Engine device

Abstract

To provide an engine device capable of efficiently vaporizing low GHG fuel with small emissions of greenhouse effect gas such as ammonia and methanol from a liquid state by suppressing use of external energy and capable of securing combustion stability.SOLUTION: An engine device 1 drives an engine 2 by supplying low GHG fuel with small emissions of greenhouse effect gas. The engine device 1 includes a liquid fuel tank 30 that is a storage part for storing fuel in the liquid state. Fuel supplied from the liquid fuel tank 30 to the engine 2 is vaporized by using exhaust heat from the engine 2.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an engine device that vaporizes a low-GHG fuel, such as ammonia or methanol, which emits less greenhouse gases, from a liquid state and supplies it to the engine to drive it. [Background technology]

[0002] Conventionally, some engine systems are powered by low-GHG fuels, such as ammonia and methanol, which emit minimal greenhouse gases. For example, the engine system stores liquid fuel and supplies it to the combustion chamber by injecting the liquid fuel from a nozzle into a flow path leading to the engine or into the engine's combustion chamber. However, in a configuration in which liquid ammonia is injected from a nozzle and supplied to the combustion chamber, the ammonia can be heated and vaporized along the fuel piping, particularly near the combustion chamber. This partial vaporization of the fuel can cause instability in the fuel flow rate injected from the nozzle or can change the spray pattern of the fuel injected from the nozzle, resulting in poor mixing with air. Therefore, it is necessary to maintain the ammonia injected from the nozzle in a liquid state.

[0003] In contrast, the internal combustion engine that uses ammonia as fuel disclosed in Patent Document 1 includes a tank that stores liquid ammonia, a pressure booster that boosts the pressure of the ammonia that flows in from the tank, a nozzle that injects the ammonia pressurized by the pressure booster into the combustion chamber of the internal combustion engine or into an intake passage connected to the combustion chamber, and a fuel pipe that supplies the ammonia from the tank to the nozzle via the pressure booster. This internal combustion engine cools the fuel pipe from the outside by using the latent heat of vaporization generated by the evaporation of ammonia by flowing ammonia diverted from the tank or the fuel pipe outside the fuel pipe.

[0004] Furthermore, among engine devices that supply fuel such as ammonia to an engine, there is an ammonia engine system, such as that disclosed in Patent Document 2, that includes an ammonia storage tank that stores liquid ammonia, and a vaporizer that vaporizes the liquid ammonia stored in the ammonia storage tank to generate ammonia gas, and supplies the ammonia gas to the ammonia engine. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2021-173166 [Patent Document 2] Japanese Patent Publication No. 2023-036178 Summary of the Invention [Problem to be solved by the invention]

[0006] As described above, in an engine device that supplies a fuel such as ammonia to an engine, when ammonia is liquid-injected from a nozzle, the mixture of the liquid fuel and air is more likely to become non-uniform than when gas is injected. Furthermore, liquid injection of fuel requires processes such as atomization and evaporation of droplets, making the mixture more complicated than when gas is injected.

[0007] In a diesel engine, the lower the air temperature, the better the combustion and the higher the output, but when flame-retardant ammonia is used as fuel, it is necessary to supply an air-fuel mixture at a certain temperature or higher to the combustion chamber of the engine in order to ensure stable combustion. In a configuration in which the latent heat of vaporization of ammonia is used to cool the fuel pipe, as in Patent Document 1 mentioned above, the temperature of the air-fuel mixture drops due to the latent heat of vaporization of ammonia, making it difficult for the ammonia supplied to the combustion chamber of the engine to burn, which poses a problem of making stable combustion difficult.

[0008] Furthermore, when gas injection of a fuel such as ammonia is applied instead of liquid injection, Patent Document 2 described above includes a vaporizer that vaporizes liquid ammonia to generate ammonia gas, but does not disclose the energy used to vaporize liquid ammonia, and the use of external energy may complicate the configuration.

