoxyisopropyl)benzene, di(2,4-dichlorobenzoyl)peroxide, 1,1-di(t-butylperoxy)cyclohexane, n-butyl-4,4'-di(t-butylperoxy)valerate, 1,1'-azobis(1-acetoxycyclohexane), 1,1'-azobis(1-methoxycyclohexane), 2,The solvent may be 2'-azobis(2-acetoxybutane), 2,2'-azobis(2-acetoxy-3-methylbutane), 2,2'-azobis(2-acetoxy-4-methylpentane), 2,2'-azobis(2-methoxy-4-methylpentane), 2,2'-azobis(2-propynoxy-4-methylpentane), azobisisobutyronitrile, azobenzene, diazodinitrophenol, diazoaminobenzene, methyl diazoacetate, ethyl diazoacetate, ammonium nitrate, ethylammonium nitrate, triethylammonium nitrate, and / or a combination thereof. The solvent may be, for example, diesel, kerosene, biofuel, or the like.

[0022] The viscosity of the additive is not particularly limited and can be designed as appropriate. The amount of additive used is not particularly limited and can be designed as appropriate. The amount of additive used may be specified as the amount relative to the amount of pilot fuel used or the amount relative to the amount of main fuel used.

[0023] The combustion chamber may be any chamber that has a space for burning fuel. The combustion chamber may be provided in an internal combustion engine or an external combustion engine. The combustion chamber may also be provided in a ship, a vehicle, a factory boiler, a factory generator, a power plant generator, etc.

[0024] It is preferable that the pilot fuel starts to burn (i.e., ignites) in the combustion chamber before the main fuel or at approximately the same time as the main fuel. The main fuel can be burned in the combustion chamber by utilizing the heat generated when the pilot fuel burns (hereinafter also referred to as the combustion heat of the pilot fuel). "The main fuel burns by utilizing the combustion heat of the pilot fuel" may include the main fuel being ignited by utilizing the combustion heat of the pilot fuel, or the main fuel continuing to burn by utilizing the combustion heat of the pilot fuel after the main fuel has ignited.

[0025] The pilot fuel may start burning in the combustion chamber after the main fuel, in which case the main fuel can continue to burn using the combustion heat of the pilot fuel after the main fuel has ignited.

[0026] It is preferable that the pilot fuel be burned together with an additive that improves ignition and combustion characteristics. It is also preferable that the additive also has the function of improving the sustainability of ignition and combustion characteristics. "The pilot fuel is burned together with the additive" may mean that the pilot fuel and the additive are burned in the same space (combustion chamber). The pilot fuel and the additive may start burning at the same time, or either may start burning first. It is not necessary for the pilot fuel to always be burned together with the additive, as long as there is a timing at which the pilot fuel is burned together with the additive.

[0027] The pilot fuel may be used to initiate (i.e., ignite) combustion of the main fuel, or may be used while the main fuel is burning. For example, if a combustion chamber is provided in the burner, the supply of pilot fuel may continue not only when combustion of the main fuel is initiated, but also while the main fuel is burning.

[0028] The manner in which the main fuel, pilot fuel, and additives are supplied to the combustion chamber is not particularly limited and can be designed as appropriate. Examples of the manner in which the main fuel, pilot fuel, and additives are supplied to the combustion chamber will be described below with reference to Figures 1 to 3.

[0029] Fig. 1 is a diagram illustrating an example of a manner in which pilot fuel mixed with an additive is supplied into a combustion chamber according to an embodiment of the present invention. In Fig. 1, the additive is mixed into the pilot fuel in advance, and the pilot fuel mixed with the additive is supplied into the combustion chamber.

[0030] Fig. 1(A) is a diagram for explaining an example of an embodiment in which main fuel and air are supplied separately into a combustion chamber. The combustion chamber 1 shown in Fig. 1(A) is equipped with a main fuel supply section 2, a mixture supply section 3 of pilot fuel and additives (hereinafter also referred to as mixture supply section 3), and an air supply section 4.

