JP6594788B2 - Fuel gas supply device for gas engine - Google Patents

Description

  The present invention relates to a fuel gas supply device for a gas engine.

  Conventionally, as a gas engine using a gas such as methane as a fuel, in order to maximize the intake / exhaust flow area for the purpose of reducing pressure loss during intake and exhaust, two intake valves and two exhaust valves are located above the cylinder. There is a layout in which and are arranged side by side.

  In the case of the gas engine, an intake port is branched from a midway portion so as to be opened and closed by the two intake valves and connected to the cylinder, and a curved portion for generating a swirl in the cylinder is formed in the intake port. ing.

  A gas nozzle for injecting fuel gas is inserted and disposed upstream of the curved portion of the intake port in the intake flow direction.

  For example, Patent Document 1 shows a general technical level related to the fuel gas supply device of the gas engine.

JP 2001-214811 A

  By the way, in the conventional gas engine, when the timing at which the fuel gas is supplied from the umbrella portion of the intake valve into the cylinder is too early, the exhaust valve closes and the intake valve starts to open. When the fuel gas is blown through and the fuel gas injection timing is excessively late, the fuel gas remains in the intake port and the fuel gas blows out in the next cycle.

  Further, if there is a region where the intake air containing fuel gas supplied from the intake valve into the cylinder is locally rich with respect to the overall air-fuel ratio, knocking occurs and NOx increases, while locally Lean areas can cause instability and misfire. Since such density unevenness is not preferable, it is necessary to supply the fuel gas uniformly both spatially and temporally.

  However, since there is a distance difference (difference in flow path length) from the nozzle hole of the gas nozzle to the two intake valves, the fuel gas injected from the nozzle hole of the gas nozzle flows into the cylinder by the opening operation of the intake valve. It was inevitable that a time difference (temporal nonuniformity) would occur in the timing.

  Thus, the intake air containing the fuel gas supplied from the intake valve closer to the gas nozzle into the cylinder becomes rich in the first half and lean in the second half during the opening operation of the intake valve, while the intake valve on the side far from the gas nozzle During the opening operation of the intake valve, the intake air including the fuel gas supplied from the engine to the cylinder becomes rich in the first half and the second half, causing the concentration unevenness of the intake air including the fuel gas in the cylinder. For this reason, it is difficult to keep the excess air ratio λ constant during the period in which the exhaust valve is “closed” and the intake valve is “open”.

  The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to provide a fuel gas supply device for a gas engine capable of suppressing the blowout of the fuel gas and making the fuel gas concentration distribution uniform.

The present invention includes a first intake valve and a second intake valve arranged side by side above a cylinder;
An intake port branched from a midway portion to be opened and closed by the first intake valve and the second intake valve, connected to the cylinder, and formed with a curved portion for swirl generation in the cylinder;
A gas nozzle that is inserted and disposed upstream of the curved portion of the intake port in the intake flow direction and injects fuel gas, and the first intake valve is disposed closer to the gas nozzle than the second intake valve. In the device
The gas nozzle includes a first injection hole and a second injection hole for injecting fuel gas guided to the first intake valve and the second intake valve,
In a plane coordinate system orthogonal to the cylinder axis, the linear direction connecting the center points of the first intake valve and the second intake valve is defined as the X-axis direction, and the linear direction perpendicular to the X-axis direction is defined as the Y-axis direction. If
The first nozzle hole has an X ₁ Y ₁ coordinate with the position of the first nozzle hole as an origin and is opposite to the curved portion with respect to the X ₁ axis and the first intake valve with respect to the Y ₁ axis. Is the opposite side and injects fuel gas toward the region including the X ₁ axis and the Y ₁ axis,
The second injection hole, the X ₂ Y ₂ coordinates with the origin position of the second injection hole, and the relative and Y ₂ axis at the curved portion on the same side with respect to the X ₂ axis second intake valve a same side configured to inject fuel gas toward regions not including the X ₂ axis and Y ₂ axis,
The gas nozzle is disposed so as to be inclined with respect to the X axis from the center in the width direction on the upper surface of the intake port toward the inner wall surface on the outer peripheral side of the curved portion, and has a downward gradient toward the umbrella portion of the second intake valve. Arranged to tilt,
The first nozzle hole is formed in an outer peripheral surface of the gas nozzle,
The second nozzle hole is for a fuel gas supply device of a gas engine that is drilled at the tip of the gas nozzle .

  In the fuel gas supply device of the gas engine, the second injection hole may be opened at a position closer to the second intake valve than the first injection hole in the X-axis direction.