[0009] The present invention aims to provide an engine device that can efficiently vaporize low-GHG fuels with low greenhouse gas emissions, such as ammonia and methanol, from a liquid state while reducing the use of external energy, thereby ensuring combustion stability. [Means for solving the problem]

[0010] In order to solve the above problems, the engine device of the present invention is an engine device that supplies fuel to drive an engine, and is characterized in that it has a storage unit that stores the fuel in a liquid state, and the fuel supplied from the storage unit to the engine is vaporized using exhaust heat from the engine. [Effects of the Invention]

[0011] According to the present invention, an engine device is provided that can efficiently vaporize low-GHG fuels with low greenhouse gas emissions, such as ammonia and methanol, from a liquid state while reducing the use of external energy, thereby ensuring combustion stability. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a schematic diagram illustrating an example of an engine device according to an embodiment of the present invention. [Figure 2] FIG. 4 is a schematic diagram illustrating another example of an engine device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0013] An engine device 1 according to an embodiment of the present invention will be described with reference to the drawings. As shown in Fig. 1, the engine device 1 includes an engine 2, an intake passage 3, an exhaust passage 4, a supercharger 5, an intercooler 6, a fuel supply mechanism 7, an ignition device 8, and a control unit 9.

[0014] Particularly in this embodiment, the engine device 1 is configured to vaporize a low GHG fuel with low greenhouse gas emissions, such as ammonia or methanol, from a liquid state and supply it to the combustion chamber 12a of each cylinder 12 of the engine 2 by a fuel supply unit 35 of the fuel supply mechanism 7. The engine device 1 is configured to burn a mixture of the low GHG fuel and air in the combustion chamber 12a to drive the engine 2.

[0015] The engine 2 is configured with a cylinder block 11 having a plurality of cylinders 12, but Fig. 1 shows only one cylinder 12. As shown in Fig. 1, each cylinder 12 is configured with a cylinder 13, a piston 14, and a cylinder head 15.

[0016] The cylinder 13 is formed, for example, in a cylindrical shape within the cylinder block 11, and the piston 14 is slidably housed within the cylinder 13. The cylinder head 15 is attached to the upper side of the cylinder 13, and the cylinder 13 and the cylinder head 15 form a combustion chamber 12a therein.

[0017] Below the cylinder 13 , a crankshaft 17 is connected to the piston 14 via a connecting rod 16 , and the reciprocating motion of the piston 14 is converted into the rotational motion of the crankshaft 17 via the connecting rod 16 .

[0018] The cylinder head 15 also has an intake port 18 and an exhaust port 19 that communicate with the combustion chamber 12a of the cylinder 13, and is equipped with an intake valve 20 and an exhaust valve 21 that open and close the intake port 18 and the exhaust port 19, respectively, to the combustion chamber 12a.

[0019] The intake port 18 is connected to the intake passage 3 and introduces air supplied from the intake passage 3 into the combustion chamber 12a, while the exhaust port 19 is connected to the exhaust passage 4 and discharges exhaust gas generated in the combustion chamber 12a into the exhaust passage 4. By opening the intake valve 20, a mixture of fuel gas and air can be taken into the combustion chamber 12a through the intake port 18, while by opening the exhaust valve 21, exhaust gas generated in the combustion chamber 12a can be exhausted through the exhaust port 19.

[0020] 1 illustrates an example in which an intake manifold 22 having branch passages 22a branching from the intake passage 3 to the plurality of cylinders 12 is provided between the intake passage 3 and the engine 2 to connect the intake passage 3 to the respective intake ports 18 of the plurality of cylinders 12, but alternatively, the intake passage 3 and the intake ports 18 may be directly connected. Also, in FIG. 1 illustrates an example in which an exhaust manifold 23 having branch passages 23a branching from the exhaust passage 4 to the plurality of cylinders 12 is provided between the exhaust passage 4 and the engine 2 to connect the exhaust passage 4 to the respective exhaust ports 19 of the plurality of cylinders 12, but alternatively, the exhaust passage 4 and the exhaust ports 19 may be directly connected.

[0021] The intake passage 3 circulates compressed and cooled air in the intake direction and supplies it to each cylinder 12 of the engine 2 via an intake port 18 of each cylinder 12. The exhaust passage 4 circulates exhaust gas generated in each cylinder 12 of the engine 2 and discharged via an exhaust port 19 in the exhaust direction and discharges it. In the intake passage 3, a supercharger 5 and an intercooler 6 are provided in this order from the upstream side in the intake direction. An air filter (not shown) that purifies and introduces fresh air may be provided at the upstream end of the intake passage 3 in the intake direction.

[0022] The turbocharger 5 compresses the air flowing through the intake passage 3 and sends it downstream in the intake direction, and the intercooler 6 cools the air compressed by the turbocharger 5. The turbocharger 5 has a turbine 5a and a compressor 5b. The turbine 5a is disposed in the exhaust passage 4, and the compressor 5b is disposed in the intake passage 3. The turbine 5a is rotated by the exhaust gas flowing through the exhaust passage 4, and the rotational force of the turbine 5a drives the compressor 5b, thereby compressing the air flowing through the intake passage 3.

