Internal combustion engines and internal combustion engine systems

Abstract

The present invention provides an internal combustion engine and an internal combustion engine system that can reduce the difficulty of piping installation, even if a portion of the piping between the internal combustion engine and the fuel pump is made up of double pipes. [Solution] The marine engine 300 is powered by methanol being pumped from a plunger pump 200 through a double pipe 21 to drive a generator 400, and is installed in the same engine room 20 where the plunger pump 200 is installed. The marine engine 300 is located between the plunger pump 200 and the generator 400.

Description

Technical Field

[0001] The present invention relates to an internal combustion engine and an internal combustion engine system used, for example, in drainage airports, ships, and the like.

Background Art

[0002] Conventionally, as an internal combustion engine, there is one installed in an engine room of a ship, as disclosed in, for example, Japanese Unexamined Patent Application Publication No. 2015-221645 (Patent Document 1).

[0003] In the above ship, a fuel pump for pumping fuel in a fuel tank to an internal combustion engine is installed outside the engine room.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] A pipe for guiding fuel from the above fuel pump to the internal combustion engine is provided from outside the engine room to inside the engine room. Among this pipe, the portion arranged inside the engine room is composed of a double pipe, so the structure has become complicated.

[0006] Also, since the above fuel pump is installed outside the engine room while the internal combustion engine is installed inside the engine room, the pipe between the fuel pump and the internal combustion engine becomes long.

[0007] Thus, since the pipe between the above fuel pump and the internal combustion engine has a complicated structure and is long, the construction of this pipe is made difficult.

[0008] That is, there is a problem that the difficulty of constructing a pipe between the above internal combustion engine and the fuel pump is high.

[0009] Therefore, the object of the present invention is to provide an internal combustion engine and an internal combustion engine system that can reduce the difficulty of piping construction even if a portion of the piping between the internal combustion engine and the fuel pump is made up of double pipes. [Means for solving the problem]

[0010] An internal combustion engine according to a first aspect of the present invention is: An internal combustion engine in which fuel is pumped from a fuel pump through a double-pipe structure to drive a driven part, It is installed in the same space as the fuel pump and is located between the fuel pump and the driven unit.

[0011] Here, the double-pipe structure described above refers to a structure obtained by combining an inner pipe and an outer pipe whose inner diameter is larger than the outer diameter of the inner pipe, in which the inner pipe is inserted into the outer pipe and the outer surface of the inner pipe faces the inner surface of the outer pipe. Therefore, piping having the double-pipe structure described above means, for example, a multi-layered pipe such as a double pipe.

[0012] According to the above configuration, the internal combustion engine is installed in the same space as the fuel pump. Therefore, compared to when the internal combustion engine and fuel pump are installed in separate spaces, the piping, which has a double-walled structure to withstand, for example, several hundred bar, can be shortened. As a result, the difficulty of installing the piping can be reduced.

[0013] Since the internal combustion engine is installed in the same space as the fuel pump, it is not necessary to install double-pipe piping in other spaces. Therefore, the work efficiency related to the installation of the piping can be improved.

[0014] For example, if an internal combustion engine and fuel pump are installed in the engine room of a ship, the pressure required to deliver fuel from the ship's fuel room to the fuel pump in the engine room can be as low as, say, a few bar. As a result, the piping that guides fuel from the ship's fuel room to the fuel pump in the engine room does not need to be constructed to withstand high pressures of, say, several hundred bar.

[0015] Furthermore, in that case, the piping that guides fuel from the ship's fuel room to the fuel pump in the engine room does not need to be constructed to withstand high pressures of several hundred bar, for example, thus reducing the difficulty of constructing this piping.

[0016] If the direction connecting the fuel pump and the driven unit is, for example, the front-to-back direction of the internal combustion engine, the internal combustion engine is located between the fuel pump and the driven unit, thus preventing a reduction in the lateral space of the internal combustion engine. As a result, the user can work more easily in the space in front of and behind the internal combustion engine, making maintenance of the internal combustion engine more comfortable.

[0017] An internal combustion engine system according to a second aspect of the present invention is: An internal combustion engine of the first embodiment, A first support part that supports the internal combustion engine, A second support portion that supports the fuel pump mentioned above and It is equipped with.

[0018] According to the above configuration, the first support part supports the internal combustion engine and the second support part supports the fuel pump, so the height relationship between the internal combustion engine and the fuel pump can be changed simply by changing the height of either the first support part or the second support part.

