Engine device

Abstract

To provide an engine device capable of stably combusting a main fuel that is a low GHG fuel, which has a less amount of greenhouse effect gas discharge, by applying one fuel injection valve that individually injects two types of fuels.SOLUTION: An engine device 1 comprises an engine 2 that is operated by combusting two types of fuels, and one fuel injection valve 7 that can individually inject the two types of fuels to the engine 2. In the engine device 1, at the time of injecting a main fuel including a low GHG fuel, which has a less greenhouse effect gas discharge than a petroleum-based fuel, and a hydrocarbon-based auxiliary fuel as the two types of fuels to the engine 2 by the fuel injection valve 7, a control unit 8 performs control such that, in one cycle of the engine 2, 90% of a total injection volume of the auxiliary fuel is injected before 50% of a total injection volume of the main fuel is injected.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an engine device that includes an engine that runs by burning two types of fuel, and one fuel injection valve that can inject each of the two types of fuel into the engine separately. [Background technology]

[0002] Conventionally, some engine devices have an engine that runs by burning two types of fuel, and it is necessary to supply the two types of fuel separately to such an engine. Therefore, the engine device is provided with a single fuel injection valve that can inject the two types of fuel separately into the engine.

[0003] For example, Patent Document 1 discloses a fuel injection device for an internal combustion engine that injects mutually different first and second fuels into a cylinder from a common fuel injection valve. The fuel injection valve has a first valve chamber on the central side and a second valve chamber on the outer periphery separated from the first valve chamber by a partition wall, a valve body having a first nozzle hole leading to the first valve chamber and a second nozzle hole leading to the second valve chamber at its tip, a first valve body disposed in the first valve chamber so as to be able to open and close the first nozzle hole, a second valve body disposed in the second valve chamber so as to be able to open and close the second nozzle hole, a first drive mechanism that drives the first valve body to open and close, and a second drive mechanism that drives the second valve body to open and close independently of drive of the first valve body by the first drive mechanism, and the first fuel is guided to either the first valve chamber or the second valve chamber, and the other fuel is guided to the other valve chamber. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-057884 Summary of the Invention [Problem to be solved by the invention]

[0005] In the prior art disclosed in Patent Document 1, the fuel injection device essentially incorporates two sets of common rail systems, and these common rail systems are used to inject two types of fuel independently from one fuel injection valve. However, compared to other technologies that use two sets of common rail systems to inject two types of fuel independently from two fuel injection valves, the prior art described above has the problem of being structurally complex and precise, which makes it commercially expensive and difficult to manufacture.

[0006] Furthermore, Patent Document 1 only discloses in a limited manner a control method and a method for using the injection of two types of fuel, but does not disclose or suggest at all an effective method for using the above-mentioned conventional technology to inject two types of fuel: a main fuel that is a low-GHG (Green House Gas) fuel with low greenhouse gas emissions, such as ammonia or alcohol, and a secondary fuel that is a hydrocarbon fuel, such as diesel. Therefore, there is a problem of improving the instability of combustion of the flame-retardant main fuel or promoting the reduction of greenhouse gas emissions.

[0007] The present invention aims to provide an engine device that uses one fuel injection valve that injects two types of fuel independently of each other, and that can stably burn a main fuel that is a low-GHG fuel with low greenhouse gas emissions. [Means for solving the problem]

[0008] In order to solve the above problems, the engine device of the present invention is an engine device comprising an engine that operates by burning two types of fuel and one fuel injection valve that can inject each of the two types of fuel into the engine separately, wherein when the two types of fuel are a main fuel including a low-GHG fuel that emits less greenhouse gases than petroleum-based fuel and a hydrocarbon-based secondary fuel, and the main fuel and the secondary fuel are injected into the engine by the fuel injection valve, 90% of the total injection amount of the secondary fuel is injected in one cycle of the engine before 50% of the total injection amount of the main fuel is injected. [Effects of the Invention]