[0031] The main fuel supply unit 2 supplies the main fuel 21 into the combustion chamber 1. The method by which the main fuel supply unit 2 supplies the main fuel 21 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the main fuel supply unit 2 may supply the main fuel 21 into the combustion chamber 1 by injecting it. The main fuel supply unit 2 may include an injection valve. The main fuel supply unit 2 may also be connected to a tank that stores the main fuel. The main fuel supply unit 2 may send the main fuel from the tank to the combustion chamber 1 by a pump, a compressor, or the like. In this case, the main fuel 21 may be in a liquid state or a gas state.

[0032] The mixture supply unit 3 supplies a mixture 31 of pilot fuel and additives (hereinafter also referred to as mixture 31) into the combustion chamber 1. The method by which the mixture supply unit 3 supplies the mixture 31 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the mixture supply unit 3 may supply the mixture 31 into the combustion chamber 1 by injecting it. The mixture supply unit 3 may be equipped with an injection valve. The mixture supply unit 3 may also be connected to a tank that stores the mixture 31. The tank that stores the mixture 31 may be a tank that stores pilot fuel and into which additives have been added. The mixture supply unit 3 may send the mixture 31 from the tank to the combustion chamber 1 using a pump or the like. In this case, the mixture 31 may be in a liquid state.

[0033] The air supply unit 4 supplies air 41 into the combustion chamber 1. The method by which the air supply unit 4 supplies air 41 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the air supply unit 4 may send the air 41 into the combustion chamber 1 using a blower or the like. The air supply unit 4 may be equipped with a valve.

[0034] Although not shown, the combustion chamber 1 may be provided with an exhaust port, an exhaust valve, an exhaust pipe, and the like for exhausting gas from within the combustion chamber 1.

[0035] In FIG. 1(A), for example, air 41 may be supplied into the combustion chamber 1 by the air supply unit 4, and the air 41 in the combustion chamber 1 may be compressed by a piston or the like. Thereafter, a mixture 31 of pilot fuel and additive and the main fuel 21 may be supplied into the combustion chamber 1, thereby combusting the pilot fuel and the additive, and the main fuel may be combusted using the combustion heat of the pilot fuel.

[0036] The timing for supplying the mixture 31 of pilot fuel and additive and the main fuel 21 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the mixture 31 may be supplied into the combustion chamber 1 and combusted, and then the main fuel 21 may be supplied into the combustion chamber 1, or the mixture 31 and the main fuel 21 may be supplied simultaneously into the combustion chamber 1. Furthermore, the supply of the mixture 31 may be stopped when the main fuel 21 is ignited, or the supply of the mixture 31 may be continued even after the main fuel 21 is ignited.

[0037] Fig. 1(B) is a diagram for explaining an example of a mode in which main fuel and air are mixed and supplied to a combustion chamber. The combustion chamber 1 shown in Fig. 1(B) is equipped with a mixture supply section 3 for pilot fuel and additives, a premixing chamber 5, and a gas supply section 6.

[0038] For the mixture supply unit 3, the description of FIG. 1(A) can be referred to as far as necessary.

[0039] The premixing chamber 5 is a chamber that has a space for premixing the main fuel 21 and the air 41 before supplying them to the combustion chamber 1. The gas supply unit 6 supplies the main fuel 21 and the air 41 into the premixing chamber 5. The method by which the gas supply unit 6 supplies the main fuel 21 and the air 41 into the premixing chamber 5 is not particularly limited and can be designed as appropriate. For example, the gas supply unit 6 may send the main fuel from a tank to the premixing chamber 5 using a compressor or the like. Alternatively, for example, the gas supply unit 6 may send the air 41 into the premixing chamber 5 using a blower or the like. The gas supply unit 6 may be equipped with a valve. In this case, the main fuel 21 is preferably in a gaseous state.

[0040] The method of supplying the mixture 51 of main fuel and air (hereinafter also referred to as the mixture 51) from the premixing chamber 5 into the combustion chamber 1 is not particularly limited and can be designed appropriately. For example, a valve may be provided between the premixing chamber 5 and the combustion chamber 1.

[0041] Although not shown, the combustion chamber 1 may be provided with an exhaust port, an exhaust valve, an exhaust pipe, and the like for exhausting gas from within the combustion chamber 1.