[0019] An internal combustion engine system according to a third aspect of the present invention is: In the second embodiment of the internal combustion engine system, The common base having the first support portion and the second support portion described above mounts the internal combustion engine, fuel pump, and driven unit.

[0020] According to the above configuration, by mounting the internal combustion engine, fuel pump, and driven unit on a common base having the first and second support parts, the internal combustion engine, fuel pump, and driven unit are less likely to resonate compared to when each of them is mounted on a separate base. Therefore, vibration damage to the internal combustion engine, fuel pump, and driven unit can be suppressed.

[0021] The internal combustion engine system according to the fourth aspect of the present invention is In the internal combustion engine system of the second or third aspect, The fuel pump has a casing having first and second components joined to each other, first and second seal portions for sealing between the first component and the second component, a first flow path extending from the first component to the second component and guiding the fuel, and is provided with The first seal portion is arranged so as to surround the first flow path, while the second seal portion is arranged so as to surround the first seal portion.

[0022] According to the above configuration, since the first seal portion is arranged so as to surround the first flow path, it is possible to prevent fuel from leaking from inside the first flow path to the outside of the casing.

[0023] Since the second seal portion is arranged so as to surround the first seal portion, even if the sealing performance of the first seal portion deteriorates and fuel passes through the first seal portion, the second seal portion can prevent fuel from leaking to the outside of the casing.

[0024] The internal combustion engine system according to the fifth aspect of the present invention is In the internal combustion engine system of the fourth aspect, a groove is provided between the first seal portion and the second seal portion, and a second flow path communicating with this groove is provided in at least one of the first and second components.

[0025] According to the above configuration, since a groove is provided between the first seal portion and the second seal portion, and a second flow path communicating with this groove is provided in at least one of the first and second components, even if the sealing performance of the first seal portion deteriorates and fuel passes through the first seal portion, the fuel between the first seal portion and the second seal portion can be made to flow into the second flow path. Therefore, the risk that the fuel passing through the first seal portion passes through the second seal portion and heads outside the casing can be reduced. [Effects of the Invention]

[0026] As is clear from the above, the present invention can reduce the difficulty of piping construction even if a portion of the piping between the internal combustion engine and the fuel pump is made up of double pipes. [Brief explanation of the drawing]

[0027] [Figure 1] This is a schematic diagram illustrating the configuration of a ship to which an internal combustion engine, internal combustion engine system, and engine room structure according to one embodiment of the present invention are applied. [Figure 2] This is a schematic perspective view of the above-mentioned marine engine and its surrounding parts. [Figure 3] This is a schematic diagram illustrating the configuration of the plunger pump in the above-mentioned vessel. [Figure 4] This is a schematic bottom view of a portion of the first intermediate casing of the plunger pump described above. [Figure 5] This is a schematic bottom view of another part of the first intermediate casing described above. [Figure 6] This is a schematic diagram illustrating the configuration of a modified example of the engine room structure described above. [Modes for carrying out the invention]

[0028] Embodiments of the present invention will be described below. In the drawings, the same reference numerals indicate the same part or a corresponding part.

[0029] Furthermore, the drawings include mutually orthogonal X, Y, and Z axes as needed. The X-axis corresponds to the forward and backward direction of the vessel, the Y-axis corresponds to the left and right direction of the vessel, and the Z-axis corresponds to the up and down direction of the vessel.

[0030] Figure 1 is a schematic diagram illustrating the configuration of a ship to which an internal combustion engine and internal combustion engine system of one embodiment of the present invention are applied.

[0031] The above-mentioned vessel comprises a hull 1, a propeller 2 positioned aft of the lower part of the hull 1 and providing thrust to the hull 1, and a rudder 3 positioned aft of the propeller 2 and determining the direction in which the hull 1 moves.

[0032] The hull 1 contains a fuel room 10 in which a fuel tank 100 for storing methanol is installed, and an engine room 20 adjacent to the fuel room 10. Although not shown in the diagram, the fuel room 10 also contains a heavy oil tank for storing heavy oil A. Note that the engine room 20 is an example of a space.

[0033] The engine room 20 contains a plunger pump 200, a marine engine 300 from which methanol is pumped via a double pipe 21 from the plunger pump 200, and a generator 400 driven by the marine engine 300. The plunger pump 200 is an example of a fuel pump. The double pipe 21 is an example of piping with a double pipe structure. The generator 400 is an example of a driven unit.

[0034] The 300 marine engine is a dual-fuel engine that can switch between diesel mode operation using heavy fuel oil A and alternative fuel mode operation using methanol, depending on the situation.