[0009] According to the present invention, an engine device is provided that uses one fuel injection valve that injects two types of fuel independently of each other, and that can stably burn a main fuel that is a low-GHG fuel with low greenhouse gas emissions. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic diagram illustrating an example of an engine device according to an embodiment of the present invention. [Figure 2] 1 is a schematic diagram illustrating an example of a fuel injection valve in an engine device according to an embodiment of the present invention. [Figure 3] 4 is a graph showing an example of injection timings of a main fuel and a secondary fuel in an engine device according to an embodiment of the present invention. [Figure 4] 6 is a graph showing an example of injection timings of main fuel and secondary fuel in an engine device according to a first modified example of the present invention. [Figure 5] 10 is a graph showing an example of injection timings of main fuel and secondary fuel in an engine device according to a second modified example of the present invention. [Figure 6] 10 is a graph showing an example of injection timings of main fuel and secondary fuel in an engine device according to a third modified example of the present invention. [Figure 7] 10 is a graph showing an example of injection timings of main fuel and secondary fuel in an engine device according to a fourth modified example of the present invention. [Figure 8] 10 is a graph showing an example of injection timings of main fuel and secondary fuel in an engine device according to a fifth modified example of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] 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 main fuel supply device 5, a secondary fuel supply device 6, a fuel injection valve 7, and a control device 8.

[0012] Particularly in this embodiment, the engine 2 is configured to operate by burning at least one fuel selected from a main fuel including a low-GHG (Green House Gas) fuel such as ammonia or alcohol (e.g., ethanol, butanol, or methanol) that emits less greenhouse gases than petroleum-based fuels, and a secondary fuel that is a hydrocarbon fuel such as diesel, kerosene, or heavy oil, in a combustion chamber 31a of each cylinder 31 formed by a cylinder 33 and a piston 34. In the engine device 1, the main fuel, the secondary fuel, and air are supplied to the combustion chamber 31a of each cylinder 31 of the engine 2, and a mixture of the main fuel and air, or a mixture of the secondary fuel and air, or a mixture of the main fuel, the secondary fuel, and air is generated in the combustion chamber 31a. In the engine device 1, the supply of the main fuel and the secondary fuel is controlled by a control device 8.

[0013] The main fuel supply device 5 includes a main fuel tank 11 and a main fuel supply unit 12 .

[0014] The main fuel tank 11 is filled with and stores the main fuel, which is a low-GHG fuel such as ammonia or alcohol that emits little greenhouse gases, from the outside, and is connected to the fuel injection valve 7 via a main fuel supply unit 12.

[0015] The main fuel supply unit 12 pressurizes the main fuel supplied from the main fuel tank 11 and supplies it to the fuel injection valve 7. The main fuel supply unit 12 may be one that uses a common rail system to pressurize and supply the main fuel, or may be one that uses a mechanically controlled device to pressurize and supply the main fuel.

[0016] The auxiliary fuel supply device 6 includes an auxiliary fuel tank 14 and an auxiliary fuel supply unit 15.

[0017] The secondary fuel tank 14 is filled with and stores secondary fuel, which is a hydrocarbon fuel such as diesel, kerosene, or heavy oil, from the outside, and is connected to a secondary fuel supply unit 15 .

[0018] The secondary fuel supply unit 15 pressurizes the secondary fuel supplied from the secondary fuel tank 14 and supplies it to the fuel injection valve 7. The secondary fuel supply unit 15 may be one that uses a common rail system to pressurize and supply the secondary fuel, or may be one that uses a mechanically controlled device to pressurize and supply the secondary fuel.

[0019] A fuel injection valve 7 is provided for each cylinder 31 of the engine 2, and supplies main fuel and secondary fuel separately to the combustion chamber 31a of each cylinder 31. The fuel injection valve 7 is configured, for example, as an integrated dual-fuel injector, and has a main fuel injection section 7a that injects main fuel into the combustion chamber 31a, and a secondary fuel injection section 7b that injects secondary fuel into the combustion chamber 31a. The fuel injection valve 7 is provided in the cylinder head 35 so as to inject the main fuel and secondary fuel from near the radial center of each combustion chamber 31a (cylinder 33). The fuel injection valve 7 is controlled by a control device 8 in terms of the injection timing, injection amount, injection pressure, number of injections, etc. of the main fuel and secondary fuel.

