Patent Description:
When ammonia is combusted, ammonia generates no CO<NUM> because it is carbon-free. Thus, the combustion of ammonia in an internal combustion engine (a diesel engine, in particular) has been attempted. Ammonia, however, is flame-retardant because its ignition temperature is <NUM>, which is higher compared, for example, to a heavy oil which have an ignition temperature of <NUM> to <NUM>. Thus, the combustion rate of ammonia is low, and currently, <NUM>% or more of the charged ammonia is emitted as unburned combustibles.

In order to solve such a problem, attempts to increase ammonia combustion efficiency have been made by reforming part of ammonia, for example, using a catalyst so as to produce hydrogen, charging the obtained hydrogen into a combustion chamber together with ammonia, and using the highly combustible hydrogen as an ignition source.

In Patent Literature <NUM>, for example, in order to enable combustion of high-temperature hydrogen-rich ammonia and combustion air, a carbon-free power means is configured to produce a high-temperature hydrogen-rich gas by: feeding urea water as a raw material for hydrogen-rich ammonia; producing high-temperature ammonia from the urea water; and adding part of the ammonia to hydrogen andnitrogen. That is, Patent Literature <NUM> relates to a hydrogen-rich ammonia production reactor for producing a high-temperature hydrogen-rich gas by producing high-temperature ammonia from the urea water and adding part of the obtained ammonia to hydrogen and nitrogen.

In Patent Literature <NUM>, ammonia is reformed to produce a reformed gas containing hydrogen, and the reformed gas, in addition to ammonia, is fed into a combustion chamber of an ammonia combustion internal combustion engine.

Further, Patent Literature <NUM> discloses a diesel engine that can suitably reduce CO<NUM> without mixing and burning hydrogen or the like by adjusting the ammonia concentration on the wall surface side from the center portion in combustion chamber inner space, and it is described that the amount of the ammonia is adjusted to a predetermined ratio, specifically, the amount of the fuel oil is set to <NUM>% or more and <NUM>% or less of the amount of the fuel oil supplied in heat ratio.

In recent years, decarbonization has been increasingly demanded, and diesel engines using a fuel having a higher ammonia ratio, for example, a mixture ratio of <NUM>% or more of ammonia to the total fuel containing ammonia, or even as much as <NUM>% of fuel, are expected.

However, this has challenges. For example, in the invention described in Patent Literature <NUM>, it has been found that when the heat quantity ratio of ammonia (referred to as the ammonia mixing ratio in this case) is increased, unburned ammonia emission is increased, and when the ammonia mixing ratio is increased, the exhaust gas NOx value and unburned ammonia emission are changed in a trade-off relation, and therefore, there is a possibility that some conditioning is required in order to keep both low.

Such a condition setting is more difficult in the case of a diesel engine in which the ammonia mixing ratio can be variably set.

The present invention has been made to solve the above-described conventional problems. The present invention provides a diesel engine capable of suppressing both the exhaust gas NOx value and unburned ammonia to a low level and reducing CO<NUM>, while allowing the ammonia mixing ratio to be adjustable over a wide range.

To solve the above problems, according to a first aspect of the invention, there is provided a diesel engine including: a combustion chamber; a fuel charging means that charges a fuel oil serving as an ignition source and gaseous ammonia into the combustion chamber, wherein the fuel charging means forms an ammonia premixed gas in the combustion chamber by the fuel oil and the gaseous ammonia to be introduced into the combustion chamber and performs mixed combustion. The diesel engine has a setting means capable of setting a plurality of different ammonia mixing ratio values, and a control means for adjusting an air excess ratio value in a total sum of the fuel oil and the ammonia to be introduced by the charging means based on the ammonia mixing ratio value set by the setting means.

Accordingly, it is possible to reduce CO<NUM> by reducing unburned ammonia while suppressing the exhaust gas NOx value in a wide range of the ammonia-mixing ratios.

The ammonia mixing ratio value set by the setting means is set between <NUM>% and <NUM>% inclusive.