[0035] The generator 400 is mechanically connected to the marine engine 300 via the drive shaft 22. This allows the generator 400 to generate electricity using the driving force of the marine engine 300.

[0036] Furthermore, a wheelhouse 30 equipped with steering devices, navigation instruments, alarms, and other equipment is provided on the upper rear of the hull 1.

[0037] In Figure 1, 23 is the propeller shaft, and 24 is the piping that guides methanol from the fuel tank 100 to the plunger pump 200. This piping is, for example, The portion located within the fuel chamber 10 consists of a single pipe, while the portion located within the engine room 20 consists of a double pipe.

[0038] Figure 2 is a schematic diagram of the marine engine 300 and its surrounding area viewed from one side (positive Y-axis direction) and from the front (positive X-axis direction) at an oblique angle from above. Note that the double pipe 21 is not shown in Figure 2.

[0039] The marine engine 300 comprises an engine body 301, a supercharger 302 adjacent to the engine body 301 on the plunger pump 200 side, and an intercooler 304 adjacent to the engine body 301 on the plunger pump 200 side, and located below the supercharger 302.

[0040] The engine body 301 includes a cylinder case 311, a cylinder head 312 connected to the upper part of the cylinder case 311, and a crankcase 313 connected to the lower part of the cylinder case 311. Inside the cylinder case 311, for example, eight pistons (not shown) are arranged to move reciprocally. Inside the crankcase 313, a crankshaft (not shown) is rotatably supported.

[0041] The reciprocating motion of the piston described above is converted into rotational motion of the crankshaft. That is, the crankshaft rotates in conjunction with the reciprocating motion of the piston. This rotational force of the crankshaft drives the generator 400 via the drive shaft 22, thereby generating electricity in the generator 400. This electricity can be used as needed for the ship's equipment (e.g., the plunger pump 200).

[0042] The supercharger 302 includes a compressor section 321 and a turbine section 322 that is mechanically connected to the compressor section 321 via a rotating shaft 323 to drive the compressor section 321.

[0043] The compressor unit 321 draws in ambient air through the intake port 302a, compresses this air, and blows it out. The compressed air blown out from the compressor unit 321 flows into the intercooler 304 via the air supply pipe 303 and is cooled by the cooling water in the intercooler 304. This cooled compressed air is supplied to the combustion chamber (the space in which the cylinder reciprocates) in the cylinder case 311.

[0044] The turbine section 322 is driven by exhaust gas from the combustion chamber in the cylinder case 311. At this time, the driving force of the turbine section 322 is transmitted to the compressor section 321 via a rotating shaft (not shown), thereby driving the compressor section 321. After driving the turbine section 322, the exhaust gas flows into the exhaust piping 305.

[0045] The exhaust gas in exhaust pipe 305 exits the engine room 20 via other exhaust pipes (not shown) and flows towards the chimney 4 (shown in Figure 1).

[0046] Furthermore, a common base 500, which is provided with a first support section 501 and a second support section 502, is installed inside the engine room 20. The lower part of this common base 500 is fixed to the floor of the engine room 20, for example, via vibration-damping rubber and bolts. The first support section 501 is an example of a first support section that supports an internal combustion engine. The second support section 502 is an example of a second support section that supports a fuel pump.

[0047] The first support portion 501 is integrally formed with the second support portion 502. More specifically, the first support portion 501 constitutes more than half of the common base 500 and supports the marine engine 300. The lower part of the marine engine 300 is fixed to the upper part of the first support portion 501, for example, with bolts.

[0048] The second support section 502 constitutes the portion of the common base 500 other than the first support section 501 and supports the plunger pump 200. The lower part of the plunger pump 200 is fixed to the upper part of the second support section 502, for example, with bolts. The second support section 502 is designed to be shorter than the first support section 501 in the X-axis and Z-axis directions.

[0049] Furthermore, the stern-side portion of the second support section 502 (the negative X-axis side) is located below the intercooler 304. In other words, the stern-side portion of the second support section 502 faces the intercooler 304 in the Z-axis direction. This makes it possible to mount the plunger pump 200 on the second support section 502 and position the stern-side portion of the plunger pump 200 in the empty space directly below the intercooler 304.

[0050] Figure 3 is a schematic diagram illustrating the configuration of the plunger pump 200.

[0051] The plunger pump 200 comprises a casing 201, a first plunger 202A, a second plunger 202B, and a third plunger 202C.