[0020] 2, the fuel injection valve 7, which is a dual-fuel injector, includes a single cylindrical valve body 20, a first cylindrical valve chamber 21 for supplying a main fuel, and a second cylindrical valve chamber 22 for supplying a secondary fuel, and also includes a first nozzle hole 23 communicating between the first valve chamber 21 and the outside, and a second nozzle hole 24 communicating between the second valve chamber 22 and the outside. The fuel injection valve 7 also includes a first cylindrical valve body 25 that slides within the first valve chamber 21, and a second cylindrical valve body 26 that slides within the second valve chamber 22, and also includes a first drive unit 27 that drives the first valve body 25 and a second drive unit 28 that drives the second valve body 26.

[0021] The main fuel injection unit 7a is configured to have a first valve chamber 21, a first nozzle hole 23, a first valve body 25, and a first drive unit 27, and the secondary fuel injection unit 7b is configured to have a second valve chamber 22, a second nozzle hole 24, a second valve body 26, and a second drive unit 28. The secondary fuel injection unit 7b functions as an ignition device that ignites the mixture of main fuel and air compressed in the combustion chamber 31a or the compressed air by injecting secondary fuel into it.

[0022] The first drive unit 27 drives the first valve body 25 in response to an electric signal from the control device 8, causing it to slide between a closed position where the first nozzle hole 23 is closed and an open position where the first nozzle hole 23 is opened within the first valve chamber 21. The second drive unit 28 drives the second valve body 26 in response to an electric signal from the control device 8, causing it to slide between a closed position where the second nozzle hole 24 is closed and an open position where the second nozzle hole 24 is opened within the second valve chamber 22.

[0023] The first valve chamber 21 is connected to the main fuel supply unit 12, and pressurized main fuel is supplied from the main fuel supply unit 12 to the first valve chamber 21. When the first valve body 25 opens the first nozzle hole 23, the main fuel is injected from the first valve chamber 21 through the first nozzle hole 23 to the outside of the fuel injection valve 7. The second valve chamber 22 is connected to the secondary fuel supply unit 15, and pressurized secondary fuel is supplied from the secondary fuel supply unit 15 to the second valve chamber 22. When the second valve body 26 opens the second nozzle hole 24, the secondary fuel is injected from the second valve chamber 22 through the second nozzle hole 24 to the outside of the fuel injection valve 7.

[0024] The fuel injection valve 7 normally injects the main fuel into the combustion chamber 31a when the piston 34 moves toward top dead center, and when the mixture of the main fuel and air supplied into the combustion chamber 31a is compressed by the piston 34 moving toward top dead center, and the temperature and pressure of the mixture are increased, the fuel injection valve 7 injects the secondary fuel into the mixture in the combustion chamber 31a, thereby igniting and burning the mixture.

[0025] The engine 2 is, for example, a four-stroke engine, and is configured by including a cylinder block 30 with a plurality of cylinders 31 and a crankcase 32. In Fig. 1, one cylinder 31 is shown, and the other cylinders 31 are not shown. As shown in Fig. 1, each cylinder 31 is configured with a cylinder 33, a piston 34, and a cylinder head 35.

[0026] The cylinder 33 is formed, for example, in a cylindrical shape within the cylinder block 30, and the piston 34 is slidably housed within the cylinder 33. The cylinder head 35 is attached to the upper side of the cylinder 33, and combustion chambers 31a are formed inside the cylinder 33 and the cylinder head 35. The cylinder head 35 is provided with fuel injection valves 7 that inject main fuel and secondary fuel into each combustion chamber 31a so as to inject from the radial center of each combustion chamber 31a (cylinder 33).

[0027] Each cylinder 33 of the multiple cylinders 31 is connected to a crankcase 32, and a crankshaft 37 is rotatably supported by the crankcase 32. A piston 34 of each cylinder 31 is connected to the crankshaft 37 via a connecting rod 38, and the reciprocating motion of the piston 34 is converted into the rotational motion of the crankshaft 37 via the connecting rod 38.

