Abstract: A device and a method for starting an internal combustion engine, provided with an exhaust turbine turbocharger, an electric motor generator, a power storage unit, an engine rotation starter device, injectors, and a control device that controls the electric motor generator, the engine rotation starter device, and the injectors, wherein when an engine rotation activation start signal is input and the rotational frequency of the exhaust turbine turbocharger reaches an engine rotation-activation-starting rotational frequency, the control device starts driving the engine rotation starter device, and when the engine rotational frequency reaches a fuel-supply-starting rotational frequency, the control device starts driving the injectors, thus improving the starting performance of the internal combustion engine.

Abstract: According to a device and a method for controlling an internal combustion engine, a control device (38) enables controllability of the internal combustion engine to be improved by preventing surging from occurring upon starting or stopping of the internal combustion engine, by opening a relief valve (28) as a turbine rotational speed reaches a surging rotational speed when the control device (38) causes a motor generator (32) to assist in rotation of the turbocharger (12) upon starting of a diesel engine body (11).

Abstract: A device and a method for starting an internal combustion engine, provided with an exhaust turbine turbocharger, an electric motor generator, a power storage unit, an engine rotation starter device, injectors, and a control device that controls the electric motor generator, the engine rotation starter device, and the injectors, wherein when an engine rotation activation start signal is input and the rotational frequency of the exhaust turbine turbocharger reaches an engine rotation-activation-starting rotational frequency, the control device starts driving the engine rotation starter device, and when the engine rotational frequency reaches a fuel-supply-starting rotational frequency, the control device starts driving the injectors, thus improving the starting performance of the internal combustion engine.

Abstract: According to a device and a method for controlling an internal combustion engine, a control device (38) enables controllability of the internal combustion engine to be improved by preventing surging from occurring upon starting or stopping of the internal combustion engine, by opening a relief valve (28) as a turbine rotational speed reaches a surging rotational speed when the control device (38) causes a motor generator (32) to assist in rotation of the turbocharger (12) upon starting of a diesel engine body (11).

Abstract: A two-cycle gas engine includes a cylinder, a cylinder head, a piston that defines a combustion chamber with a surrounding wall of the cylinder and the cylinder head, a fuel gas injector, an ignition unit, a scavenging port configured to supply air into the combustion chamber upon the piston being positioned in vicinity of a bottom dead center, a fuel gas injection timing control unit configured to cause the fuel gas injector to inject the fuel gas upon the piston being positioned at 10° to 100° before top dead center in an ascending stroke and to cause the fuel gas injector to inject the fuel gas upon the piston being positioned in vicinity of the top dead center, and an ignition timing control unit configured to ignite the fuel gas inside the combustion chamber upon the piston being positioned in the vicinity of the top dead center.

Abstract: An object is to, in a low-load operating range of a dual-fuel diesel engine or a dual-fuel diesel engine unit including a plurality of the dual-fuel diesel engines, reduce the amount of injection of oil fuel so as to make it possible to make exhaust gas less harmful and to reduce fuel cost. On a cylinder head, a plurality of dual-fuel injectors are disposed, each of which having a gas fuel injector that injects a gas fuel being a main fuel and a pilot fuel injector that injects an oil fuel. In a low-load operating range where it is not necessary for the dual-fuel injectors to inject fuel at the same time for ignition, fuel is injected alternately from the dual-fuel injectors and combusted in every single combustion cycle. As a result, it is possible to halve the amount of injection of oil fuel in the low-load operating range.

Abstract: A fuel gas injection valve according to the present invention includes: a holder including a first injection hole through which fuel gas is injected to produce premixed fuel, and a second injection hole through which fuel gas is injected to produce diffusion fuel; a first needle valve that slidably reciprocates in the holder along an axial direction to open and close the first injection hole and the second injection hole; and a second needle valve having a sealing face on the top thereof and a through-hole provided along the axial direction at the central portion in a radial direction of the second needle valve, the sealing face being brought into contact with a needle valve seat provided in the holder, the first needle valve being slidably inserted into the through-hole, and the second needle valve reciprocating in the holder along the axial direction to prevent fuel gas from circulating to the first injection hole and the second injection hole when the sealing face is in contact with the needle valve seat,

Abstract: A two-cycle gas engine includes a piston that defines a main combustion chamber with a surrounding wall of a cylinder and a cylinder head, a fuel gas injector configured to inject fuel gas, a scavenging port that supplies air into the main combustion chamber upon the piston being positioned in vicinity of a bottom dead center, a precombustion chamber cap that defines a precombustion chamber inside thereof, a fuel injection timing control unit configured to inject the fuel gas into the main combustion chamber and to inject the fuel gas into the main combustion chamber upon the piston being positioned in the vicinity of the top dead center, and an ignition timing control unit configured to ignite a mixed air of the fuel gas and the air inside the precombustion chamber upon the piston being positioned in the vicinity of the top dead center.