[0052] The casing 201 includes a lower casing 211, a first intermediate casing 212 positioned on the lower casing 211 with its lower surface in close contact with the upper surface of the lower casing 211, a second intermediate casing 212 positioned on the first intermediate casing 212 with its lower surface in close contact with the upper surface of the first intermediate casing 212, and an upper casing 214 positioned on the second intermediate casing 212 with its lower surface in close contact with the upper surface of the second intermediate casing 212. The lower casing 211, the first intermediate casing 212, the second intermediate casing 212, and the upper casing 214 are joined to each other, for example, by bolts. Note that the lower casing 211, the first intermediate casing 212, the second intermediate casing 212, and the upper casing 214 are each examples of a first or second component. For example, if the lower casing 211 is an example of a first component, then the first intermediate casing 212 and the upper casing 214 are examples of second components, and the second intermediate casing 212 is an example of a first component.

[0053] The lower casing 211 is provided with an intake port 211a for drawing methanol from the fuel tank 100, a first detection port 211b for detecting methanol leakage, a first introduction path 203A, a first detection path 204A, and a second detection path 204B. The first introduction path 203A is an example of a first flow path. The first detection path 204A is an example of a second flow path.

[0054] The first introduction path 203A has one end fluidically connected to the suction port 211a, while the other end opens on the upper surface of the lower casing 211. As a result, when the electric motor 25 is driven, methanol from the suction port 211a flows toward the first intermediate casing 212 guided by the first introduction path 203A.

[0055] One end of the first detection path 204A is fluidly connected to the first detection port 211b, while the other end opens on the upper surface of the lower casing 211 near the other end of the first introduction path 203A.

[0056] The second detection path 204B has one end that is fluidly connected to the first detection path 204A, while the other end opens on the upper surface of the lower casing 211 at a location far from the other end of the first detection path 204A.

[0057] The first intermediate casing 212 is provided with a second introduction path 203B, a third detection path 204C, and a fourth detection path 204D. A first O-ring 205A, a second O-ring 205B, and a third O-ring 205C are attached to the lower surface of the first intermediate casing 212. A circular first annular groove 206A is also provided on the lower surface of the first intermediate casing 212, which is fluidically connected to the other end of the first detection path 204A. The second introduction path 203B is an example of a first flow path. The third detection path 204C is an example of a second flow path. The first O-ring 205A is an example of a first seal section. The second O-ring 205B is an example of a second seal section. The first annular groove 206A is an example of a groove.

[0058] The second introduction path 203B has one end fluidically connected to the other end of the first introduction path 203A, while the other end opens on the upper surface of the first intermediate casing 212. As a result, when the electric motor 25 is driven, methanol from the first introduction path 203A flows into the second introduction path 203B and flows toward the second intermediate casing 212.

[0059] The third detection path 204C is fluidly connected at one end to the first annular groove 206A and communicates with the first annular groove 206A and the first detection path 204A, while its other end opens on the upper surface of the first intermediate casing 212 near the other end of the second introduction path 203B.

[0060] Furthermore, a cylinder chamber 207 is provided within the first intermediate casing 212, through which the first plunger 202A, the second plunger 202B, and the third plunger 202C reciprocate. This reciprocating motion of the first plunger 202A, the second plunger 202B, and the third plunger 202C occurs when the electric motor 25 is driven. More specifically, the crankshaft 208 rotates in response to the driving force of the electric motor 25. This rotational motion is converted into the reciprocating motion of the first plunger 202A, the second plunger 202B, and the third plunger 202C.

[0061] The outer surfaces of the first plunger 202A, the second plunger 202B, and the third plunger 202C are provided with sealing portions (not shown). This prevents methanol from leaking from the third introduction path 203C into the portion of the cylinder chamber 207 on the first intermediate casing 212 side.

[0062] The fourth detection path 204D is fluidly connected at one end to the other end of the second detection path 204B, while the other end opens into the cylinder chamber 207. This allows methanol leaking from the cylinder chamber 207 into the fourth detection path 204D to flow into the first detection path 204A via the second detection path 204B.

[0063] Figure 4 is a schematic view of a portion of the lower surface of the first intermediate casing 212, seen from below. Figure 5 is a schematic view of another portion of the lower surface of the first intermediate casing 212, seen from below. Note that Figures 4 and 5 do not show cross-sections of the first O-ring 205A, second O-ring 205B, and third O-ring 205C, but hatching has been added to the first O-ring 205A, second O-ring 205B, and third O-ring 205C to facilitate identification with other parts.

[0064] As shown in Figure 4, the first O-ring 205A is positioned to surround the end of the second introduction path 203B on the lower casing 211 side. The outer diameter of this first O-ring 205A is set to be smaller than the inner diameter of the first annular groove 206A.