When the ammonia mixing ratio value set by the setting means is changed from a first value to a second value having an ammonia mixing ratio higher than the first value, the control means changes the first air excess ratio value adjusted corresponding to the first value to a second air excess ratio value smaller than the first air excess ratio value.

When the ammonia mixing ratio value set by the setting means is set to a value of <NUM>% or more, the air excess ratio value is adjusted to <NUM> or less.

Control means adjusts the air excess ratio value to be <NUM> to <NUM> lower than the air excess ratio value during operation using only fuel oil when the ammonia-mixing ratio value set by the setting means is set to a value of <NUM>% or more and <NUM>% or less.

Preferably, in a second aspect, , the air excess ratio may be controlled by an adjusting an air volume by adjustment means provided in an exhaust-by-pass of a supercharger.

Preferably, in a third aspect, in any one of the first to second aspects, the charging of the ammonia may be performed by injecting the ammonia into an air supply port of the combustion chamber inlet-side.

Preferably, in a fourth aspect, in any one of the first to third aspects, the charging of the ammonia may be performed by direct injection of the ammonia into the combustion chamber.

Further, according to a fifth aspect of the present invention, in any of the first to fourth aspects of the present invention, a flow rate control means for controlling the flow rate of the fuel oil and the flow rate of the ammonia respectively based on the ammonia mixing ratio value set by the setting means, a flow rate calculation means for calculating or detecting the flow rate of the fuel oil and the flow rate of the ammonia adjusted by the flow rate control means, respectively, a mixing ratio calculation means for calculating the mixing ratio of ammonia from calculation result of the flow rate calculation means, an air excess rate output means for outputting an air excess rate value corresponding to either the ammonia mixing ratio value set by the setting means or the ammonia mixing ratio value obtained by calculating by the mixing ratio calculation means, a load factor detecting means for detecting a load factor, a table storage means having a plurality of tables for each air excess rate in which the load factor detected by the load detecting means and a supply pressure value corresponding to the load factor associated with each other, a supply air pressure determining means for determining a supply air pressure corresponding to the load factor detected by the load factor detecting means using a table selected from the table storage means based on the air excess rate value output from the air excess rate output means, and means for adjusting an air amount so as to be the supply air pressure determined by the supply air pressure determining means are provided.

Preferably, in a sixth aspect, in the fifth aspect, the table stored in the table storage means may be a curved line capable of determining the supply air pressure corresponding to an arbitrary load factor for each air excess ratio.

Preferably, in a seventh aspect, in the sixth aspect, the table stored in the table storage means may be a look-up table capable of determining the supply air pressure corresponding to a predetermined load factor for each air excess ratio.

Embodiments of the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited by the description of the following embodiments and examples. Moreover, the structural features of the embodiments and examples to be described below shall include those readily envisaged by a person skilled in the art, substantially the same structural features, and those falling within what is called an equivalent range. Furthermore, elements to be disclosed in the following embodiments and examples may be combined with one another as appropriate, or may be selected for use as appropriate.

In a diesel engines using a fuel containing ammonia, ammonia-air mixture needs to be concentrated as much as possible at the high-temperature section where oil is burned as an ignition source in order to minimize unburned ammonia emissions. In this regard, according to the invention described in Patent Literature <NUM>, ammonia is concentrated in the vicinity of combustion chamber wall surface serving as the high-temperature portion.

However, in such methods, it is difficult to suppress the emission of unburned ammonia when the ammonia-mixing ratio is further increased. This is because, as shown in <FIG>, as the ammonia mixing ratio increases, ammonia distribution changes. The left side of <FIG> shows the ammonia distribution when the ammonia mixing ratio is <NUM>%. In this case, the high-temperature portion is concentrated in the vicinity of the wall surface, and the ammonia can be concentrated in a layer form of +<NUM>% in the vicinity of the wall surface, whereby the emission of unburned ammonia can be suppressed.

However, as shown on the right side of <FIG>, the mixing ratio of ammonia is higher, and in this case, the mixing ratio of ammonia is <NUM>%, degree of stratification of ammonia is decreased due to the increase in the ratio, and the mixture is close to a homogeneous mixture.