[0028] The cylinder head 35 has an intake port 39 and an exhaust port 40 that communicate with the combustion chamber 31a of the cylinder 33, and is equipped with an intake valve 41 and an exhaust valve 42 that open and close the intake port 39 and the exhaust port 40, respectively, to the combustion chamber 31a.

[0029] The intake port 39 is connected to the intake passage 3 and introduces air supplied from the intake passage 3 into the combustion chamber 31a, while the exhaust port 40 is connected to the exhaust passage 4 and discharges exhaust gas generated in the combustion chamber 31a into the exhaust passage 4. By opening the intake valve 41, air from the intake passage 3 can be taken into the combustion chamber 31a via the intake port 39, while by opening the exhaust valve 42, exhaust gas generated in the combustion chamber 31a can be exhausted via the exhaust port 40.

[0030] The intake passage 3 is connected to the multiple cylinders 31 of the engine 2 and supplies compressed and cooled air to each cylinder 31. Air is supplied from the intake passage 3 to the combustion chamber 31a of each cylinder 31, and main fuel is supplied from the main fuel supply device 5 to the combustion chamber 31a of each cylinder 31, thereby generating a mixture of main fuel and air in the combustion chamber 31a of each cylinder 31. Alternatively, secondary fuel is supplied from the secondary fuel supply device 6 to the combustion chamber 31a of each cylinder 31, thereby generating a mixture of secondary fuel and air in the combustion chamber 31a of each cylinder 31. The intake passage 3 is connected to the engine 2, for example, via an intake manifold 43. The intake manifold 43 has branch passages 43a branching to the multiple cylinders 31, and each branch passage 43a is connected to a corresponding intake port 39.

[0031] The exhaust passage 4 is connected to the multiple cylinders 31 of the engine 2, and passes through and discharges exhaust gas generated in each cylinder 31. The exhaust passage 4 is connected to the engine 2, for example, via an exhaust manifold 44. The exhaust manifold 44 has branch passages 44a that branch off to the multiple cylinders 31, and each branch passage 44a is connected to a corresponding exhaust port 40. The exhaust passage 4 may be provided with a treatment device, such as a selective reduction catalyst or an ammonia adsorption catalyst, on the downstream side in the exhaust direction for treating the exhaust gas passing through the exhaust passage 4.

[0032] The control device 8 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 device 8 may store various programs for controlling the engine 2, and control the engine 2 by reading and executing the programs.

[0033] In this embodiment, the control device 8 electrically controls the injection amount, injection pressure, injection timing, and number of injections of the main fuel by the main fuel injection unit 7a of the fuel injection valve 7, and also electrically controls the injection amount, injection pressure, injection timing, and number of injections of the secondary fuel by the secondary fuel injection unit 7b. In this case, the control device 8 controls the injection amount and / or injection timing of the main fuel and the secondary fuel so that a predetermined total injection amount of the main fuel and a predetermined total injection amount of the secondary fuel are injected into the combustion chamber 31a of the engine 2 for each cycle of the engine 2. The control device 8 also controls the injection amount and / or injection timing of the main fuel and the injection amount and / or injection timing of the secondary fuel so that 90% of the total injection amount of the secondary fuel is injected before 50% of the total injection amount of the main fuel is injected. The total injection amount of the main fuel may be determined by weight, volume, calorific value, etc., and the total injection amount of the secondary fuel may be determined by weight, volume, calorific value, etc.

[0034] For example, as shown in Fig. 3, the control device 8 injects the main fuel into the combustion chamber 31a when the piston 34 reaches top dead center during the compression stroke of each cylinder 31, and controls the fuel injection valve 7 so that injection of 90% of the total injection amount of the secondary fuel is completed before 50% of the total injection amount of the main fuel is injected. In the example shown in Fig. 3, injection of the secondary fuel is started before injection of the main fuel is started, and the main fuel is injected into the combustion chamber 31a after the secondary fuel has been compressed, ignited, and burned in the combustion chamber 31a, making it easier for the flame-resistant main fuel to burn.

[0035] 3, the fuel injection valve 7 injects the main fuel over a period of time before and after the piston 34 reaches top dead center, but the present invention does not limit the injection timing of the main fuel to this example as long as injection of 90% of the total injection amount of secondary fuel is completed before injection of 50% of the total injection amount of main fuel is completed. Alternatively, in other examples, the fuel injection valve 7 may complete injection of the total injection amount of main fuel before the piston 34 reaches top dead center, or may start injection of the main fuel after the piston 34 reaches top dead center.

