Engine device

Abstract

To provide an engine device capable of stably burning low GHG fuel with small emissions of greenhouse effect gas such as ammonia and methanol by using a simple configuration while suppressing deterioration of output and exhaust properties.SOLUTION: An engine device 1 drives an engine 2 by supplying fuel. The engine device 1 includes: an intake passage 35 in which intake air toward the engine 2 flows; an intake system component provided in the intake passage 35; and a fuel injection part 32 that injects fuel in a liquid state or a mixed state of liquid and gas toward a wall surface of the intake passage 35 or the intake system component in the intake passage 35. The engine device 1 uses low GHG fuel with small emissions of greenhouse effect gas such as ammonia and methanol as fuel.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] Conventionally, some engine devices are powered by low-GHG fuels with low greenhouse gas emissions, such as ammonia and methanol. The engine device stores the low-GHG fuel in a liquid state and supplies the low-GHG fuel to the combustion chamber by injecting it into the intake path leading to the engine or into the combustion chamber of the engine.

[0003] For example, the ammonia combustion system disclosed in Patent Document 1 mixes ammonia in a liquid state with petroleum-based fuel and injects it. In particular, liquid ammonia or ammonia water is atomized in a fluid mixture and mixed with fuel, and the resulting ammonia- or ammonia-water-mixed fuel is supplied to a diesel engine or boiler. Ammonia injected with petroleum-based fuel into the combustion chamber of a diesel engine or boiler has a boiling point of approximately -33°C under atmospheric pressure, and quickly vaporizes into a flammable gas within the combustion chamber. At that time, the petroleum-based fuel is in the process of ignition and combustion, and because the atmospheric temperature exceeds 1000°C, it easily ignites and burns together with the ammonia. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 7264386 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in conventional engine systems such as that described in Patent Document 1, ammonia is mixed in a liquid state with petroleum-based fuel and injected, so that the ammonia exists as droplets in the combustion chamber immediately after injection. Therefore, in areas in the combustion chamber where many ammonia droplets are present, the equivalence ratio is locally high, resulting in a state of air deficiency, while in areas where few ammonia droplets are present, the equivalence ratio is low, resulting in a state of air surplus. As a result, ammonia burns violently in areas where the equivalence ratio is excessive, which may deteriorate the properties of exhaust gas. Furthermore, in order to mix ammonia in a liquid state with petroleum-based fuel and inject it, it is necessary to atomize the ammonia in the fluid mixture, which poses a problem of complicating the structure of the engine system.

[0006] The present invention aims to provide an engine device that can stably burn low-GHG fuels with low greenhouse gas emissions, such as ammonia and methanol, with a relatively simple structure while suppressing deterioration in output and exhaust characteristics. [Means for solving the problem]

[0007] In order to solve the above problems, the engine device of the present invention is an engine device that drives an engine by supplying fuel, and is characterized by comprising an intake path through which intake air flows to the engine, intake system components provided inside the intake path, and a fuel injection unit that injects the fuel, which is in a liquid state or a mixture of liquid and gas, inside the intake path toward the wall surface of the intake path or the intake system components. [Effects of the Invention]

[0008] The present invention provides an engine device that can stably burn low-GHG fuels with low greenhouse gas emissions, such as ammonia and methanol, with a relatively simple structure while suppressing deterioration in output and exhaust characteristics. [Brief explanation of the drawings]

[0009] [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. [Figure 3] FIG. 4 is a schematic diagram illustrating another example of an engine device according to an embodiment of the present invention. [Figure 4] FIG. 10 is a schematic diagram showing a modified example of an engine device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0010] An engine device 1 according to an embodiment of the present invention will be described with reference to the drawings. As shown in Figures 1 to 3, 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.

[0011] Particularly in this embodiment, the engine device 1 is configured so that a low GHG fuel with low greenhouse gas emissions, such as ammonia or methanol, is supplied to the combustion chamber 12a of each cylinder 12 of the engine 2 by the fuel injection unit 32 of the fuel supply mechanism 7. The engine device 1 is configured so that a mixture of the low GHG fuel and air is combusted in the combustion chamber 12a to drive the engine 2.

