| Methanol
Fueled Marine Diesel Engine |
INTRODUCTION Energetic
research on methanol-fueled automobile engines has been forwarded from the viewpoints
of low environmental pollution and the use of alternate fuel since the oil crisis,
and they are now being tested on vehicles in various countries in the world. Various
technical issues have already been solved or the prospect is bright for them.
It can be said that this type of engine is very close to completion at present.
On the other hand, it is an actual situation in the marine engine field that the
research on this type of engine has hardly been tested so far, since it has seldom
been evaluated from the viewpoint of environmental pollution control because it
is used at sea and the idea to use methanol on marine engines is not established
yet. However,
IMO (International Maritime Organization) is now investigating to include exhaust
gas from ships in the objects to be controlled from the viewpoint of environmental
protection on a worldwide scale that has been loudly emphasized recently. In case
clean methanol is used as fuel, work for handling complicated machines such as
centrifuges for heavy fuel oil and for treating sludge discharged from them can
be avoided, and further it can be expected to lessen frequent engine maintenance
work. It has therefore been strongly desired to use methanol on marine diesel
engines from mainly the viewpoint of pursuing economy. Though knowledge which
has been gained with automobile engines can be used in principle, many subjects
to be solved still remain, since marine diesel engines have large bores and mean
effective pressures of more than two times as much, their operating conditions
are extremely severe and they need high reliability and durability in comparison
with automobile engines. Methanol
has a cetane number of three and, consequently, extremely low ignitability. Marine
engines with spark ignition can not exhibit mean effective pressures as high as
those of ordinary diesel engines because of the high rate of pressure rise during
ignition and they can not permit misfiring because of the large volume of their
exhaust systems. The dual fuel injection system which has actual service results
on large-sized gas engines has therefore been selected as the ignition system
for this research. Since methanol is not only corrosive but also insufficient
in lubricating ability, elemental research has been needed to solve these issues EXPERIMENTAL
ENGINE A single
cylinder, four-stroke, direct-injection type diesel engine having a cylinder bore
of 250mm has been modified so as to be suitable for this experiment. The rated
speed of this experimental engine has been set lower than that of the original
type so that the results of this research can be utilized as widely as possible.
The
combustion system of the experimental engine is of a dual fuel injection type
such that the main fuel injection valve (methanol) is located at the centre of
the combustion chamber and atomized fuel from this valve is ignited by the pilot
oil injection from the secondary injection valve (oil) located on the cylinder
head near the periphery of the combustion space. This system has been adopted
from the reasons that it has the high stability of ignition, good low load performance
and high reliability, and that it serves as a measure to prevent corrosion, since
combustion deposits made by pilot oil injection cover the inside surface of the
combustion chamber. The methanol injection pump is of a forced lubrication type
to prevent lubrication troubles. Since methanol is highly volatile, the auxiliary
equipment of the methanol system such as the fuel tank, strainer, supply pump
and valves have been installed in an enclosed chamber (a fuel supply unit) as
shown in Fig.2. A fan and a gas detector have been installed to sufficiently ventilate
the inside of the unit for safety. Pipe joints are also of special structure to
prevent fuel leakage.
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