[0065] The second O-ring 205B is positioned to surround the first O-ring 205A. The inner diameter of this second O-ring 205B is set to be larger than the outer diameter of the first annular groove 206A.

[0066] The first annular groove 206A is provided around the entire circumference between the first O-ring 205A and the second O-ring 205B, and extends along the first O-ring 205A and the second O-ring 205B. One end of the third detection path 204C is open at the bottom surface of this first annular groove 206A (the surface on the second intermediate casing 213 side).

[0067] The third O-ring 205C is positioned to surround the end of the fourth detection path 204D on the lower casing 211 side, as shown in Figure 5.

[0068] As shown in Figure 3, the second intermediate casing 212 is provided with a third introduction path 203C and a fifth detection path 204E. The fourth O-ring 205D, fifth O-ring 205E, sixth O-ring 205F, and seventh O-ring 205G are attached to the lower surface of the second intermediate casing 212. The lower surface of the second intermediate casing 212 is also provided with a circular second annular groove 206B to which the other end of the third detection path 204C is connected, and a circular third annular groove 206C. The third introduction path 203C is an example of a first flow path. The fifth detection path 204E is an example of a second flow path. The fourth O-ring 205D and sixth O-ring 205F are examples of a first seal section. The fifth O-ring 205E and seventh O-ring 205G are examples of a second seal section. The second annular groove 206B and third annular groove 206C are examples of grooves.

[0069] The third introduction path 203C is fluidically connected at one end to the other end of the second introduction path 203B, while its other end is fluidically connected to a space within the second intermediate casing 212. The tips of the first plunger 202A, the second plunger 202B, and the third plunger 202C move back and forth in this space. In other words, the third introduction path 203C communicates with the second introduction path 203B, and methanol from the first intermediate casing 212 can be supplied to the space guided by the third introduction path 203C. This space is part of the cylinder chamber 207 and is an example of the first flow path.

[0070] The configuration consisting of the fourth O-ring 205D, the fifth O-ring 205E, and the second annular groove 206B, and the configuration consisting of the sixth O-ring 205F, the seventh O-ring 205G, and the third annular groove 206C are formed in the same way as the configuration consisting of the first O-ring 205A, the second O-ring 205B, and the first annular groove 206A, and perform the same roles as the configuration of the first O-ring 205A, the second O-ring 205B, and the first annular groove 206A.

[0071] The fifth detection path 204E is fluidly connected at one end to the third annular groove 206C, while the other end opens on the upper surface of the second intermediate casing 212.

[0072] Furthermore, the second intermediate casing 212 is provided with a first check valve 209A, a second check valve 209B, and a third check valve 209C. The tips of the first check valve 209A, the second check valve 209B, and the third check valve 209C face the tips of the first plunger 202A, the second plunger 202B, and the third plunger 202C, and methanol flows only from the first check valve 209A, the second check valve 209B, and the third check valve 209C side to the upper casing 214 side.

[0073] The upper casing 214 is provided with a discharge port 214a for discharging methanol toward the marine engine 300, a second detection port 214b for detecting methanol leakage, a first discharge path 210A, a second discharge path 210B, a third discharge path 210C, and a sixth detection path 204E. An eighth O-ring 205H and a ninth O-ring 205I are attached to the lower surface of the upper casing 214. A fourth annular groove 206D is also provided on the lower surface of the upper casing 214, which is fluidically connected to the other end of the fifth detection path 204E. The first discharge path 210A, the second discharge path 210B, and the third discharge path 210C are examples of the first flow path. The sixth detection path 204F is an example of the second flow path. The fourth annular groove 206D is an example of a groove.

[0074] The first discharge path 210A is fluidly connected at one end to the discharge port 214a, while the other end opens on the lower surface of the upper casing 214 so as to face the first check valve 209A. As a result, when the electric motor 25 is driven, methanol from the first check valve 209A flows toward the discharge port 214a guided by the first discharge path 210A.

[0075] The second discharge path 210B is fluidly connected at one end to the first discharge path 210A, while the other end opens on the lower surface of the upper casing 214 so as to face the first check valve 209A. This allows methanol from the second check valve 209B to be sent to the discharge port 214a when the electric motor 25 is driven.

[0076] The third discharge path 210C is fluidly connected at one end to the first discharge path 210A and is located downstream of one end of the second discharge path 210B, while the other end opens on the lower surface of the upper casing 214 so as to face the third check valve 209C. This allows methanol from the third check valve 209C to be sent to the discharge port 214a when the electric motor 25 is driven.