This means that the rate of concentration of ammonia on the wall surface, which is a hot part, is reduced, resulting in a large amount of unburned ammonia remaining.

In other words, when using a fuel containing ammonia in which degree of stratification is reduced by increasing the ammonia mixing ratio, not only the wall portion of combustion chamber but also the whole combustion chamber must be heated, i.e., the temperature of the mixture of ammonia and air must be adjusted to an appropriate air excess ratio in order to keep the temperature at a temperature effective for promoting thermal decomposition (about <NUM>° C. to about <NUM>° C. ) while the fuel oil serving as the ignition source is burned normally.

In this invention, an air excess ratio that matches the ammonia-mixing ratio of such fuel was verified from the examples. Examples and Comparative Example are described below.

Incidentally, the diesel engines of the Examples and Comparative Examples are either a type in which ammonia is injected into the air supply port as shown in <FIG>, or a type in which ammonia is directly injected into the engine combustion chamber as shown in <FIG>. The ratio of unburned ammonia to the charged ammonia when the ammonia mixing ratio is changed under the following equipment conditions was simulated and evaluated as shown in <FIG>.

Air supply and exhaust system and combustion chamber of a <NUM>-stroke engine with cylinder diameter <NUM>, stroke <NUM>, stroke volume <NUM>, compression ratio <NUM>, rotational speed 600rpm were modeled and analyzed.

In the simulations, parameters such as the ammonia mixing ratio, the air excess ratio, ammonia charging timing, duration, charging position, oil-fuel injection quantity, injection timing, injection pressure, and degree of stratification of ammonia and air premixed gas were changed, and the output was calculated as indicated thermal efficiency, unburned NH<NUM>, NOx, CO, THC, PM, Pmax (maximum combustion pressure), and the like.

The evaluation criteria for the calculated value for NOx concentration is set 900ppm and below based on NOx's IMO Ocean NOx Regulatory TierII Level. For the unburned ammonia ratio is set to "Energy Carrier" in the Strategic Innovation Creation Program (SIP), which is a national project of the Cabinet Office, and the target value of <NUM>% or less in the R&D theme "Direct Ammonia Burning" is set to ⊚ (excellent), NOx concentration of 1000ppm or less, and the unburned ammonia ratio of <NUM>% or less is set to ○ (good), and those that are less than this are set to × (bad).

As for CO<NUM>, since ammonia is carbon-free and does not contain carbon (C) when it is used as a fuel, it is possible to reduce CO<NUM> corresponding to the mixing ratio with heavy oil. Therefore, the evaluation-value calculation here is omitted. This is because, when ammonia is mixed with heavy oil at a heat quantity ratio of <NUM>%, CO<NUM> is reduced by <NUM>%, and the higher the ammonia mixing ratio, the more effectively CO<NUM> is reduced.

Under the above equipment conditions, the fuel was <NUM>% heavy oil, i.e., a fuel that does not mix ammonia. The supply air pressure was set so that the injection timing of the fuel oil was-<NUM> with respect to the top dead center TDC and the air excess ratio was <NUM>, and NOx concentration and the unburned ammonia ratio at that time were calculated. The results are shown in the table of <FIG>.

Under the same apparatus conditions as in the above Reference Example, fuels prepared with <NUM>% of heavy oil and <NUM>% of ammonia at a mixing ratio of <NUM>% of ammonia calorie were injected into the air supply ports shown in <FIG> in Examples <NUM> and <NUM>, and were injected directly into combustion chamber shown in <FIG> in Example <NUM>, respectively. The injection timing of the fuel-oil in the respective examples was -<NUM> in Example <NUM>:,-<NUM> in Example <NUM>:, and -<NUM> in Example <NUM> with respect to the top dead center TDC, and the supply air pressure was set so that the air excess ratio was <NUM>, and the NOx concentration and the unburned ammonia ratio were calculated in the same manner as in the Reference Example. The results were as shown in Examples <NUM> to <NUM> of <FIG>.