[0012] The engine 2 is configured with a cylinder block 11 having a plurality of cylinders 12, but only one cylinder 12 is shown in Figures 1 to 3. Each cylinder 12 is configured with a cylinder 13, a piston 14, and a cylinder head 15.

[0013] 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.

[0014] 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 .

[0015] 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 (intake system component) and an exhaust valve 21 that open and close the intake port 18 and the exhaust port 19, respectively, to the combustion chamber 12a.

[0016] 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.

[0017] 1 to 3 illustrate 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. In the engine system 1, the intake passage 3, the intake manifold 22, and the intake ports 18 form an intake path 35 through which intake air flows to the combustion chambers 12a of each cylinder 12 of the engine 2. Also, in FIGS. 1 to 3, when connecting the exhaust passage 4 to the respective exhaust ports 19 of the plurality of cylinders 12, 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, but alternatively, the exhaust passage 4 and the exhaust ports 19 may be directly connected.

[0018] 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.

[0019] 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.

[0020] The fuel supply mechanism 7 supplies low GHG fuel to the combustion chamber 12a of each cylinder 12 of the engine 2. The fuel supply mechanism 7 includes a fuel tank 30, a fuel flow path 31, a fuel injection unit 32, and a heating unit 33.

[0021] The fuel tank 30 is a storage unit that stores low GHG fuel in a liquid state. The fuel flow path 31 is connected to the fuel tank 30 and the fuel injection unit 32, and the low GHG fuel is supplied from the fuel tank 30 to the fuel injection unit 32 in a liquid state or a mixture of liquid and gas state via the fuel flow path 31 by a pump or the like (not shown).

[0022] The fuel injection unit 32 has a base end connected to the fuel flow path 31, and supplies the low GHG fuel flowing from the fuel flow path 31 toward the combustion chamber 12a of each cylinder 12 of the engine 2. The fuel injection unit 32 is configured, for example, with an injector or the like that can inject the low GHG fuel in a liquid state or a mixture of liquid and gas. The fuel injection unit 32 is controlled by the control unit 9 in terms of the injection pressure, injection timing, etc. of the low GHG fuel.

[0023] In particular, in the present invention, the fuel injection unit 32 is provided to inject low GHG fuel in a liquid state or a mixture of liquid and gas inside the intake path 35 consisting of the intake passage 3, the intake manifold 22, and the intake port 18, and to spray the low GHG fuel toward the wall surface of the intake path 35 or intake system components such as the intake valve 20, causing the fuel to collide with them. The fuel injection unit 32 vaporizes the low GHG fuel inside the intake path 35 by spraying the low GHG fuel in a liquid state or a mixture of liquid and gas toward the wall surface of the intake path 35 or intake system components, causing the fuel to collide with them. As a result, inside the intake path 35, a mixture of air taken in from the intake path 3 and the low GHG fuel in a gaseous state is generated, and the mixture is supplied to the combustion chamber 12a via the intake path 35.

[0024] 1 and 3, the fuel injection unit 32 is provided in the intake manifold 22 so as to inject the low GHG fuel to collide with the inner wall surface of the intake passage 35 in the intake manifold 22, specifically so as to inject the low GHG fuel to collide with the inner wall surface of the branch flow passage 22a of each cylinder 12. As a result, an air-fuel mixture of air taken in from the intake passage 3 and the low GHG fuel in a gaseous state is generated inside the branch flow passage 22a, and the low GHG fuel mixture is supplied from the branch flow passage 22a to the combustion chamber 12a via the intake port 18.

[0025] 2, the fuel injection unit 32 is provided in the cylinder head 15 so as to inject the low GHG fuel to collide with the inner wall surface of the intake port 18 and / or the intake valve 20. As a result, a mixture of air taken in from the intake passage 3 and the low GHG fuel in a gaseous state is generated inside the intake port 18, and the low GHG fuel mixture is supplied from the intake port 18 to the combustion chamber 12a.

[0026] Furthermore, the fuel injection unit 32 may be provided so as to inject the low GHG fuel along the intake direction (intake flow) in the intake path 35, thereby causing the low GHG fuel to collide with the wall surface or intake system components of the intake path 35. Here, the fuel injection unit 32 may be provided so that the injection direction of the low GHG fuel is at least toward the intake direction, and for example, the injection direction may be oblique to the intake direction or parallel to the intake direction.