[0036] 3, the fuel injection valve 7 injects the secondary fuel both before and after the piston 34 reaches top dead center, but the present invention does not limit the injection timing of the secondary fuel to this example as long as injection of 90% of the total injection amount of the secondary fuel is completed before injection of 50% of the total injection amount of the main fuel is completed. Alternatively, in other examples, the fuel injection valve 7 may complete injection of the total injection amount of the secondary fuel before the piston 34 reaches top dead center, or may start injection of the secondary fuel after the piston 34 reaches top dead center.

[0037] As described above, according to the present invention, the engine system 1 includes the engine 2 that operates by burning two types of fuel, and one fuel injection valve 7 that can individually inject each of the two types of fuel into the engine 2. In this engine system 1, when the control device 8 injects the two types of fuel, that is, the main fuel containing a low-GHG fuel that emits less greenhouse gases than petroleum-based fuel and the hydrocarbon-based secondary fuel, into the engine 2 using the fuel injection valve 7, the control device 8 injects 90% of the total injection amount of the secondary fuel in one cycle of the engine 2 before injecting 50% of the total injection amount of the main fuel. For example, the main fuel contains ammonia or alcohol as a low-GHG fuel.

[0038] As a result, according to the engine device 1 of the present invention, the main fuel and the secondary fuel are injected separately from one fuel injection valve 7, so that the main fuel and the secondary fuel can be injected from the radial center of the cylinder 33 (combustion chamber 31a). Also, in one cycle of the engine 2, by injecting a large amount of secondary fuel in the first half of the injection of the main fuel, combustion is promoted by making the flammable secondary fuel the main fuel in the first half of combustion, and thereafter, the heat and flame from the combustion of the secondary fuel promote the combustion of the non-flammable main fuel, thereby realizing stable combustion. In this way, according to the engine device 1, by using one fuel injection valve 7 that injects two types of fuel independently from each other, stable combustion of the main fuel, which is a low-GHG fuel with low greenhouse gas emissions, can be achieved.

[0039] Furthermore, as a first modification, as shown in Fig. 4, in a state where a mixture of main fuel and air is generated in each combustion chamber 31a of the engine 2 by injection of the main fuel, the control device 8 injects secondary fuel from the radial center of the combustion chamber 31a, and controls the fuel injection valve 7 so that injection of 90% of the total injection amount of secondary fuel is completed before 50% of the total injection amount of main fuel is injected. For example, in the example shown in Fig. 4, after injection of main fuel is started and a mixture of main fuel and air is generated and compressed in each combustion chamber 31a, injection of secondary fuel is started to ignite the main fuel mixture in each combustion chamber 31a, and then main fuel is injected into each combustion chamber 31a and burned.

[0040] As a result, when a mixture of main fuel is generated in the combustion chamber 31a, secondary fuel is injected from the radial center of the combustion chamber 31a, and the secondary fuel ignites the mixture of main fuel, propagating the flame to the mixture of main fuel, thereby achieving stable combustion.

[0041] Alternatively, as a second modified example, as shown in Fig. 5, in a state where a mixture of secondary fuel and air is generated in each combustion chamber 31a of the engine 2 by injection of the secondary fuel, the control device 8 controls the fuel injection valve 7 to inject main fuel from the radial center of the combustion chamber 31a and complete injection of 90% of the total injection amount of secondary fuel before 50% of the total injection amount of main fuel is injected. For example, in the example shown in Fig. 5, after injection of secondary fuel is started to generate a mixture of secondary fuel and air in each combustion chamber 31a, when the secondary fuel mixture is compressed and ignited, injection of main fuel is started to burn the main fuel in each combustion chamber 31a.

[0042] As a result, by injecting the main fuel from the radial center of the combustion chamber 31a while a mixture of secondary fuel is being generated in the combustion chamber 31a, the secondary fuel is ignited and combustion mainly consisting of the secondary fuel begins, and then the combustion of the secondary fuel propagates the flame to the main fuel, thereby achieving stable combustion.