The present invention also includes a first intake valve and a second intake valve arranged in parallel above the cylinder;
An intake port branched from a midway portion to be opened and closed by the first intake valve and the second intake valve, connected to the cylinder, and formed with a curved portion for swirl generation in the cylinder;
A gas nozzle that is inserted and disposed upstream of the curved portion of the intake port in the intake flow direction;
In the fuel gas supply device of the gas engine, wherein the first intake valve is disposed closer to the gas nozzle than the second intake valve,
The gas nozzle includes a first injection hole and a second injection hole for injecting fuel gas guided to the first intake valve and the second intake valve,
In a plane coordinate system orthogonal to the cylinder axis, the linear direction connecting the center points of the first intake valve and the second intake valve is defined as the X-axis direction, and the linear direction perpendicular to the X-axis direction is defined as the Y-axis direction. If
The first nozzle hole has an X ₁ Y ₁ coordinate with the position of the first nozzle hole as an origin and is opposite to the curved portion with respect to the X ₁ axis and the first intake valve with respect to the Y ₁ axis. Is the opposite side and injects fuel gas toward the region including the X ₁ axis and the Y ₁ axis,
The second injection hole, the X ₂ Y ₂ coordinates with the origin position of the second injection hole, and the relative and Y ₂ axis at the curved portion on the same side with respect to the X ₂ axis second intake valve a same side configured to inject fuel gas toward regions not including the X ₂ axis and Y ₂ axis,
The gas nozzle separately includes a first nozzle having the first nozzle hole and a second nozzle having the second nozzle hole,
The first nozzle and the second nozzle are disposed so as to be parallel to the axis of the cylinder, the first nozzle is disposed adjacent to the upstream side in the intake flow direction from the second nozzle and extends longer than the second nozzle,
The first nozzle hole is formed in the outer peripheral surface of the first nozzle,
The second injection hole is applied to a fuel gas supply device of a gas engine formed in the outer peripheral surface of the second nozzle.

Furthermore, the present invention provides a first intake valve and a second intake valve arranged in parallel at an upper position of the cylinder,
An intake port branched from a midway portion to be opened and closed by the first intake valve and the second intake valve, connected to the cylinder, and formed with a curved portion for swirl generation in the cylinder;
A gas nozzle that is inserted and disposed upstream of the curved portion of the intake port in the intake flow direction;
In the fuel gas supply device of the gas engine, wherein the first intake valve is disposed closer to the gas nozzle than the second intake valve,
The gas nozzle includes a first injection hole and a second injection hole for injecting fuel gas guided to the first intake valve and the second intake valve,
In a plane coordinate system orthogonal to the cylinder axis, the linear direction connecting the center points of the first intake valve and the second intake valve is defined as the X-axis direction, and the linear direction perpendicular to the X-axis direction is defined as the Y-axis direction. If
The first nozzle hole has an X ₁ Y ₁ coordinate with the position of the first nozzle hole as an origin, and is opposite to the curved portion with respect to the X ₁ axis and the first intake valve with respect to the Y ₁ axis. Is the opposite side and injects fuel gas toward the region including the X ₁ axis and the Y ₁ axis,
The second injection hole, the X ₂ Y ₂ coordinates with the origin position of the second injection hole, and the relative and Y ₂ axis at the curved portion on the same side with respect to the X ₂ axis second intake valve a same side configured to inject fuel gas toward regions not including the X ₂ axis and Y ₂ axis,
The gas nozzle separately includes a first nozzle having the first nozzle hole and a second nozzle having the second nozzle hole,
The first nozzle and the second nozzle are disposed so as to be parallel to the axis of the cylinder, and the first nozzle is disposed adjacent to the upstream side in the intake flow direction from the second nozzle,
The first nozzle hole is formed at the tip of the first nozzle,
The second injection hole is applied to a fuel gas supply device of a gas engine formed in the outer peripheral surface of the second nozzle.