Under the same apparatus conditions as in the above Reference Example, the fuel prepared with <NUM>% of heavy oil and <NUM>% of ammonia as the fuel and <NUM>% of the ammonia heat quantity mixing ratio was injected into the air supply port shown in <FIG> in all of Examples <NUM> to <NUM>. The injection timing of the fuel-oil in the respective examples was -<NUM> in Example <NUM>:,-<NUM> in Example <NUM>, and -<NUM> in Example <NUM> with respect to the top dead center TDC, and the supply air pressure was set so that the air excess ratio was <NUM> lower than in Examples <NUM> to <NUM>, and the NOx concentration and the unburned ammonia ratio were calculated in the same manner as in the Reference Example. The results were as shown in Examples <NUM> to <NUM> of <FIG>.

Under the same apparatus conditions as in the above Reference Example, the fuel prepared with <NUM>% of heavy oil and <NUM>% of ammonia as the fuel and <NUM>% of the ammonia heat quantity mixing ratio was injected into the air supply port shown in <FIG> in the same manner as in Examples <NUM> to <NUM> described above. The injection timing of the fuel-oil in the respective examples was -<NUM> in Example <NUM>:, -<NUM> in Example <NUM>:, and -<NUM> in Example <NUM> with respect to the top dead center TDC respectively, and the air excess ratio was lowered from Examples <NUM> to <NUM> to set the supply air pressure so as to become Examples <NUM>: <NUM>, Example <NUM>: <NUM>, and Example <NUM>: <NUM>, and the NOx concentration and the unburned ammonia ratio were calculated in the same manner as in the Reference Example. The results were as shown in Examples <NUM> to <NUM> of <FIG>.

Under the same apparatus conditions as in the above Reference Example, the fuel was <NUM>% of heavy oil and <NUM>% of ammonia, and the fuel prepared at the ammonia heat quantity mixing ratio of <NUM>% was injected into the air supply port shown in <FIG> in the same manner as in Examples <NUM> to <NUM> described above. The injection timing of the fuel-oil of each example was -<NUM> in Example <NUM>, -<NUM> in Example <NUM>:, and -<NUM> in Example <NUM> with respect to the top dead center TDC respectively, and the air excess ratio was further lowered from Examples <NUM> to <NUM> to set the supply air pressure to be Example <NUM>: <NUM>, Example <NUM>: <NUM>, and Example <NUM>: <NUM>, and the NOx concentration and the unburned ammonia ratio were calculated in the same manner. The results were as shown in Examples <NUM> to <NUM> of <FIG>.

Under the same apparatus conditions as in the above Reference Example, the fuel prepared with <NUM>% of heavy oil and <NUM>% of ammonia as the fuel and <NUM>% of the ammonia heat quantity mixing ratio was injected into the air supply port shown in <FIG> in the same manner as in Examples <NUM> to <NUM> described above. The injection timing of the fuel-oil in the respective examples was -<NUM> in Example <NUM>:, -<NUM> in Example <NUM>:, and -<NUM> in Example <NUM> with respect to the top dead center TDC respectively, and the air excess ratio was further lowered from Examples <NUM> to <NUM>, so that all of Examples <NUM> to <NUM> were set to <NUM>, and the NOx concentration and the unburned ammonia ratio were calculated in the same manner. The results were as shown in Examples <NUM> to <NUM> of <FIG>.

Incidentally, even when the heat quantity mixing ratio of ammonia is changed to <NUM>% and <NUM>% as the fuel containing ammonia as in Examples <NUM> to <NUM> above, when the air excess ratio is fixed at <NUM>, the unburned NH<NUM> is <NUM>% and NOx is 890ppm at the ammonia mixing ratio of <NUM>%, whereas the unburned NH<NUM> is significantly lower than the above evaluation criteria as <NUM>% at the ammonia mixing ratio of <NUM>%, so that the engine cannot be operated even if NOx can be reduced to a 350ppm level.

<FIG> shows an optimum condition of the air excess ratio λ with respect to the mixing ratio of ammonia and fuel oil for the purpose of setting NOx value to 900ppm or less based on <FIG> obtained in accordance with Examples <NUM> to <NUM> simulated by the inventors. The vertical axis of <FIG> shows the air excess ratio λ, and the horizontal axis shows the mixing ratio of the ammonia in calorie.