[0077] The sixth detection path 204F is fluidly connected at one end to the second detection port 214b, while the other end is fluidly connected to the fourth annular groove 206D. This allows methanol leaking into the third annular groove 206C and the fifth detection path 204E to flow into the sixth detection path 204F via the fourth annular groove 206D.

[0078] The configuration consisting of the eighth O-ring 205H, the ninth O-ring 205I, and the fourth annular groove 206D is formed in the same way as the configuration consisting of the first O-ring 205A, the second O-ring 205B, and the first annular groove 206A, and performs the same role as the configuration consisting of the first O-ring 205A, the second O-ring 205B, and the first annular groove 206A.

[0079] Furthermore, the plunger pump 200 is equipped with a temperature sensor 26 that detects the temperature of methanol discharged from the discharge port 214a.

[0080] The temperature sensor 26 sends a temperature signal to the control device 600 indicating the temperature of the methanol discharged from the discharge port 214a. The control device 600 then adjusts the drive signal sent to the electric motor 25, taking into account the temperature signal from the temperature sensor 26.

[0081] The control device 600 is installed in the engine room 20 together with the detector 700. The detector 700 is an example of a sensor unit.

[0082] The detector 700 detects methanol leaking from the first detection port 211b and the second detection port 214b. The methanol from the first detection port 211b and the second detection port 214b is guided to the detector 700 by piping (not shown). The ship's engine 300 is shut down in response to the detection of methanol by the detector 700. More specifically, when the detector 700 detects methanol leaking from the first detection port 211b or the second detection port 214b, it sends an abnormality signal to the control device 600 indicating that a methanol leak has occurred. Based on this abnormality signal from the detector, the control device 600 shuts down the ship's engine 30.

[0083] In a ship with the above configuration, the plunger pump 200 is installed inside the engine room 20, which allows for a shorter double pipe 21 that can withstand, for example, several hundred bar, compared to when the plunger pump 200 is installed outside the engine room 20. As a result, the difficulty of constructing the double pipe 21 can be reduced.

[0084] Since the plunger pump 200 is installed inside the engine room 20, the double pipe 21 does not need to be installed outside the engine room 20. Therefore, the work efficiency related to the installation of the double pipe 21 can be improved.

[0085] The pressure required to deliver methanol from the fuel chamber 10 to the plunger pump 200 in the engine room 20 can be as low as, for example, a few bar. As a result, the piping 24 that guides methanol from the fuel tank 100 to the plunger pump 200 does not need to be configured to withstand high pressures of, for example, several hundred bar.

[0086] Furthermore, since the piping 24 does not need to be constructed to withstand high pressures of several hundred bar, for example, the difficulty of installing the piping 24 can be reduced.

[0087] The plunger pump 200, marine engine 300, and generator 400 are arranged in this order from the bow (positive side of the X-axis) to the stern (negative side of the X-axis), with the marine engine 300 positioned between the plunger pump 200 and the generator 400. This prevents a reduction in the space adjacent to the marine engine 300 in the left-right direction (Y-axis direction) of the hull 1. As a result, for example, engine room personnel can easily move through the space adjacent to the marine engine 300 in the left-right direction of the hull 1, and maintenance in the engine room 20 can be performed comfortably.

[0088] Furthermore, since the stern portion of the plunger pump 200 is positioned in the empty space directly below the intercooler 304, the length from the bow end of the plunger pump 200 to the stern end of the marine engine 300 can be shortened. Consequently, more space can be used for other purposes within the engine room 20.

[0089] Furthermore, since the first support section 501 supports the marine engine 300 and the second support section 502 supports the plunger pump 200, the height relationship between the marine engine 300 and the plunger pump 200 can be changed simply by changing the height of either the first support section 501 or the second support section 502.

[0090] Furthermore, since the common base 500 having the first support portion 501 and the second support portion 502 mounts the marine engine 300 and the plunger pump 200, the marine engine 300 and the plunger pump 200 are less likely to resonate compared to when separate bases are provided for mounting the marine engine 300 and the plunger pump 200. Therefore, vibration damage to the marine engine 300, the plunger pump 200 and the generator 400 can be suppressed.

[0091] Furthermore, by positioning the first O-ring 205A to surround the lower end of the second introduction path 203B, the risk of methanol leaking from inside the lower end of the second introduction path 203B out of the casing 201 can be reduced.

[0092] The third O-ring 205C, the fourth O-ring 205D, the sixth O-ring 205F, and the eighth O-ring 205H also exhibit the same effects as the first O-ring 205A.