[0023] The fuel supply mechanism 7 vaporizes the low GHG fuel from a liquid state and supplies it to the combustion chamber 12a of each cylinder 12 of the engine 2. The fuel supply mechanism 7 includes a liquid fuel tank 30, a liquid fuel flow path 31, a vaporization unit 32, a gas fuel flow path 33, a heat retention unit 34, and a fuel supply unit 35.

[0024] Liquid fuel tank 30 is a storage unit that stores low GHG fuel in a liquid state. Liquid fuel flow path 31 is connected to liquid fuel tank 30 and vaporizer 32, and liquid fuel is supplied from liquid fuel tank 30 to vaporizer 32 via liquid fuel flow path 31 by a pump or the like (not shown).

[0025] The vaporization unit 32 vaporizes the low GHG fuel in a liquid state supplied from the liquid fuel tank 30 to the engine 2 by utilizing the exhaust heat from the engine 2. The vaporization unit 32 includes, for example, a vaporizer 36 and a heat exchanger 37.

[0026] The vaporizer 36 is connected to the liquid fuel flow path 31 and the gaseous fuel flow path 33, and vaporizes the low GHG fuel in a liquid state flowing from the liquid fuel flow path 31, and distributes the vaporized low GHG fuel in a gaseous state through the gaseous fuel flow path 33. The heat exchanger 37 distributes a heat exchange medium and also distributes exhaust gas emitted from the engine 2 or cooling water before or after heat exchange in the intercooler 6, thereby heating the heat exchange medium using exhaust heat from the engine 2. The heat exchanger 37 then supplies the heated heat exchange medium to the vaporizer 36, and the vaporizer 36 heats and vaporizes the low GHG fuel in a liquid state using the heat exchange medium.

[0027] The gaseous fuel flow path 33 is connected to the vaporizer 36 and the fuel supply unit 35 , and gaseous fuel is supplied from the vaporizer 36 to the fuel supply unit 35 via the gaseous fuel flow path 33 .

[0028] The heat retention unit 34 keeps the low GHG fuel vaporized in the vaporization unit 32 warm to maintain the gaseous state. The heat retention unit 34 is configured, for example, by making a portion of the gaseous fuel flow path 33 double-piped. The double-piped heat retention unit 34 has a first pipe through which the gaseous fuel flows and a second pipe through which a heat retention medium flows on the outer surface of the first pipe, and heats the gaseous fuel with the heat retention medium to keep it warm. As the heat retention medium, the heat retention unit 34 may, for example, flow a heat exchange medium heated in the heat exchanger 37 or a heat exchange medium that has passed through or has not passed through the vaporizer 36, as in the vaporizer 36. Alternatively, as in the heat exchanger 37, the heat retention unit 34 may flow exhaust heat from the engine 2 or exhaust heat that has passed through or has not passed through the heat exchanger 37.

[0029] Alternatively, the heat retention unit 34 may keep the gaseous fuel warm by an electric heating device such as a ribbon heater wrapped around the outer surface of a portion of the gaseous fuel flow path 33, or may keep the gaseous fuel warm by a heat insulating structure or heat insulating treatment provided in a portion of the gaseous fuel flow path 33. The heat retention temperature of the heat retention unit 34 may be set to be equal to or higher than the vaporization temperature of the vaporizer 32, or may be set to be lower than the vaporization temperature of the vaporizer 32 as long as the gaseous fuel does not re-liquefy.

[0030] The fuel supply unit 35 has a base end connected to the gaseous fuel flow path 33, and supplies the gaseous low GHG fuel flowing from the gaseous fuel flow path 33 toward the combustion chamber 12a of each cylinder 12 of the engine 2. The fuel supply unit 35 is composed of, for example, a gas admission valve and a gas injector that inject the gaseous fuel. The fuel supply unit 35 has the injection pressure, injection timing, etc. of the gaseous fuel controlled by the control unit 9.

[0031] 1 illustrates an example in which the fuel supply unit 35 is provided upstream of the intake manifold 22 in the intake direction to supply low-GHG gaseous fuel to the intake passage 3. A mixture of air supplied from the intake passage 3 and gaseous fuel supplied from the fuel supply unit 35 is supplied to the combustion chamber 12a of each cylinder 12.