[0043] 6, in a third modified example, the control device 8 injects main fuel from the radial center of the combustion chamber 31a in a state where the secondary fuel has been ignited in each combustion chamber 31a of the engine 2 by injection of the secondary fuel, and controls the fuel injection valve 7 to complete injection of 90% of the total injection amount of secondary fuel before 50% of the total injection amount of main fuel has been injected. For example, in the example shown in FIG. 6, after injection of secondary fuel is started and the mixture of secondary fuel and air generated in each combustion chamber 31a is compressed and ignited, injection of main fuel is started to burn the main fuel in each combustion chamber 31a.

[0044] As a result, when the secondary fuel is ignited and a flame is generated in the combustion chamber 31a, the main fuel is injected from the radial center of the combustion chamber 31a, and the combustion of the secondary fuel propagates the flame to the main fuel, thereby achieving stable combustion.

[0045] The fuel injection valve 7 may start injecting the main fuel after completing injection of the secondary fuel (injection of 100% of the total injection amount) as in a second modified example (see FIG. 5), or may start injecting the main fuel after completing injection of 90% of the total injection amount of the secondary fuel but before completing injection of 100% of the total injection amount of the secondary fuel as in a third modified example (see FIG. 6).

[0046] In a fourth modified example, as shown in FIG. 7, the control device 8 injects the main fuel multiple times during one cycle of the engine 2, while controlling the fuel injection valve 7 so that injection of 90% of the total injection amount of secondary fuel is completed before 50% of the total injection amount of main fuel is injected. For example, in the example shown in FIG. 7, the main fuel is injected in two injects, each half of the total injection amount, and the first injection of the main fuel and the injection of the secondary fuel are initiated to generate a mixture of the main fuel, secondary fuel, and air in each combustion chamber 31a. The secondary fuel mixture is compressed and ignited, and the main fuel mixture is burned. Then, the second injection of the main fuel is initiated into each combustion chamber 31a to burn it. Note that in the fourth modified example, the number of injections of the main fuel is not limited to two, or may be set to three or more.

[0047] This makes it possible to control the combustion speed of the main fuel by dividing the injection of the main fuel into multiple injections, thereby suppressing sudden increases in pressure and temperature and the resulting combustion noise, while also achieving improved exhaust gas properties and reduced fuel consumption.

[0048] In a fifth modified example, as shown in Fig. 8, the control device 8 injects secondary fuel multiple times in one cycle of the engine 2, and controls the fuel injection valve 7 so that injection of 90% of the total injection amount of secondary fuel is completed before 50% of the total injection amount of main fuel is injected. For example, in the example shown in Fig. 8, secondary fuel is injected in two injects, each half of the total injection amount, and the first and second injections of secondary fuel are initiated to generate a mixture of secondary fuel and air in each combustion chamber 31a. When the secondary fuel mixture is compressed and ignited, injection of main fuel is initiated to burn the main fuel in each combustion chamber 31a. Note that in the fifth modified example, the number of injections of secondary fuel is not limited to two, or may be set to three or more.

[0049] This makes it possible to control the combustion timing of the main fuel by dividing the injection of the secondary fuel into multiple injections, thereby suppressing sudden increases in pressure and temperature and the resulting combustion noise, while improving exhaust gas properties and reducing fuel consumption.

[0050] In the above embodiment, the fuel injection valve 7 is configured with the main fuel injection section 7a having the first valve chamber 21, the first nozzle hole 23, the first valve body 25, and the first drive section 27, and the secondary fuel injection section 7b having the second valve chamber 22, the second nozzle hole 24, the second valve body 26, and the second drive section 28. However, the present invention is not limited to this example. Alternatively, in another example, the fuel injection valve 7 may be configured to include a first passage for supplying the main fuel and a second passage for supplying the secondary fuel to a single valve body, and to include nozzle holes communicating with each passage, so that the main fuel and the secondary fuel can be supplied separately by switching between the first passage and the second passage for the nozzle hole.

[0051] 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.

[0052] [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.