According to this, as shown in <FIG>, it is desirable that the air excess ratio is gradually lowered so that the combustion field is brought to a high temperature in a category where the fuel-oil normally burns up to about <NUM>% of the ammonia mixing ratio.

However, in order to obtain a combustion rate with the ammonia mixing ratio of <NUM>% or more from a range exceeding <NUM>%, it is necessary to place the mixture of ammonia and air in a high-temperature environment of <NUM>° C to <NUM>° C in order to prioritize the thermal decomposition reaction of ammonia. When the ammonia mixing ratio is <NUM>% or more, it was found that, as shown in <FIG>, the air excess ratio should be set at an excessive concentration of, for example, <NUM> or less, and combustion chamber temperature due to ignition of the fuel oil and subsequent combustion of the fuel oil and ammonia should be set at a high temperature.

This is thought that even if all ammonia does not follow the following equation in which all ammonia is completely burned,.

and if the intermediate product remains in an elementary reaction formula, the energy can be extracted by the exothermic reaction. And even if the ammonia does not completely react as in the previous formula, it decomposes in the pyrolysis reaction and does not remain as ammonia, and does not become the unburned ammonia. That is, the mixing ratio of ammonia and fuel oil is made variable, and control is performed so as to achieve the optimum air excess ratio for the ratio. In order to suppress unburned ammonia, it is necessary to decrease the air excess ratio with increasing the ammonia mixing ratio. In particular, when the ammonia mixing ratio is <NUM>% or more, it is necessary to reduce the air excess ratio to <NUM>, which is usually required to completely burn the fuel oil, or less, i.e., to reduce air excess ratio to <NUM> or less in order to prioritize the promotion of the thermal decomposition of ammonia.

It should be noted that this is considered to be slightly different depending on combustion chamber profile and flow conditions. For example, it is desirable to have a range of about ±<NUM>% in the ammonia-mixing ratio in this curve relation, and it is preferable to control the air excess ratio along this curve in order to obtain a combustion rate of <NUM>% or more.

As a control method, the air excess ratio can be controlled by monitoring residual O<NUM> concentration in the exhaust gas in the conventional combustion. But in the combustion method of the present invention, the residual O<NUM> concentration in the exhaust gas is not theoretically obtained, because ammonia is left in the intermediate product of the thermal decomposition. For example, in the case of burning at the air excess ratio <NUM>, residual O<NUM> is also present.

The required air amount is determined as the supply air pressure value, and can be adjusted to the required supply air pressure by controlling the exhaust bypass amount of the supercharger, for example.

As shown in <FIG>, the diesel engine to which the present invention is directed, mainly includes a cylinder <NUM>, a piston <NUM> which moves up and down in the cylinder <NUM>, a cylinder head <NUM> mounted on the upper part of the cylinder <NUM>, an air supply valve <NUM> mounted on the cylinder head <NUM> for supplying air to an engine combustion chamber 10A above the piston <NUM>, an exhaust valve <NUM> for discharging exhaust gas after combustion from the engine combustion chamber 10A, an air supply pipe <NUM> for supplying air to the cylinder head <NUM>, an exhaust pipe <NUM> for discharging the exhaust gas from the cylinder head <NUM>, a fuel injection valve <NUM> for injecting fuel oil into the engine combustion chamber 10A, a fuel oil tank <NUM>, a fuel supply pump <NUM> and a solenoid valve <NUM> constituting a fuel oil line <NUM> for supplying fuel oil to the fuel injection valve <NUM>, a fuel oil injection control device <NUM> for opening and closing the solenoid valve <NUM>, an air supply and exhaust system <NUM> for supplying air to the air supply pipe <NUM> and discharging the exhaust gas from the exhaust pipe <NUM>, constituted by an air supply line <NUM>, a supercharger <NUM> having an supply air turbine 64B for compressing the air supplied to the air supply line <NUM> by an exhaust gas turbine 64A rotated by the exhaust gas, and an exhaust bypass valve <NUM> for controlling an exhaust gas supplied from the exhaust pipe <NUM> to the exhaust gas turbine 64A of the supercharger <NUM> through a bypass line <NUM>.