[0032] The fuel supply unit 35 may be provided upstream of the branching to the multiple cylinders 12 in the intake direction to supply gaseous fuel to the intake passage 3, or may be provided downstream of the branching to the multiple cylinders 12 to supply gaseous fuel to the intake passage 3 for each cylinder 12. Alternatively, the fuel supply unit 35 may be provided to supply gaseous fuel to each branch flow path 22a of the intake manifold 22 in order to supply gaseous fuel to each cylinder 12, or may be provided to supply gaseous fuel to each intake port 18, or may be provided to supply gaseous fuel directly to each combustion chamber 12a.

[0033] In addition, part or all of at least one of the intake passage 3, the intake manifold 22 and the intake port 18 may be configured with a heat retention structure similar to that of the heat retention section 34 in order to maintain the gaseous state of the fuel at the position where the fuel supply section 35 is installed, i.e., downstream in the intake direction from the position where the gaseous fuel is supplied.

[0034] Specifically, the intake passage 3, the intake manifold 22, and the intake port 18 are configured with double piping, including a first pipe for circulating a mixture of gaseous fuel and air and a second pipe for circulating a heat-retaining medium on the outer surface of the first pipe, and the mixture is heated by the heat-retaining medium to maintain the fuel in a gaseous state. As the heat-retaining medium, the intake passage 3, the intake manifold 22, and the intake port 18 may circulate, for example, a heat exchange medium heated by a heat exchanger 37 or a heat exchange medium that has passed through or has not passed through the carburetor 36, as in the carburetor 36, or exhaust heat from the engine 2 or exhaust heat that has passed through or has not passed through the heat exchanger 37, as in the heat exchanger 37.

[0035] Alternatively, the intake passage 3, the intake manifold 22 and the intake port 18 may heat the mixture by an electric heating device such as a ribbon heater wrapped around the outer surface, or the mixture may be heated by a thermal insulation structure or treatment.

[0036] An ignition device 8 is provided for each cylinder 12 and ignites the fuel in the combustion chamber 12a of each cylinder 12. The ignition device 8 may be configured as a spark ignition type device using an ignition plug, or may be configured as a micro-pilot type device that injects a small amount of liquid fuel. Alternatively, the ignition device 8 may be configured as a device that compresses and ignites a mixture of gaseous fuel and liquid fuel. The ignition timing and other aspects of the ignition device 8 are controlled by a control unit 9.

[0037] The control unit 9 is a computer such as an ECU (Engine Control Unit) that controls the operation of the engine 2, and is equipped with a CPU, ROM, RAM, etc., and is configured to control each part of the engine 2. The control unit 9 may store various programs for controlling the engine 2, and control the engine 2 by reading and executing the programs.

[0038] As described above, according to this embodiment, the engine device 1 is an engine device 1 that drives the engine 2 by supplying low-GHG fuel with low greenhouse gas emissions, and is equipped with a liquid fuel tank 30 that is a storage unit that stores liquid fuel, and the fuel supplied from the liquid fuel tank 30 to the engine 2 is vaporized by utilizing exhaust heat from the engine 2.

[0039] Specifically, the engine device 1 utilizes, as waste heat from the engine, the heat of the exhaust gas of the engine 2 and / or the heat of the coolant that cools the engine 2. Also specifically, the engine device 1 includes a vaporizer that vaporizes the fuel supplied from the liquid fuel tank 30 to the engine 2 by utilizing the waste heat from the engine 2. Furthermore specifically, the engine device 1 utilizes ammonia or methanol as the low GHG fuel.

[0040] As a result, the engine device 1 utilizes the exhaust heat emitted from the engine 2, and therefore can efficiently vaporize the fuel from a liquid state without using external energy, thereby ensuring stable combustion.

[0041] Furthermore, according to this embodiment, the engine device 1 uses the exhaust heat from the engine 2 to maintain the vaporized fuel in a gaseous state.

[0042] As a result, the engine device 1 can prevent the vaporized fuel from being re-liquefied, prevent deterioration of mixing due to injection of a two-phase fluid of the re-liquefied fuel and the vaporized fuel, and ensure combustion stability.

[0043] In the engine device 1, a part or all of the fuel flow path leading from the liquid fuel tank 30 to the engine 2 is configured to include a heat insulating structure or heat insulating treatment.

[0044] As a result, the engine device 1 can prevent the vaporized fuel from being re-liquefied, prevent deterioration of mixing due to injection of a two-phase fluid of the re-liquefied fuel and the vaporized fuel, and ensure combustion stability.