Abstract: A two-cycle gas engine includes a cylinder, a cylinder head, a piston that defines a combustion chamber with a surrounding wall of the cylinder and the cylinder head, a fuel gas injector, an ignition unit, a scavenging port configured to supply air into the combustion chamber upon the piston being positioned in vicinity of a bottom dead center, a fuel gas injection timing control unit configured to cause the fuel gas injector to inject the fuel gas upon the piston being positioned at 10° to 100° before top dead center in an ascending stroke and to cause the fuel gas injector to inject the fuel gas upon the piston being positioned in vicinity of the top dead center, and an ignition timing control unit configured to ignite the fuel gas inside the combustion chamber upon the piston being positioned in the vicinity of the top dead center.

Abstract: When shifting to the single combustion mode, an electromagnetic opening-and-closing valve V1 is closed so as to block a gas fuel. Then, an electromagnetic opening-and-closing valve V3 is opened so as to discharge the gas fuel remaining in a gas fuel supply path to the outside of the system. Then, an electromagnetic opening-and-closing valve V2 is opened so as to introduce a replacement gas from a replacement gas reservoir tank to the gas fuel supply path, thereby replacing the contents inside the gas fuel supply path with the replacement gas. After completing the replacement, the electromagnetic opening-and-closing valves V2 and V3 are closed. Next, the electromagnetic opening-and-closing valve V2 is opened and the replacement gas is injected from the gas fuel injectors to a combustion chamber.

Abstract: A ship powered by an internal combustion engine (1) and an electric motor (2) connected to a propeller (3) powered by surplus electric power obtained by a thermal discharge recovery system has a controller including a feedback control section for controlling a base amount of fuel injected to the internal combustion engine (1) based on the difference between the target number of rotation of the propeller given by the operator and the real number of rotation, and a feed-forward control section having a means (25) for calculating an overall power output and a means (26) for calculating a correction in the amount of fuel injected to the internal combustion engine based on the overall power output and the number of rotation of the propeller. The base amount of fuel is corrected by subtracting the correction obtained by the feed-forward section from the base amount of fuel calculated by the feedback control section whereby preventing a rapid change in the speed of the ship due to rapid change in ship loads.

Abstract: Providing an exhaust gas energy recovery device by which the optimal engine operating condition can be continuously maintained in a manner that the flow rate of the engine exhaust gas fed to the power turbine is regulated so that the scavenging air pressure becomes optimal in order that the engine performance (the fuel consumption rate) corresponding to the engine load and the engine speed becomes optima. The engine exhaust gas energy recovery device provided the engine load detecting sensor, the engine speed detecting sensor and the scavenging air pressure detecting sensor, the device regulating the flow rate of the exhaust gas streaming into the exhaust gas turbocharger via controlling the flow rate of the exhaust gas streaming into the power turbine of the exhaust gas energy recovery device, so that the scavenging air pressure is maintained at an arbitrarily ordered level and the engine is operated under a condition that the fuel consumption rate is minimal.

Abstract: A ship powered by an internal combustion engine (1) and an electric motor (2) connected to a propeller (3) powered by surplus electric power obtained by a thermal discharge recovery system has a controller including a feedback control section for controlling a base amount of fuel injected to the internal combustion engine (1) based on the difference between the target number of rotation of the propeller given by the operator and the real number of rotation, and a feed-forward control section having a means (25) for calculating an overall power output and a means (26) for calculating a correction in the amount of fuel injected to the internal combustion engine based on the overall power output and the number of rotation of the propeller. The base amount of fuel is corrected by subtracting the correction obtained by the feed-forward section from the base amount of fuel calculated by the feedback control section whereby preventing a rapid change in the speed of the ship due to rapid change in ship loads.