[0027] For example, as shown in FIG. 1, the fuel injection unit 32 is provided in the intake manifold 22 so as to inject low GHG fuel obliquely in the intake direction of the intake path 35 in the branch flow passage 22a of the intake manifold 22, specifically, on the wall of the straight portion of the branch flow passage 22a.

[0028] 3, the fuel injection unit 32 is provided in the intake manifold 22 so as to inject the low GHG fuel in the branch flow passage 22a of the intake manifold 22 in a direction parallel to the intake direction of the intake path 35, specifically, on the wall of the curved portion of the branch flow passage 22a. In this case, the fuel injection unit 32 is provided so that its tip is located at the radial center of the branch flow passage 22a, and is configured to inject the low GHG fuel so that it diffuses in a conical shape from the tip along the intake direction, and the low GHG fuel is caused to collide with the inner wall surface over the entire inner circumference of the branch flow passage 22a.

[0029] 2, the fuel injection unit 32 is provided in the cylinder head 15 so as to inject the low GHG fuel into the intake port 18 in a direction parallel to the intake direction of the intake path 35, specifically, on the wall of the intake port 18. In this case, the fuel injection unit 32 is provided so that its tip is located at the radial center of the intake port 18, and is configured to inject the low GHG fuel by diffusing it in a cone shape from the tip along the intake direction, so that the low GHG fuel collides against the inner wall surface of the intake port 18 over the entire inner circumference.

[0030] Furthermore, the wall surface of the intake passage 35 onto which the low GHG fuel is impinged by the fuel injection unit 32, or intake system components such as the intake valve 20, are heated to a temperature equal to or higher than the intake temperature, and heat the impinging low GHG fuel to promote its vaporization. In this case, it is sufficient that the wall surface of the intake passage 35 is heated at least at the position in the intake direction where the low GHG fuel impinges, and it is not necessary to heat the entire intake passage 35 in the intake direction.

[0031] 1 and 3, the intake manifold 22 is provided with a heating unit 33 that heats the branch flow passage 22a, which is the intake path 35 against which the low GHG fuel impinges. Alternatively, as shown in Fig. 2, the cylinder head 15 is provided with a heating unit 33 that heats the intake port 18, which is the intake path 35 against which the low GHG fuel impinges.

[0032] The heating unit 33 is configured to heat the intake manifold 22 and the intake port 18 by utilizing exhaust heat from the engine 2. Specifically, the heating unit 33 configures the branch flow passage 22a or the intake port 18 with a double pipe having a first pipe for circulating a mixture of low GHG fuel and air and a second pipe for circulating a heating medium on the outer surface side of the first pipe, and heats the wall portion (wall surface) of the first pipe of the branch flow passage 22a or the intake port 18 with the heating medium.

[0033] The heating section 33 may use, as a heating medium, exhaust gas discharged into the exhaust passage 4, or cooling water after heat exchange in the engine 2 or the intercooler 6, for example, as a heating medium that utilizes waste heat from the engine 2. In this case, the heating section 33 is configured to have an adjustment valve that can adjust the flow rate of the heating medium that flows to the intake manifold 22 and the intake ports 18. The engine system 1 (control unit 9) monitors the heating temperatures of the intake manifold 22 and the intake ports 18, and controls the adjustment valve to adjust the flow rate of the heating medium, thereby adjusting the heating temperatures of the intake manifold 22 and the intake ports 18 to a predetermined target temperature. This makes it possible to prevent the intake manifold 22 and the intake ports 18 from being excessively heated.

[0034] Alternatively, the heating section 33 may be composed of a heater such as a ribbon heater wrapped around the outer surface of the branch flow path 22a or the intake port 18, and the heater controlled by the control unit 9 may heat the wall (wall surface) of the branch flow path 22a or the intake port 18 to a predetermined target temperature.

[0035] 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.

[0036] 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.