[0042] 1(B), for example, main fuel 21 and air 41 may be mixed in premixing chamber 5, and mixture 51 of main fuel and air may be supplied into combustion chamber 1. After mixture 51 in combustion chamber 1 is compressed by a piston or the like, mixture 31 of pilot fuel and additive may be supplied into combustion chamber 1 to combust the pilot fuel and additive, and the combustion heat of the pilot fuel may be used to combust the main fuel. Note that when igniting the fuel, a spark may be generated by a spark plug or the like.

[0043] The timing for supplying the mixture 31 of pilot fuel and additive and the mixture 51 of main fuel and air into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the mixture 31 may be supplied into the combustion chamber 1 and then the mixture 51 may be supplied into the combustion chamber 1, or the mixture 31 and the mixture 51 may be supplied into the combustion chamber 1 simultaneously. Furthermore, the supply of the mixture 31 may be stopped once the mixture 51 is ignited, or the supply of the mixture 31 may be continued even after the mixture 51 is ignited.

[0044] When the additive is mixed into the pilot fuel in advance, as shown in Figure 1, there is no need to provide an additive supply unit for supplying the additive to the combustion chamber 1, making it easier to use the additive. Furthermore, if the additive functions through combustion, the additive can begin to function when the pilot fuel begins to burn. Furthermore, because the pilot fuel is contained in a tank smaller than the main fuel, the additive addition rate can be adjusted by adding more additive or adding pilot fuel without additive after mixing the additive into the pilot fuel. Furthermore, because the pilot fuel is contained in a tank smaller than the main fuel, it is possible to use pilot fuel containing a different type of additive after using up the pilot fuel containing additive 1.

[0045] 2 is a diagram illustrating an example of a manner in which an additive and a pilot fuel are supplied into a combustion chamber according to an embodiment of the present invention. In FIG. 2, the additive and the pilot fuel are supplied into the combustion chamber separately.

[0046] Fig. 2(A) is a diagram for explaining an example of a mode in which main fuel and air are supplied separately into a combustion chamber. The combustion chamber 1 shown in Fig. 2(A) is equipped with a main fuel supply section 2, an air supply section 4, a pilot fuel supply section 7, and an additive supply section 8.

[0047] For the main fuel supply section 2 and the air supply section 4, the description of FIG. 1(A) can be referred to as far as necessary.

[0048] The pilot fuel supply unit 7 supplies pilot fuel 71 into the combustion chamber 1. The method by which the pilot fuel supply unit 7 supplies the pilot fuel 71 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the pilot fuel supply unit 7 may supply the pilot fuel 71 into the combustion chamber 1 by injecting it. The pilot fuel supply unit 7 may include an injection valve. The pilot fuel supply unit 7 may also be connected to a tank that stores pilot fuel. The pilot fuel supply unit 7 may send the pilot fuel from the tank to the combustion chamber 1 by a pump, a compressor, or the like. In this case, the pilot fuel 71 may be in a liquid state or a gas state.

[0049] The additive supply unit 8 supplies the additive 81 into the combustion chamber 1. The method by which the additive supply unit 8 supplies the additive 81 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the additive supply unit 8 may supply the additive 81 into the combustion chamber 1 by injecting it. The additive supply unit 8 may include an injection valve. The additive supply unit 8 may also be connected to a tank that stores the additive. The additive supply unit 8 may send the additive from the tank to the combustion chamber 1 using a pump or the like. In this case, the additive 81 is preferably in a liquid state.

[0050] Although not shown, the combustion chamber 1 may be provided with an exhaust port, an exhaust valve, an exhaust pipe, and the like for exhausting gas from within the combustion chamber 1.

[0051] In FIG. 2(A), for example, air 41 may be supplied into the combustion chamber 1 by the air supply unit 4, and the air 41 in the combustion chamber 1 may be compressed by a piston or the like. Then, pilot fuel 71, additive 81, and main fuel 21 may be supplied into the combustion chamber 1, thereby burning the pilot fuel and the additive, and using the combustion heat of the pilot fuel to burn the main fuel.

[0052] The timing for supplying the pilot fuel 71, the additive 81, and the main fuel 21 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the pilot fuel 71 and the additive 81 may be supplied into the combustion chamber 1 and combusted, and then the main fuel 21 may be supplied into the combustion chamber 1, or the pilot fuel 71, the additive 81, and the main fuel 21 may be supplied simultaneously into the combustion chamber 1. Furthermore, once the main fuel 21 is ignited, the supply of the pilot fuel 71 and the additive 81 may be stopped, or the supply of the pilot fuel 71 and the additive 81 may be continued even after the main fuel 21 is ignited.

