Sole Liquid Fuel Injector for Emergency Ship Maneuvering
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Solution Overview
Problem
Existing liquid fuel ignited gas engines require dual fuel injectors for gaseous and liquid fuel modes, which complicates engine design and increases costs, especially in emergency situations where emission control is not necessary, and existing systems struggle to efficiently operate with reduced power output in liquid fuel emergency mode.
Innovation Solution
A liquid fuel ignited gas engine design utilizing a sole liquid fuel injector capable of injecting liquid fuel for both ignition in gaseous fuel mode and emergency operation, allowing a power output reduction to 40% of maximum fuel energy content, thereby enabling safe maneuvering in emergency situations while meeting emission requirements like IMO III.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If dual fuel injectors are used for gaseous and liquid fuel modes, then the engine can operate in both modes with maximum power output, but the engine design becomes complex and costs increase
Solution Approach 1:
The patent applies universality by designing a single liquid fuel injector that performs multiple functions: it serves as a pilot fuel injector for igniting gaseous fuel during normal GFM operation, and simultaneously functions as the sole fuel injector for LFM emergency operation. This eliminates the need for separate GFM and LFM injectors, reducing system complexity while maintaining dual fuel mode operation capability
Solution Approach 2:
The patent merges the functions of separate GFM and LFM injectors into a single liquid fuel injector. The injector system is consolidated by removing the dedicated GFM injector and using only the liquid fuel injector for both pilot ignition in GFM mode and complete fuel injection in LFM mode, thereby simplifying the overall fuel injection system
2Device complexity
If a sole liquid fuel injector is used for both ignition and emergency operation, then device complexity and costs are reduced, but the maximum power output in emergency mode is limited to 40% of maximum fuel energy content
Solution Approach 1:
The patent applies partial action by accepting that the sole liquid fuel injector provides only partial power output (40% of maximum fuel energy content) in emergency mode, which is sufficient for safe maneuvering and docking operations. The injector is designed with a maximum injection amount that corresponds to this reduced power level, eliminating the need for oversized injection capacity required for full power emergency operation
3Power
If the liquid fuel injector provides 40% of maximum fuel energy content in emergency mode, then proper emergency operation is enabled, but the injector size is smaller than conventional Diesel engine injectors
Solution Approach 1:
The patent applies parameter changes by designing the sole liquid fuel injector with specific parameter ranges: the maximum injection amount is set to provide 40% of maximum fuel energy content, and the injection pressure is configured within a range suitable for both pilot injection in GFM mode and complete fuel injection in LFM mode. These parameter adjustments optimize the injector performance for its dual function while accepting the smaller size compared to conventional Diesel injectors
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The design simplifies engine performance requirements, reduces emissions, and lowers costs by using a single injector for both modes, ensuring efficient operation and compliance with emission standards even at reduced power output, thus addressing the complexity and cost issues of dual fuel systems.
Implementation Method 1
a pilot fuel injector injects a small amount of liquid fuel into a combustion chamber of the cylinder unit to thereby ignite a compressed gaseous fuel/air mix provided within the combustion chamber
Implementation Method 2
US 2009/0249799 A1 discloses for gas turbines, the transfer of heat from a vaporizer of liquefied natural gas (LNG) to charge air supplied to a gas turbine via a heat exchanger
Data Source
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AI summary
A liquid fuel ignited gas engine is proposed that uses, for each cylinder, a liquid fuel system with a specifically configured sole liquid fuel injector for the pilot injection in gaseous fuel operation as well as for emergency operation. The sole liquid fuel injector is configured to allow operating the liquid fuel ignited gas engine in a liquid fuel emergency mode, which provides a power output that is reduced in comparison to the maximum power output in a gaseous fuel mode and that is still sufficient, for example, to maneuver a ship safely into a harbor.