[0093] Since the second O-ring 205B is positioned to surround the first O-ring 205A, even if the sealing performance of the first O-ring 205A deteriorates and methanol passes through the first O-ring 205A, the second O-ring 205B can prevent methanol from leaking outside the casing 201.

[0094] The 5th O-ring 205E, the 7th O-ring 205G, and the 9th O-ring 205I also exhibit the same effects as the 2nd O-ring 205B.

[0095] Furthermore, since a first annular groove 206A is provided between the first O-ring 205A and the second O-ring 205B, and a first detection path 204A communicating with this first annular groove 206A is provided in the lower casing 211, even if the sealing performance of the first O-ring 205A deteriorates and methanol passes through the first O-ring 205A, the methanol between the first O-ring 205A and the second O-ring 205B will flow through the first annular groove 206A to the first detection path 204A. Therefore, the risk of methanol that has passed through the first O-ring 205A passing through the second O-ring 205B and going outside the casing 201 can be reduced.

[0096] Furthermore, since a portion of the first annular groove 206A is provided in each part between the first O-ring 205A and the second O-ring 205B, methanol from the first O-ring 205A flows easily into the first annular groove 206A. As a result, the detector 700 can quickly detect methanol leakage.

[0097] Furthermore, the configurations consisting of the second annular groove 206B and the third detection path 204C, the configuration consisting of the third annular groove 206C and the fifth detection path 204E, and the configuration consisting of the fourth annular groove 206D and the sixth detection path 204F each produce the same effects as the configuration consisting of the first annular groove 206A and the first detection path 204A.

[0098] Furthermore, the marine engine 300 stops in response to methanol detection by the detector 700, thereby enhancing safety and alerting the crew to methanol leakage.

[0099] In the above embodiment, the internal combustion engine, internal combustion engine system, and engine room structure of the present invention were applied to a ship, but they may also be applied to, for example, a drainage pump station.

[0100] When the above-described internal combustion engine, internal combustion engine system, and engine room structure are applied to a drainage pumping station, the drainage pumping station engine becomes an example of an internal combustion engine. In this case, since the drainage pumping station engine usually drives the drainage pump via a reduction gear, at least one of the reduction gear and the drainage pump becomes an example of a driven part.

[0101] In the above embodiment, a plunger pump 200 was used as an example of a fuel pump, but for example, a Bosch type, trochoidal type, or vane type feed pump may be used as an example of a fuel pump. In this case, the casing of the fuel pump has first and second parts that are joined to each other, but the direction in which these first and second parts are arranged may be, for example, vertical or horizontal. In other words, the direction in which the first and second parts are arranged can vary.

[0102] In the above embodiment, the plunger pump 200 was equipped with a temperature sensor 26 for detecting the temperature of methanol discharged from the discharge port 214a, but the temperature sensor 26 does not need to be installed.

[0103] In the above embodiment, it was assumed that methanol would leak out of the cylinder chamber 207 to the part of the cylinder chamber 207 on the first intermediate casing 212 side due to deterioration of the sealing portions on the outer surfaces of the first plunger 202A, the second plunger 202B, and the third plunger 202C. Therefore, the cylinder chamber 207 and the first detection path 204A were made to communicate with each other via the second detection path 204B and the fourth detection path 204D. However, the second detection path 204B and the fourth detection path 204D may be omitted so that the cylinder chamber 207 and the first detection path 204A do not communicate with each other.

[0104] If the second detection path 204B and the fourth detection path 204D are not provided, and the cylinder chamber 207 and the first detection path 204A are not in communication with each other, a path may be provided in the casing 201 to directly guide methanol leaking from the periphery of the first plunger 202A, the second plunger 202B, and the third plunger 202C to the first detection port 211b or the second detection port 214b.

[0105] Furthermore, if the second detection path 204B and the fourth detection path 204D are not provided, and the cylinder chamber 207 and the first detection path 204A are not in communication with each other, for example, instead of providing the fourth detection path 204D in the first intermediate casing 212, a detection path may be provided in the first intermediate casing 212, with one end being fluidly connected to the cylinder chamber 207 and the other end opening on the side of the first intermediate casing 212. The methanol leaking from the other end of the detection path may then be guided to the detector 700 by piping.

[0106] In the above embodiment, a double pipe 21 was used as the component that fluidly connects the plunger pump 200 to the marine engine 300, but a triple pipe may be used instead, for example.

[0107] In the above embodiment, the marine engine 300 used methanol as fuel, but instead of methanol, for example, ethanol, ammonia, hydrogen, etc. may be used as fuel.