[0037] As described above, according to this embodiment, the engine apparatus 1 is an engine apparatus 1 that drives the engine 2 by supplying fuel such as a low-GHG fuel with low greenhouse gas emissions, and includes an intake passage 35 through which intake air flows to the engine 2, intake system components provided inside the intake passage 35, and a fuel injection unit 32 that injects fuel in a liquid state or a mixture of liquid and gas toward a wall surface of the intake passage 35 or the intake system components inside the intake passage 35. Specifically, the wall surface of the intake passage 35 is a wall surface of the intake manifold 22 or the intake port 18, and the intake system component is the intake valve 20. Specifically, the engine apparatus 1 uses a low-GHG fuel with low greenhouse gas emissions, such as ammonia or methanol, as fuel.

[0038] As a result, the engine system 1 can vaporize low-GHG fuel in a liquid state or a mixture of liquid and gas in the intake path 35 using a relatively simple structure of collision with the wall surface of the intake path 35 or an intake system component, thereby generating a mixture in which the gaseous low-GHG fuel is uniformly dispersed in the air. Therefore, by supplying the mixture in which the low-GHG fuel is uniformly dispersed from the intake path 35 to the combustion chamber 12a, it is possible to prevent areas of air deficiency or excess in the combustion chamber 12a, thereby enabling stable combustion of uniform low-GHG fuel in the combustion chamber 12a, thereby suppressing deterioration in the output of the engine 2 and suppressing deterioration in exhaust characteristics such as the properties of exhaust gas. Note that by utilizing the wall surface of the intake path 35 or an intake system component to vaporize the low-GHG fuel, there is no need to provide a vaporization device, thereby saving space and reducing costs.

[0039] Furthermore, according to this embodiment, the fuel injection unit 32 injects the low GHG fuel in a conical shape along the intake direction in the intake path 35, causing the low GHG fuel to collide with the wall surface of the intake path 35 or intake system components.

[0040] As a result, the engine device 1 can vaporize the low GHG fuel over the entire radial direction of the branch passage 22a by causing the low GHG fuel in a liquid state or a mixture of liquid and gas to collide with the wall surface of the intake passage 35 or intake system components over a wide range over the entire inner circumference of the branch passage 22a, thereby generating a mixture in which the gaseous low GHG fuel is more uniformly dispersed.In addition, the low GHG fuel in a liquid state or a mixture of liquid and gas is prevented from being injected locally at a specific point in the branch passage 22a, thereby preventing the low GHG fuel from puddling.

[0041] Furthermore, according to this embodiment, the wall surface of the intake passage 35 or the intake system components are heated to a temperature equal to or higher than the intake air temperature.

[0042] This allows the engine device 1 to collide the low GHG fuel in a liquid state or a mixture of liquid and gas with the high-temperature wall surface of the intake path 35 or high-temperature intake system components, thereby heating the collided low GHG fuel and promoting its vaporization.

[0043] According to the present embodiment, the wall surface of the intake path 35 is heated by utilizing exhaust heat from the engine 2. Specifically, the exhaust heat from the engine 2 is the heat of the exhaust gas from the engine 2 and / or the heat of the coolant that cools the engine 2.

[0044] As a result, the engine device 1 can efficiently heat the wall surface of the intake path 35 with a simple configuration that utilizes the exhaust heat from the engine 2.

[0045] In the above embodiment, the fuel injection unit 32 is provided for each cylinder 12 to supply low GHG fuel to the combustion chamber 12a of each cylinder 12, and is arranged to inject the low GHG fuel toward the wall surface of the intake manifold 22 or the intake port 18 of the intake passage 35 so that the low GHG fuel collides with the wall surface. However, the present invention is not limited to this example. For example, in a modified example, the fuel injection unit 32 may be provided in the intake passage 3 so as to inject the low GHG fuel toward the wall surface of the intake passage 35 common to all cylinders 12, for example, the wall surface of the intake passage 3, so that the low GHG fuel collides with the wall surface of the intake passage 3, as shown in FIG.

[0046] In this modified example, the engine device 1 is configured without the intercooler 6, and is configured so that the intake passage 3 is heated at a position where the low GHG fuel is impinged by the fuel injection unit 32. In this case, the heating unit 33 may be configured to heat the intake passage 3 by utilizing exhaust heat from the engine 2, or may be configured as a heater to heat the intake passage 3. The engine device 1 lowers the temperature of the low GHG fuel after impingement using the latent heat of vaporization of the low GHG fuel, thereby lowering the temperature of the mixture of air and low GHG fuel supplied to the engine 2.