  According to the fuel gas supply device for a gas engine of the present invention, it is possible to achieve an excellent effect that the fuel gas can be blown out and the concentration distribution of the fuel gas can be made uniform.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram which shows 1st Example of the fuel gas supply apparatus of the gas engine of this invention, Comprising: (a) is a plane sectional view, (b) is Ib-Ib arrow sectional drawing of Fig.1 (a), (C) is an Ic-Ic arrow view of FIG.1 (b), (d) is an Id-Id arrow view of FIG.1 (b). (A) in the X ₁ Y ₁ coordinate to the position origin of the first injection hole in the first embodiment of the fuel gas supply system of a gas engine of the present invention, shows an injection direction of the fuel gas, (b) is in X ₂ Y ₂ coordinates to position origin of second nozzle hole of the first embodiment of the fuel gas supply system of a gas engine of the present invention, showing the injection direction of the fuel gas. It is a figure which shows the external shape of the intake port in the 1st Example of the fuel gas supply apparatus of the gas engine of this invention, Comprising: (a) is a top view, (b) is a side view. The fuel gas concentration flowing into the cylinder from the first intake valve and the fuel gas concentration flowing into the cylinder from the second intake valve in the first embodiment of the fuel gas supply device of the gas engine of the present invention are associated with the valve opening degree. FIG. It is a schematic block diagram which shows the reference example of the fuel gas supply apparatus of the gas engine of this invention, Comprising: (a) is a plane sectional view, (b) is a Vb-Vb arrow sectional view of FIG. ) Is a Vc-Vc arrow view of FIG. 5 (b), and (d) is a Vd-Vd arrow view of FIG. 5 (b). (A) in the X ₁ Y ₁ coordinate positions of the first nozzle hole and the origin of the reference example of the fuel gas supply system of a gas engine of the present invention, shows an injection direction of the fuel gas, (b) the present invention in the X ₂ Y ₂ coordinates the position of the second nozzle hole is the origin of the reference example of the fuel gas supply system of the gas engine is a diagram illustrating an injection direction of the fuel gas. It is a schematic block diagram which shows the 2nd Example of the fuel gas supply apparatus of the gas engine of this invention, Comprising: (a) is a plane sectional view, (b) is a VIIb-VIIb arrow sectional view of FIG. (C) is the VIIc-VIIc arrow directional view of FIG.7 (b). (A) in the X ₁ Y ₁ coordinate positions of the first nozzle hole and the origin of the second embodiment of the fuel gas supply system of a gas engine of the present invention, shows an injection direction of the fuel gas, (b) is in X ₂ Y ₂ coordinates with the origin position of the second nozzle hole in the second embodiment of the fuel gas supply system of a gas engine of the present invention, showing the injection direction of the fuel gas. It is a schematic block diagram which shows the 3rd Example of the fuel gas supply apparatus of the gas engine of this invention, Comprising: (a) is a plane sectional view, (b) is IXb-IXb arrow sectional drawing of Fig.9 (a), (C) is an IXc-IXc arrow directional view of Drawing 9 (b). (A) in the X ₁ Y ₁ coordinate positions of the first nozzle hole and the origin in the third embodiment of the fuel gas supply system of a gas engine of the present invention, shows an injection direction of the fuel gas, (b) is in X ₂ Y ₂ coordinates to position origin of second nozzle hole in the third embodiment of the fuel gas supply system of a gas engine of the present invention, showing the injection direction of the fuel gas.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  1 to 4 show a first embodiment of a fuel gas supply device for a gas engine of the present invention.

  In the case of the first embodiment, as shown in FIGS. 3 (a) and 3 (b), the first intake valve I1, the second intake valve I2, the first exhaust valve E1, and the second exhaust valve are located above the cylinder 1, respectively. An exhaust valve E2 is juxtaposed. An intake port P is branched and connected to the cylinder 1 so as to be opened and closed by the first intake valve I1 and the second intake valve I2. The intake port P includes a longitudinal flow path portion Pa extending in a direction (vertical direction) parallel to the axis of the cylinder 1, and a lateral flow path portion Pb bent at a right angle from the longitudinal flow path portion Pa and extending in the horizontal direction. The leading end side of the horizontal flow path portion Pb branches to form a swirl generating curved portion Pc in the cylinder 1. The intake port P is a flow path formed in the cylinder head 1a as shown in FIG. 1, but is schematically shown as a pipe in FIG.

  As shown in FIG. 1, a gas nozzle N for injecting fuel gas is inserted and disposed in the lateral flow path portion Pb upstream of the curved portion Pc of the intake port P in the intake flow direction.

  Here, in the first intake valve I1 and the second intake valve I2, umbrella portions I1b, I2b are formed at the tips of the stem portions I1a, I2a, and a plane orthogonal to the axis (parallel to the axis of the cylinder 1). In the coordinate system, a linear direction connecting the center points of the first intake valve I1 and the second intake valve I2 is an X-axis direction, and a linear direction perpendicular to the X-axis direction is a Y-axis direction. The first intake valve I1 is arranged closer to the gas nozzle N than the second intake valve I2.

  The gas nozzle N is disposed so as to be inclined with respect to the X-axis in a plane direction from the center in the width direction on the upper surface of the transverse flow path portion Pb of the intake port P toward the outer peripheral side wall surface of the curved portion Pc (FIG. ) And FIG. 1 (c)) and the second intake valve I2 is arranged so as to incline with a downward slope toward the umbrella portion I2b (see FIG. 1 (b)).