[0053] Furthermore, the timing for supplying pilot fuel 71 and additive 81 into combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, pilot fuel 71 and additive 81 may be supplied into combustion chamber 1 simultaneously, or pilot fuel 71 and additive 81 may be supplied into combustion chamber 1 at different timings. Examples of supplying pilot fuel 71 and additive 81 at different timings include supplying additive 81 before supplying pilot fuel 71, or supplying additive 81 twice, before and after supplying pilot fuel 71.

[0054] 2(B) is a diagram illustrating an example of a mode in which the main fuel and air are mixed and supplied to the combustion chamber. The combustion chamber 1 shown in FIG. 2(B) is equipped with a premixing chamber 5, a gas supply unit 6, a pilot fuel supply unit 7, and an additive supply unit 8.

[0055] For the premixing chamber 5 and the gas supply unit 6, the description of FIG. 1(B) can be referred to as far as necessary.

[0056] For the pilot fuel supply section 7 and the additive supply section 8, the description of FIG. 2(A) can be referred to as far as necessary.

[0057] Although not shown, the combustion chamber 1 may be provided with an exhaust port, an exhaust valve, an exhaust pipe, and the like for exhausting gas from within the combustion chamber 1.

[0058] 2(B), for example, main fuel 21 and air 41 may be mixed in premixing chamber 1, mixture 51 of main fuel and air may be supplied into combustion chamber 1, mixture 51 in combustion chamber 1 may be compressed by a piston or the like, and then pilot fuel 71 and additive 81 may be supplied into combustion chamber 1 to combust the pilot fuel and additive, and the combustion heat of the pilot fuel may be used to combust the main fuel. Note that when igniting the fuel, a spark may be generated by a spark plug or the like.

[0059] The timing for supplying the mixture 51 of main fuel and air, the pilot fuel 71, and the additive 81 into the combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, the mixture 51 may be supplied into the combustion chamber 1 after the pilot fuel 71 and the additive 81 have been supplied into the combustion chamber 1, or the pilot fuel 71, the additive 81, and the mixture 51 may be supplied into the combustion chamber 1 simultaneously. Furthermore, the supply of the pilot fuel 71 and the additive 81 may be stopped once the mixture 51 has ignited, or the supply of the pilot fuel 71 and the additive 81 may be continued even after the mixture 51 has ignited.

[0060] Furthermore, the timing for supplying pilot fuel 71 and additive 81 into combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, pilot fuel 71 and additive 81 may be supplied into combustion chamber 1 simultaneously, or pilot fuel 71 and additive 81 may be supplied into combustion chamber 1 at different timings. Examples of supplying pilot fuel 71 and additive 81 at different timings include supplying additive 81 before supplying pilot fuel 71, or supplying additive 81 twice, before and after supplying pilot fuel 71.

[0061] When the additive and pilot fuel are supplied separately to the combustion chamber as shown in Figure 2, it is possible to freely adjust the amount of additive used relative to the amount of pilot fuel used. Furthermore, if the additive functions through combustion, the timing at which the additive begins to function can be adjusted by adjusting the timing at which the additive and pilot fuel are supplied to the combustion chamber. Furthermore, it is easy to change the type of additive used.

[0062] 3 is a diagram illustrating an example of a manner in which a main fuel mixed with an additive and a pilot fuel are supplied into a combustion chamber according to an embodiment of the present invention. In FIG. 3, the additive is supplied into a premixing chamber and then into the combustion chamber.

[0063] The combustion chamber 1 shown in FIG. 3 includes a premixing chamber 5, a gas supply section 6, a pilot fuel supply section 7, and an additive supply section 8.

[0064] For the premixing chamber 5 and the gas supply unit 6, the description of FIG. 1(B) can be referred to as far as necessary.

[0065] For the pilot fuel supply unit 7, the description of FIG. 2(A) can be referred to as far as necessary.