[0047] In the above embodiment, the heating unit 33 has been described as having either a configuration that uses exhaust heat from the engine 2 (exhaust gas from the engine 2 or coolant after heat exchange) or a configuration that uses a heater to heat the wall surfaces of the intake path 35 or the intake system components, but the present invention is not limited to this example. In another example, the heating unit 33 may be configured to have both a configuration that uses exhaust heat from the engine 2 and a configuration that uses a heater, and the engine device 1 (control unit 9) may select either configuration depending on the driving situation or driving environment to heat the wall surfaces of the intake path 35 or the intake system components.

[0048] For example, when the engine 2 is started, the exhaust heat from the engine 2 has not yet reached a temperature at which the wall surfaces of the intake path 35 or the intake system components can be heated to a target temperature, so the control unit 9 heats the wall surfaces of the intake path 35 or the intake system components using a heater. The control unit 9 may determine that the engine 2 is starting up when a predetermined time has elapsed since the engine 2 began to start, or when the exhaust gas emitted from the engine 2 or the coolant after heat exchange reaches a predetermined temperature. After the engine 2 has started up, the control unit 9 switches from the configuration using a heater to the configuration using the exhaust heat from the engine 2 to heat the wall surfaces of the intake path 35 or the intake system components.

[0049] In the present invention, the engine device 1 does not need to vaporize all of the liquid fuel, but rather generates a mixture in which the gaseous fuel is uniformly dispersed in the air (intake air) even if some liquid fuel remains.

[0050] Furthermore, the present invention can be modified as appropriate within the scope that does not contradict the gist or idea 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 idea of ​​the present invention.

[0051] [Appendix to the invention] The following is a summary 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.

[0052] <Appendix 1> An engine device that supplies fuel to drive an engine, an intake path through which intake air flows into the engine; an intake system component provided inside the intake path; a fuel injection unit that injects the fuel in a liquid state or a mixture of liquid and gas inside the intake path toward a wall surface of the intake path or the intake system component; An engine device comprising:

[0053] <Appendix 2> The engine device described in Appendix 1, characterized in that the fuel injection unit injects the fuel along the intake direction in the intake path, causing the fuel to collide with a wall surface of the intake path or the intake system component.

[0054] <Appendix 3> 3. The engine device according to claim 1, wherein the wall surface of the intake path or the intake system components is heated to a temperature equal to or higher than the intake air temperature.

[0055] <Appendix 4> 4. The engine device according to any one of claims 1 to 3, wherein the wall surface of the intake path is a wall surface of an intake manifold or an intake port, and the intake system part is an intake valve.

[0056] <Appendix 5> 4. The engine device according to claim 3, wherein a wall surface of the intake path is heated by utilizing exhaust heat from the engine.

[0057] <Appendix 6> 6. The engine device according to claim 5, wherein the waste heat from the engine is heat of exhaust gas from the engine and / or heat of cooling water that cools the engine.

[0058] <Appendix 7> 7. The engine device according to any one of claims 1 to 6, wherein the fuel is ammonia or methanol. [Explanation of symbols]

[0059] 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 Fuel Tank 31 Fuel flow path 32 Fuel injection part 33 Heating section 35 Intake path

Claims

1. An engine device that supplies fuel to drive an engine, an intake path through which intake air flows into the engine; an intake system component provided inside the intake path; a fuel injection unit that injects the fuel in a liquid state or a mixture of liquid and gas inside the intake path toward a wall surface of the intake path or the intake system component; An engine device comprising:

2. 2. The engine device according to claim 1, wherein the fuel injection unit injects the fuel along an intake direction in the intake path, causing the fuel to collide with a wall surface of the intake path or the intake system component.

3. 2. The engine apparatus according to claim 1, wherein the wall surface of the intake passage or the intake system components is heated to a temperature equal to or higher than the intake air temperature.

4. 2. The engine apparatus according to claim 1, wherein the wall surface of the intake path is a wall surface of an intake manifold or an intake port, and the intake system component is an intake valve.

5. 4. The engine device according to claim 3, wherein a wall surface of the intake passage is heated by utilizing exhaust heat from the engine.

6. 6. The engine device according to claim 5, wherein the waste heat from the engine is heat of exhaust gas from the engine and / or heat of cooling water that cools the engine.

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

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