The diesel engine is further provided with an ammonia line <NUM> for burning ammonia. The ammonia line <NUM> includes an ammonia tank <NUM>, an ammonia gas shut-off valve <NUM>, an ammonia gas pressure regulating valve <NUM>, an ammonia gas injection valve (hereinafter, also simply referred to as gas valve) <NUM> for injecting ammonia gas into an air supply port 20A in the air supply pipe <NUM>, and a device <NUM> for controlling ammonia gas valve.

The device <NUM> for controlling fuel oil injection of the fuel-oil line <NUM>, the exhaust bypass valve <NUM> of the air supply and exhaust system <NUM>, and the device <NUM> for controlling ammonia gas valve of the ammonia line <NUM> are controlled by the centralized control device <NUM>.

Here, the device <NUM> for controlling fuel oil injection, the device <NUM> for controlling ammonia gas valve, the exhaust bypass valve <NUM>, and the centralized control device <NUM> constitute a control means.

In the first embodiment of the present invention shown in <FIG>, as shown in <FIG> in detail, in a diesel engine with fuel injection system of mechanical type or electronic control type, the gas valve <NUM> sprays ammonia from the ammonia gas injection valve <NUM>, which is a gas valve, to the air supply port 20A in the air supply pipe <NUM>, and mixes the ammonia with the engine supply air to produce a premixed gas of ammonia and air (also simply referred to as premixed gas), and mixes and combusts fuel oil, such as heavy oil or light oil, which are main fuels injected from the fuel injection valve <NUM>, as an ignition source.

As shown in <FIG>, a spacer <NUM> for attaching the gas valve <NUM> is provided between the air supply pipe <NUM> and the cylinder head <NUM>. As shown in <FIG>, the spacer <NUM> is provided with a gas valve mounting hole 92A and an interference plate 92B for preventing ammonia injected from the gas valve <NUM> from being injected directly into the air supply port 20A. In a conventional diesel engine, a mixture of ammonia and air remaining in an air supply port can be added together with unburned NH<NUM> in the combustion chamber in an exhaust stroke. But in this embodiment, NH<NUM> is not left in the air supply port as much as possible because the interference plate 92B is provided in a mechanism for supplying NH<NUM> from the gas valve to the air supply port. As a result, the unburned NH<NUM> is generally limited to those generated in the burning stroke.

As shown in <FIG>, the gas valve <NUM> is opened and closed by the solenoid valve 88A.

The ammonia is stored in a liquid form in the ammonia tank <NUM>, and is vaporized and supplied in a gaseous form. Gas pressure is adjusted by the gas pressure regulating valve <NUM>, the flow rate is adjusted by the gas valve <NUM>, and the ammonia is supplied to the engine within the valve opening period adjusted by the predetermined air supply timing illustrated in <FIG>.

In this embodiment, an oil flowmeter <NUM> disposed in the middle of the fuel oil line <NUM>, an oil flow rate calculator <NUM> for calculating a fuel oil flow rate based on an output of the oil flow meter <NUM>, an ammonia flow meter <NUM> disposed in the middle of the ammonia line <NUM>, an ammonia flow rate calculator <NUM> for calculating an ammonia flow rate based on an output of the ammonia flow meter <NUM>, an ammonia mixing ratio calculator <NUM> for calculating the ammonia mixing ratio from the fuel oil flow rate calculated by the oil flow rate calculator <NUM> and the ammonia flow rate calculated by the ammonia flow rate calculator <NUM>, and an supply air pressure calculator <NUM> for controlling the exhaust bypass valve <NUM> by calculating necessary supply air pressure based on an output of the ammonia mixing ratio calculator <NUM>, and a supply air pressure detected by a supply air pressure sensor <NUM> arranged in the middle of the air supply pipe <NUM> becomes a target value, are provided.