[0045] In the above embodiment, an example has been described in which the heat exchanger 37 in the vaporization section 32 of the engine device 1 uses waste heat from the engine 2 (for example, exhaust gas emitted from the engine 2 or cooling water after or before heat exchange in the intercooler 6) to heat the heat exchange medium, and the vaporizer 36 heats the low GHG fuel in liquid state with the heat exchange medium, thereby vaporizing the fuel by indirectly using the waste heat from the engine 2, but the present invention is not limited to this example. In another example, the vaporization section 32 may be configured not to include the heat exchanger 37, and the vaporizer 36 may be configured to directly use waste heat from the engine 2 to heat and vaporize the low GHG fuel in liquid state.

[0046] Furthermore, in the above-described embodiment, the fuel supply mechanism 7 of the engine device 1 is described as an example in which the low GHG fuel in a liquid state is vaporized by the vaporizer 36, and then the low GHG fuel in a gaseous state is supplied by the fuel supply unit 35 to the combustion chambers 12a of each cylinder 12 of the engine 2, but the present invention is not limited to this example.

[0047] In another example, as shown in FIG. 2, the fuel supply mechanism 7 may be configured not to include a vaporizer 36, but rather the fuel supply unit 35 supplies liquid low-GHG fuel toward the combustion chambers 12a of each cylinder 12 of the engine 2, and the vaporization unit 32 may be configured to vaporize the liquid fuel by heating part or all of at least one of the intake passage 3, the intake manifold 22, and the intake port 18 downstream in the intake direction from the position where the liquid fuel is supplied, using exhaust heat from the engine 2 (for example, exhaust gas discharged from the engine 2 or cooling water after or before heat exchange in the intercooler 6).

[0048] For example, the heat exchanger 37 may heat a heat exchange medium using exhaust heat from the engine 2, and the vaporizer 32 may use the heat exchange medium to heat the intake passage 3, the intake manifold 22, or the intake port 18, thereby indirectly utilizing the exhaust heat from the engine 2 to vaporize the fuel. Alternatively, the vaporizer 32 may be configured to vaporize the liquid fuel by directly utilizing exhaust heat from the engine 2 to heat the intake passage 3, the intake manifold 22, or the intake port 18, without including the heat exchanger 37.

[0049] According to this embodiment, the engine device 1 is provided with an intake manifold 22 that supplies air to the engine 2, and by utilizing the exhaust heat from the engine 2 to heat the intake manifold 22, the fuel supplied from the liquid fuel tank 30 to the engine 2 is vaporized or the vaporized fuel is maintained in a gaseous state.

[0050] This allows the engine device 1 to use the intake manifold 22 as the carburetor 36 and the heat retention section 34, thereby reducing the number of parts and costs.

[0051] In the above embodiment, the vaporization unit 32 of the engine device 1 can use not only the vaporizer 36 that uses exhaust heat from the engine 2, but also the intake passage 3, the intake manifold 22, or the intake port 18 that uses exhaust heat from the engine 2 as a mechanism for vaporizing the low GHG fuel in a liquid state. However, the present invention is not limited to this example. In other embodiments, the vaporization unit 32 may include a mechanism such as an additional heater that uses external energy, in addition to the vaporizer 36 that uses exhaust heat from the engine 2, or the intake passage 3, the intake manifold 22, or the intake port 18 that uses exhaust heat from the engine 2.

[0052] The additional heater is controlled to be turned on or off by the control unit 9. The additional heater may be provided in the liquid fuel passage 31, the gas fuel passage 33, the carburetor 36, the fuel supply unit 35, or in the intake passage 3, the intake manifold 22, or the intake port 18.

[0053] The control unit 9 controls whether to turn on or off the additional heater depending on the operating conditions and operating environment of the engine device 1. For example, when the engine 2 is started, the exhaust heat from the engine 2 (for example, the exhaust gas discharged from the engine 2 or the coolant after or before heat exchange in the intercooler 6) has not yet reached a temperature at which the low GHG fuel in a liquid state can be sufficiently vaporized, so the control unit 9 turns on the additional heater when the engine 2 is started. Note that the control unit 9 may determine that the engine 2 is at the start time when a predetermined time has elapsed since the start of the engine 2, or when the exhaust gas discharged from the engine 2 or the coolant after or before heat exchange in the intercooler 6 reaches a predetermined temperature.

[0054] According to another embodiment, the engine unit 1 comprises an additional heater for heating the fuel supplied from the liquid fuel tank 30 to the engine 2 in order to vaporize it when the engine 2 is started.