[0053] <Appendix 1> An engine that runs on two types of fuel, an engine device including a fuel injection valve capable of individually injecting each of the two types of fuel into the engine, An engine device characterized in that, when the two types of fuels, a main fuel including a low-GHG fuel that emits less greenhouse gases than petroleum-based fuel and a hydrocarbon-based secondary fuel, are injected into the engine by the fuel injection valve, 90% of the total injection amount of the secondary fuel is injected in one cycle of the engine before 50% of the total injection amount of the main fuel is injected.

[0054] <Appendix 2> 2. The engine device according to claim 1, wherein the secondary fuel is injected from a radial center of the combustion chamber in a state where a mixture of the main fuel and air is generated in the combustion chamber of the engine by injection of the main fuel.

[0055] <Appendix 3> 2. The engine device according to claim 1, wherein the main fuel is injected from the radial center of the combustion chamber in a state where a mixture of the secondary fuel and air is generated in the combustion chamber of the engine by injection of the secondary fuel.

[0056] <Appendix 4> 4. The engine device according to claim 3, wherein the main fuel is injected from the radial center of the combustion chamber in a state where the secondary fuel is ignited in the combustion chamber of the engine by injection of the secondary fuel.

[0057] <Appendix 5> 5. The engine device according to any one of claims 1 to 4, wherein the main fuel is injected a plurality of times in one cycle of the engine.

[0058] <Appendix 6> 6. The engine device according to any one of claims 1 to 5, wherein the secondary fuel is injected a plurality of times in one cycle of the engine.

[0059] <Appendix 7> 7. The engine device according to any one of claims 1 to 6, wherein the main fuel contains ammonia or alcohol as the low GHG fuel. [Explanation of symbols]

[0060] 1 Engine equipment 2 engines 3 Intake passage 4 Exhaust passage 5 Main fuel supply system 6 Auxiliary fuel supply device 7 Fuel injection valve 7a Main fuel injection section 7b Auxiliary fuel injection section 8 Control Device 11 Main fuel tank 12 Main fuel supply 14 Auxiliary fuel tank 15 Auxiliary fuel supply section 20 Valve body 21 1st valve chamber 22 2nd valve chamber 23 No. 1 nozzle 24 No. 2 nozzle 25 First valve body 26 Second valve body 27 First drive unit 28 Second drive unit 30 Cylinder block 31 cylinders 31a Combustion chamber 32 Crankcase 33 cylinders 34 Piston 35 cylinder head 37 crankshaft 38 Connecting rod 39 Intake port 40 exhaust port 41 Intake valve 42 Exhaust valve 43 Intake manifold 43a Branch channel 44 Exhaust manifold 44a Branch channel

Claims

1. An engine that runs on two types of fuel, an engine apparatus including a fuel injection valve capable of individually injecting each of the two types of fuel into the engine, an engine device characterized in that, when the two types of fuels, a main fuel including a low-GHG fuel that emits less greenhouse gases than petroleum-based fuel and a hydrocarbon-based secondary fuel, are injected into the engine by the fuel injection valve, 90% of a total injection amount of the secondary fuel is injected in one cycle of the engine before 50% of a total injection amount of the main fuel is injected.

2. 2. The engine device according to claim 1, wherein the secondary fuel is injected from the radial center of the combustion chamber in a state where a mixture of the main fuel and air is generated in the combustion chamber of the engine by injection of the main fuel.

3. 2. The engine device according to claim 1, wherein the main fuel is injected from the radial center of the combustion chamber in a state where a mixture of the secondary fuel and air is generated in the combustion chamber of the engine by injection of the secondary fuel.

4. 4. The engine device according to claim 3, wherein the main fuel is injected from the radial center of the combustion chamber in a state where the secondary fuel is ignited in the combustion chamber of the engine by injection of the secondary fuel.

5. 2. The engine device according to claim 1, wherein the main fuel is injected a plurality of times in one cycle of the engine.

6. 2. The engine device according to claim 1, wherein the secondary fuel is injected a plurality of times in one cycle of the engine.

7. 2. The engine apparatus according to claim 1, wherein the main fuel contains ammonia or alcohol as the low GHG fuel.

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