The centralized control device <NUM> compares the preset set ratio value of the ammonia mixing ratio with the calculated ratio value of the ammonia mixing ratio calculator <NUM>, and feedbackcontrols the fuel-oil flow rate and/or the ammonia flow rate by the device <NUM> for controlling fuel oil injection and the device <NUM> for controlling an ammonia gas valve if the calculated ratio value is outside the predetermined range so that the actual ratio (referred to as the actual ratio) falls within the predetermined range of the set ratio.

Hereinafter, the control procedure will be described with reference to <FIG>.

First, in step <NUM>, the target value (set ratio) of the ammonia mixing ratio is set in the centralized control device <NUM>, the fuel oil flow rate and the ammonia flow rate corresponding to the set ratio are calculated, and the engine loads are detected, and gas valve <NUM> and the fuel injection valve <NUM> are controlled. The ammonia mixing ratio to be set is configured to be changeable.

Next, in step <NUM>, a fuel flow rate, i.e., a flow rate of the fuel oil and the ammonia, is detected. Here, the flow rate of the fuel oil is detected from the output of the oil flow meter <NUM>, and the flow rate of the ammonia is detected from the output of the ammonia flow meter <NUM>.

From the flow rates of fuel oil and ammonia detected in step <NUM>, the ammonia mixing ratio is calculated in step <NUM>.

In step <NUM>, the actual value (actual ratio) of the ammonia mixing ratio value obtained by the calculation instep <NUM> is compared with the ammonia mixing ratio value (set ratio) set in the first setting in step <NUM>, and if it is within a predetermined range, the calculated actual ratio is used in step <NUM>. On the other hand, if there is a difference exceeding the predetermined range, the feedback control is performed so that the fuel oil flow rate and the ammonia flow rate fall within the predetermined range again in step <NUM>. For example, adjustment is performed so that the detected fuel oil flow rate and ammonia flow rate become the ammonia mixing ratio of the set ammonia <NUM>% and fuel oil <NUM>%. When it is determined in step <NUM> that the fuel oil flow rate and the ammonia flow rate are within the predetermined range, further adjustment of the fuel oil flow rate and the ammonia flow rate is unnecessary, and therefore the ammonia mixing ratio value (setting ratio) set first may be used. But since the actual calculation value (actual ratio) is considered to be more accurate, the calculation ratio value (actual ratio) is more preferable.

Then, the process proceeds to step <NUM>, and the supply air pressure required for the air excess ratio λ corresponding to the ammonia-mixing ratio (actual ratio or setting ratio) at that time, which is calculated in step <NUM> or set in step <NUM>, is set according to the load factor at that time, using the relation as shown in <FIG>. For example, when the loading factor is "a" and the air excess ratio λ is <NUM>, the required supply air pressure is "b". As indicated by an arrow A in the drawing, when the same air excess ratio λ is taken as the load factor increases, the required supply air pressure increases. On the other hand, as the air volume decreases and the air excess ratio λ decreases, the required supply air pressure decreases as indicated by an arrow B in the drawing. The data as shown in <FIG> necessary for the control can be stored in advance as a table in the supply air pressure calculator <NUM>. Here, the table stored may be a table that stores a curve data capable of determining the supply air pressure corresponding to an arbitrary load factor for each air excess ratio, or may be a table in which a numerical value capable of determining the supply air pressure corresponding to a predetermined load factor for each air excess ratio is stored in a LUT (look-up table). For the former, since it is curvilinear data, it is preferable to determine the corresponding air excess ratio for any load factor, and the latter is preferable to determine the corresponding air excess ratio for a certain determined discrete load factor while saving the storage capacity of the storage means.

Then, the process proceeds to step <NUM>, where the opening degree of the exhaust bypass valve <NUM> is controlled to adjust the supply air pressure detected by the supply air pressure sensor <NUM> to a set value.

The governing of the final setting output and the rotation speed maintenance is performed by adjusting the fuel oil flow rate when the ammonia mixing ratio is low and by adjusting the ammonia flow rate when the ammonia mixing ratio is high, and the final governing by which fuel can be arbitrarily set.