[0055] As a result, when the engine device 1 is in an operating condition or operating environment where the exhaust heat from the engine 2 cannot be used to vaporize the liquid fuel or keep the gaseous fuel warm, the engine device 1 can switch to operating the additional heater to vaporize the liquid fuel or keep the gaseous fuel warm.

[0056] Furthermore, the present invention can be modified as appropriate within the scope that does not contradict the gist or concept of the invention that can be read from the claims and the entire specification, and engine devices that involve such modifications are also included in the technical concept of the present invention.

[0057] [Appendix to the invention] The following will provide an outline of the invention extracted from the above-described embodiment. Note that the configurations and processing functions described in the following supplementary notes can be selected and combined as desired.

[0058] <Appendix 1> An engine device that supplies fuel to drive an engine, a storage unit for storing the fuel in a liquid state; An engine device, characterized in that the fuel supplied from the storage unit to the engine is vaporized by utilizing exhaust heat from the engine.

[0059] <Appendix 2> 2. The engine device according to claim 1, wherein the vaporized fuel is maintained in a gaseous state by utilizing exhaust heat from the engine.

[0060] <Appendix 3> 3. The engine device according to claim 1, wherein the waste heat from the engine is heat of exhaust gas from the engine and / or heat of a coolant that cools the engine.

[0061] <Appendix 4> 4. The engine device according to any one of claims 1 to 3, further comprising a carburetor that vaporizes the fuel supplied from the storage unit to the engine by utilizing exhaust heat from the engine.

[0062] <Appendix 5> an intake manifold for supplying air to the engine; The engine device according to any one of claims 1 to 3, characterized in that the intake manifold is heated using exhaust heat from the engine, thereby vaporizing the fuel supplied from the storage unit to the engine, or maintaining the vaporized fuel in a gaseous state.

[0063] <Appendix 6> 6. The engine device according to any one of claims 1 to 5, wherein a part or all of the fuel flow path leading from the storage unit to the engine is configured to include a heat insulating structure or heat insulating treatment.

[0064] <Appendix 7> 7. The engine device according to any one of claims 1 to 6, further comprising a heater that heats the fuel supplied from the storage unit to the engine at the time of starting the engine to vaporize the fuel.

[0065] <Appendix 8> 8. The engine device according to any one of claims 1 to 7, wherein the fuel is ammonia or methanol. [Explanation of symbols]

[0066] 1 Engine equipment 2 engines 3 Intake passage 4 Exhaust passage 5. Turbocharger 5a Turbine 5b Compressor 6 Intercooler 7 Fuel supply mechanism 8 Ignition device 9. Control Unit 11 Cylinder block 12 cylinders 12a Combustion chamber 13 cylinders 14 Piston 15 Cylinder head 16 Connecting rod 17. Crankshaft 18 Intake port 19 Exhaust port 20 Intake valve 21 Exhaust valve 22 Intake manifold 22a Branch channel 23 Exhaust manifold 23a Branch channel 30 Liquid fuel tank 31 Liquid fuel flow path 32 Vaporization section 33 gas fuel flow path 34 Heat retention part 35 Fuel supply section 36 Vaporizer 37 Heat exchanger

Claims

1. An engine device that supplies fuel to drive an engine, a storage unit for storing the fuel in a liquid state; An engine device, characterized in that the fuel supplied from the storage unit to the engine is vaporized by utilizing exhaust heat from the engine.

2. 2. The engine device according to claim 1, wherein the vaporized fuel is maintained in a gaseous state by utilizing exhaust heat from the engine.

3. 2. The engine device according to claim 1, wherein the waste heat from the engine is heat of exhaust gas from the engine and / or heat of a coolant that cools the engine.

4. 2. The engine apparatus according to claim 1, further comprising a carburetor that vaporizes the fuel supplied from the storage unit to the engine by utilizing exhaust heat from the engine.

5. an intake manifold for supplying air to the engine; 2. The engine device according to claim 1, wherein the intake manifold is heated using exhaust heat from the engine, thereby vaporizing the fuel supplied from the storage unit to the engine, or maintaining the vaporized fuel in a gaseous state.

6. 2. The engine device according to claim 1, wherein a part or all of the fuel flow path leading from the storage portion to the engine is configured to include a heat insulating structure or heat insulating treatment.

7. 2. The engine device according to claim 1, further comprising a heater that heats the fuel supplied from the storage unit to the engine to vaporize it when the engine is started.

8. 2. The engine device according to claim 1, wherein the fuel is ammonia or methanol.

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