[0066] The additive supply unit 8 supplies the additive 81 into the premixing chamber 5. The method by which the additive supply unit 8 supplies the additive 81 into the premixing chamber 5 is not particularly limited and can be designed as appropriate. For example, the additive supply unit 8 may supply the additive 81 into the premixing chamber 5 by injecting it. The additive supply unit 8 may include an injection valve. The additive supply unit 8 may also be connected to a tank that stores the additive. The additive supply unit 8 may send the additive from the tank to the premixing chamber 5 using a pump or the like. In this case, the additive 81 is preferably in a liquid state.

[0067] In the premixing chamber 5, the additive 81 is mixed with the main fuel 21 and the air 41. Therefore, a mixture 52 of the main fuel, air, and additive (hereinafter also referred to as mixture 52) is supplied from the premixing chamber 5 into the combustion chamber 1.

[0068] Although not shown, the combustion chamber 1 may be provided with an exhaust port, an exhaust valve, an exhaust pipe, and the like for exhausting gas from within the combustion chamber 1.

[0069] 3, for example, main fuel 21, air 41, and additive 81 may be mixed in premixing chamber 5, mixture 52 of main fuel, air, and additive may be supplied into combustion chamber 1, mixture 52 in combustion chamber 1 may be compressed by a piston or the like, and then pilot fuel 71 may be supplied into combustion chamber 1 to combust the pilot fuel and additive, and the combustion heat of the pilot fuel may be used to combust the main fuel. Note that when igniting the fuel, a spark may be generated by a spark plug or the like.

[0070] The timing for supplying the main fuel 21, the air 41, and the additive 81 into the premixing chamber 5 is not particularly limited and can be designed as appropriate. For example, the main fuel 21 and the air 41 may be supplied into the premixing chamber 5 and mixed therewith, and then the additive 81 may be supplied thereto, or the main fuel 21, the air 41, and the additive 81 may be supplied into the premixing chamber 5 at the same time and mixed therewith, or the additive 81 may be supplied into the premixing chamber 5 and then the main fuel 21 and the air 41 may be supplied into the premixing chamber 5 and mixed therewith.

[0071] The timing for supplying mixture 52 of main fuel, air, and additive, and pilot fuel 71 into combustion chamber 1 is not particularly limited and can be designed as appropriate. For example, mixture 52 may be supplied into combustion chamber 1 after pilot fuel 71 has been supplied into combustion chamber 1, or pilot fuel 71 and mixture 52 may be supplied into combustion chamber 1 simultaneously. Furthermore, the supply of pilot fuel 71 may be stopped once mixture 52 has ignited, or the supply of pilot fuel 71 may be continued even after mixture 52 has ignited.

[0072] When the additive is supplied to the premixing chamber as shown in Figure 3, it becomes easier to mix the main fuel and the additive uniformly. Also, because the additive and the pilot fuel are supplied separately to the combustion chamber, it becomes possible to freely adjust the amount of additive used relative to the amount of pilot fuel used. Furthermore, if the additive functions through combustion, it is possible to adjust the timing at which the additive begins to function by adjusting the timing at which the mixture of main fuel, air, and additive and the pilot fuel are supplied to the combustion chamber. Also, it is easy to change the type of additive used.

[0073] The timing and amount of supply of the main fuel, pilot fuel, air, and / or additives into the combustion chamber may be controlled by a controller, and the controller may also control processes related to the combustion of the fuel in the combustion chamber, such as the compression of gas in the combustion chamber, the generation of an electrical spark, and exhaust from the combustion chamber.

[0074] The present invention may be a system including a pilot fuel combustion means for combusting a pilot fuel and an additive in a combustion chamber, and a main fuel combustion means for combusting a main fuel in the combustion chamber by utilizing the combustion heat of the pilot fuel.

[0075] The present invention may also be applied to an apparatus including a combustion chamber that combusts a pilot fuel and an additive and that combusts a main fuel using the combustion heat of the pilot fuel. The apparatus may be, for example, an engine, a boiler, or the like.

[0076] Additionally, the apparatus may comprise an additive supply means for supplying an additive into the combustion chamber.

[0077] The apparatus may also include a premix chamber for mixing the main fuel with air, and an additive supply means for supplying an additive into the premix chamber.