In the first embodiment, the ammonia gas is injected from a direction perpendicular to the air supply pipe <NUM>. But as in the second embodiment shown in <FIG>, the ammonia gas may be injected from a direction parallel to the air supply pipe <NUM> when the ammonia gas is injected into the air supply port 20A, so that the generation of the swirling flow C is enhanced in the engine combustion chamber 10A, so that the residual ammonia in the air supply port 20A can be reduced.

Further, in the first embodiment, the flow rate of the fuel oil and ammonia was directly detected using the oil flow meter <NUM> and the ammonia flow meter <NUM>, respectively. But as in the third embodiment shown in <FIG>, the fuel flow rate calculation means <NUM> may calculate the fuel oil flow rate by integrating a fuel injection signal of the output of device <NUM> for controlling fuel oil injection. Or, the ammonia flow rate calculation means <NUM> may calculate the ammonia flow rate from output of the ammonia pressure sensor <NUM> for detecting the pressure of the ammonia and the ammonia temperature sensor <NUM> provided in the ammonia line <NUM>, and the opening degree of gas valve <NUM> inputted from device <NUM> for controlling an ammonia gas valve.

According to the third embodiment, the fuel oil flow rate and the ammonia flow rate can be calculated without providing a flow meter. It is also possible to provide the same flow meter <NUM> or <NUM> as in the first embodiment on either line so as to directly detect the flow rate of one.

In the above embodiment, the ammonia gas is supplied to the air supply port 20A. But the method of supplying the ammonia gas to the engine combustion chamber 10A is not limited thereto. As in the fourth embodiment shown in <FIG>, which is the same as that in the Patent Literature <NUM>, the ammonia gas vaporized from ammonia injection hole <NUM> formed at a plurality of positions (two positions shown in <FIG> in the embodiment) on the inner wall surface side of the engine combustion chamber 10A may be directly supplied into the engine combustion chamber 10A by providing a pipe <NUM>, a check valve <NUM>, and a connector <NUM> at output side of the ammonia line <NUM> as shown in <FIG> and <FIG>.

The gas valve <NUM> of the present embodiment is provided in the respective cylinder <NUM>, and the ammonia controlled by the gas valve <NUM> is distributed by the pipe <NUM> shown in <FIG> and <FIG>, and is sent to the plurality of the injection hole <NUM> through the connector <NUM>. The check valve <NUM> is provided in the connector <NUM> so that combustion gases do not flow backward during combustion.

In the above embodiment, the present invention is applied to a marine diesel engine using heavy oil as a fuel, but the application of the present invention is not limited thereto, and can be similarly applied to a diesel engine using light oil as a fuel, an engine that combine compression ignition such as a diesel engine with spark ignition such as a gasoline engine. The configurations of the fuel-oil-line, ammonia line, and the air supply and exhaust system are not limited to the embodiments.

Claim 1:
A diesel engine including: a combustion chamber (10A) ; a fuel charging means for charging a fuel oil serving as an ignition source, and gaseous ammonia into the combustion chamber (10A), wherein the fuel charging means forms an ammonia premixed gas in the combustion chamber (10A) by the fuel oil and gaseous ammonia introduced into the combustion chamber and perform mixed combustion,
further including a setting means capable of setting a plurality of different ammonia mixing ratio values, and
a control means for adjusting an air excess ratio value in a total sum of the fuel oil and the ammonia to be introduced by the charging means based on the ammonia mixing ratio value set by the setting means,
wherein the ammonia mixing ratio value set by the setting means is set between <NUM>% and <NUM>% inclusive,
wherein when the ammonia mixing ratio value set by the setting means is changed from a first value to a second value having an ammonia mixing ratio higher than the first value, the control means changes the first air excess ratio value adjusted corresponding to the first value to a second air excess ratio value smaller than the first air excess ratio value,
wherein when the ammonia mixing ratio value set by the setting means is set to a value of <NUM>% or more, the air excess ratio value is adjusted to <NUM> or less,
wherein when the ammonia mixing ratio value set by the setting means is set to a value of <NUM>% or more and <NUM>% or less, the control means adjusts the air excess ratio value to be <NUM> to <NUM> lower than the air excess ratio value during operation using only fuel oil, and wherein a required air amount is determined as a supply air pressure.