[0108] In the above embodiment, the marine engine 300 was a dual-fuel engine that used heavy fuel oil A and methanol as fuel, but it may also be a single-fuel engine that uses only one of the following as fuel: methanol, ethanol, ammonia, hydrogen, etc.

[0109] In the above embodiment, the first O-ring 205A to the ninth O-ring 205I may be made of a resin such as fluororesin, or of a metal such as stainless steel.

[0110] In the above embodiment, the sixth O-ring 205F, the seventh O-ring 205G, and the third annular groove 206C were provided around the third plunger 202C and not around the first plunger 202A and the second plunger 202B. However, they may be provided around at least one of the first plunger 202A and the second plunger 202B.

[0111] In the above embodiment, a first annular groove 206A was provided between the first O-ring 205A and the second O-ring 205B. However, for example, multiple arc-shaped grooves may be provided so as to be spaced apart in the circumferential direction.

[0112] In the above embodiment, the control device 600 was installed inside the engine room 20, but it may also be installed outside the engine room 20 (for example, inside the steering room 30).

[0113] In the above embodiment, the control device 600 stopped the ship's engine 30 in response to receiving an abnormal signal from the detector. However, it may also activate an alarm device such as a buzzer or lamp to inform the crew of the methanol leak.

[0114] In the above embodiment, a common platform 500 was used to mount the marine engine 300 and the plunger pump 200. However, as shown in Figure 6, a common platform 1500 may be used to mount the marine engine 300, the plunger pump 200, and the generator 400.

[0115] The common base 1500 has a first support section 1501 for supporting the marine engine 300, a second support section 1502 for supporting the plunger pump 200, and a third support section 1503 for supporting the generator 400. When this common base 1500 is used, the marine engine 300, plunger pump 200, and generator 400 are less likely to resonate compared to when each of them is mounted on a separate base. Therefore, vibration damage to the marine engine 300, plunger pump 200, and generator 400 can be suppressed.

[0116] Furthermore, since the common base 1500 also has a first support section 1501 that supports the marine engine 300 and a second support section 1502 that supports the plunger pump 200, it provides the same effects and benefits as the common base 500.

[0117] Although specific embodiments of the present invention have been described, the present invention is not limited to the above embodiments and their variations, and can be implemented with various modifications within the scope of the present invention. For example, one embodiment of the present invention may be one in which some of the contents described in the above embodiments are deleted or replaced. [Explanation of Symbols]

[0118] 10 Fuel chamber 20 Engine Room 21 Double pipe 200 Plunger Pump 201 Casing 211 Lower casing 212 First Intermediate Casing 213 Second Intermediate Casing 214 Upper casing 203A, 203B, 203C: First introduction route, second introduction route, third introduction route 204A, 204B, 204C, 204D, 204E: First detection path, second detection path, third detection path, fourth detection path, fifth detection path 205A, 205B, 205C, 205D, 205E, 205F, 205G, 205H, 205I: 1st O-ring, 2nd O-ring, 3rd O-ring, 4th O-ring, 5th O-ring, 6th O-ring, 7th O-ring, 8th O-ring, 9th O-ring 206A, 206B, 206C, 206D: First annular groove, second annular groove, third annular groove, fourth annular groove 210A, 210B, 210C: First discharge route, second discharge route, third discharge route 300 Marine Engines 400 generators 500,1500 common unit 501,1501 1st support part 502,1502 Second support part 700 detectors

Claims

1. An internal combustion engine in which fuel is pumped from a fuel pump through a double-pipe structure to drive a driven part, An internal combustion engine, installed in the same space as the fuel pump, and located between the fuel pump and the driven unit.

2. The internal combustion engine according to claim 1, A first support part that supports the internal combustion engine, A second support portion that supports the fuel pump mentioned above and An internal combustion engine system equipped with the following features.

3. In the internal combustion engine system according to claim 2, An internal combustion engine system in which a common base having the first support portion and the second support portion is mounted, the internal combustion engine, fuel pump and driven unit.

4. In the internal combustion engine system according to claim 2 or 3, The above fuel pump is A casing having first and second parts that are joined together, First and second sealing portions that seal the space between the first part and the second part, A first flow path extending from the first part to the second part above and guiding the fuel, Equipped with, An internal combustion engine system in which the first seal portion is arranged to surround the first flow path, and the second seal portion is arranged to surround the first seal portion.

5. In the internal combustion engine system according to claim 4, An internal combustion engine system in which a groove is provided between the first seal portion and the second seal portion, and a second flow path communicating with this groove is provided in at least one of the first and second components.

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