[0078] In this way, a novel method for using additives in fuel can be provided by a method having a pilot fuel combustion step in which a pilot fuel and an additive are combusted in a combustion chamber, and a main fuel combustion step in which the main fuel is combusted in the combustion chamber using the combustion heat of the pilot fuel.

[0079] According to the method of the present invention, it is possible to use an additive when burning a main fuel even if the main fuel is not stored in a mixed state with the additive. Therefore, the additive can be used, for example, when the main fuel has a low boiling point, a high ignition temperature, low ignition ability, or low combustibility, when it is not easy to mix the additive uniformly into the main fuel, or when the main fuel is stored in a sealed tank because it is hazardous, toxic, and / or environmentally harmful.

[0080] Improving the ignition and combustibility of the pilot fuel using additives may potentially improve the ignition and / or combustibility of the main fuel. Improving the ignition and / or combustibility of the main fuel is expected to improve fuel economy. It also makes it possible to burn the main fuel at the appropriate timing. Furthermore, improving the durability of the ignition and / or combustibility of the pilot fuel using additives may potentially maintain the ignition and / or combustibility of the main fuel in a good state. Maintaining the ignition and / or combustibility of the main fuel in a good state extends the time the main fuel is burning, thereby making it possible to increase the cumulative amount of heat obtained.

[0081] Furthermore, by using additives, it is possible to modify the components contained in the exhaust gas after the main fuel is burned, thereby reducing the burden on the environment.Furthermore, by using additives, it is possible to reduce the air pollutants contained in the exhaust gas after the main fuel is burned, thereby reducing the burden on the environment. [Explanation of symbols]

[0082] 1. Combustion chamber 2 Main fuel supply 3 Pilot fuel and additive mixture supply section 4 Air supply section 5 Premixing chamber 6 Gas supply section 7 Pilot fuel supply 8 Additive Supply Section 21 Main fuel 31 Pilot fuel and additive mixture 41 Air 51 Main fuel and air mixture 52 Mixture of main fuel, air and additives 71 Pilot Fuel 81 Additives

Claims

1. a pilot fuel combustion step of combusting the pilot fuel and the additive in a combustion chamber; a main fuel combustion step in which the main fuel is burned in the combustion chamber using the combustion heat of the pilot fuel; A method comprising:

2. an additive mixing step of mixing an additive into the pilot fuel; a pilot fuel supply step of supplying pilot fuel mixed with an additive into the combustion chamber; 2. The method of claim 1, comprising:

3. an additive supply step of supplying an additive into the combustion chamber; a pilot fuel supply step of supplying pilot fuel into the combustion chamber; 2. The method of claim 1, comprising:

4. a premixing step of mixing a main fuel and air in a premixing chamber; an additive supply step of supplying an additive into the premixing chamber; 2. The method of claim 1, comprising:

5. the primary fuel is ammonia, natural gas, methane, methanol, ethanol, ethane, petroleum gas, and / or hydrogen gas; the pilot fuel is diesel, kerosene, heavy oil, and / or biofuel; The additive is an organic metal salt, an inorganic metal salt, an amine, an ether, an ester, an alkyl nitrate, an alkyl nitrite, an amine nitrate, an alkylene nitrate, a peroxide, an azo compound, a diazo compound, ammonium nitrate, and / or a compound thereof. The method according to any one of claims 1 to 4.

6. a main fuel supply step of supplying main fuel into the combustion chamber; an air supply step of supplying air into the combustion chamber; The method according to any one of claims 1 to 3, comprising:

7. a premixing step of mixing a main fuel and air in a premixing chamber; a main fuel supply step of supplying the mixed main fuel and air into the combustion chamber; The method according to any one of claims 1 to 4, comprising:

8. a pilot fuel combustion means for combusting the pilot fuel and the additive in the combustion chamber; a main fuel combustion means for burning the main fuel in the combustion chamber by utilizing the combustion heat of the pilot fuel; A system comprising:

9. a combustion chamber for combusting a pilot fuel and an additive and for combusting a main fuel by utilizing the combustion heat of the pilot fuel; Device.

10. Additive supply means for supplying additives into the combustion chamber The apparatus of claim 9, comprising:

11. a premixing chamber for mixing the main fuel with air; an additive supply means for supplying an additive into the premixing chamber; The apparatus of claim 9, comprising:

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