  A first nozzle hole H1 for injecting a fuel gas guided to the first intake valve I1 is formed on the outer peripheral surface of the gas nozzle N, and a leading end of the gas nozzle N is guided to the second intake valve I2. A second injection hole H2 for injecting fuel gas is formed. However, since the intake port P is common and not completely separated, the fuel gas injected from the first injection hole H1 is mainly introduced into the first intake valve I1, but is completely However, it is not introduced only to the first intake valve I1. Similarly, the fuel gas injected from the second injection hole H2 is mainly introduced into the second intake valve I2, but is not completely introduced only into the second intake valve I2.

The first injection hole H1 is, as shown in FIG. 1 (a) and 2 (a), the _X 1 _{Y 1} coordinate with the origin position of the first nozzle holes H1, to _{the X 1} axis the bending portion the Pc are configured to inject fuel gas in an angle of approximately 45 ° to the X ₁ axis towards the region opposite the and Y ₁ the relative axial first intake valve I1 opposite. The first injection hole H1 is configured to inject fuel gas at an angle of about 45 ° obliquely downward with respect to the vertical direction, as shown in FIGS. 1 (c) and 1 (d). In other words, from said first nozzle hole H1, when viewed in three dimensions, and perpendicular to the X ₁ axis in the side opposite to the curved portion Pc to the plane containing the X ₁ axis is orthogonal to the Y ₁ axis so as to inject the fuel gas toward the opposite side space from said first intake valve I1 to the plane containing the Y ₁ axis and.

Further, as shown in FIGS. 1 (a) and 2 (b), the second nozzle hole H2 is in the X ₂ Y ₂ coordinate with the position of the second nozzle hole H2 as the origin in relation to the X ₂ axis. respect and Y ₂ axis at the curved portion Pc and the same side said to the second intake valve I2 are configured to inject fuel gas in an angle of approximately 10 ° relative to the X ₂ axis toward the same side of the region. As shown in FIG. 1B, the second nozzle hole H2 is opened at a position closer to the second intake valve I2 than the first nozzle hole H1 in the X-axis direction. The fuel gas is injected in the axial direction. In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis so as to inject the fuel gas toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te. Incidentally, when the first nozzle hole H1 and the second nozzle hole H2 are formed at positions that cannot be directly seen on the opposite side in the drawing, the first nozzle hole H1 and the second nozzle hole H2 are indicated by dotted lines. In addition, the lead lines are also indicated by dotted lines.

  Next, the operation of the first embodiment will be described.

A solenoid valve (not shown) is opened and fuel gas is introduced into the gas nozzle N. Then, from the first nozzle hole H1 of the gas nozzle N, as shown in FIG. 1 (a) and FIG. 2 (a), the X ₁ Y ₁ coordinate with the position of the first nozzle hole H1 as the origin is on the X ₁ axis. an angle of approximately 45 ° to the X ₁ axis toward the opposite side of the region and the curved portion Pc the first intake valve I1 to and Y ₁ axis opposite the hand, yet FIG. 1 (c) As shown in FIG. 1D, the fuel gas is injected at an angle of about 45 ° obliquely downward with respect to the vertical direction. In other words, from said first nozzle hole H1, when viewed in three dimensions, and perpendicular to the X ₁ axis in the side opposite to the curved portion Pc to the plane containing the X ₁ axis is orthogonal to the Y ₁ axis fuel gas toward the opposite side space is injected from said first intake valve I1 to the plane containing the Y ₁ axis and. The timing for opening the solenoid valve is the intake and exhaust overlap period in FIG. 4 when the first exhaust valve E1 and the second exhaust valve E2 are about to close and the first intake valve I1 and the second intake valve I2 begin to open. However, the fuel gas is ejected from the first injection hole H1 and the second injection hole H2, and the fuel gas reaches the cylinder 1 from the first intake valve I1 and the second intake valve I2, and the concentration distribution of the fuel gas is generated. Is after the intake and exhaust overlap period.

At the same time, from the second nozzle hole H2 of the gas nozzle N, as shown in FIGS. 1 (a) and 2 (b), in the X ₂ Y ₂ coordinate with the position of the second nozzle hole H2 as the origin, the X ₂ axis wherein the curved portion Pc and the second intake valve I2 respect and Y ₂ axis at the same side an angle of approximately 10 ° relative to the X ₂ axis toward the same side of the region to further FIG 1 (b) As shown, the fuel gas is injected in the axial direction of the gas nozzle N from a position closer to the second intake valve I2 than the first injection hole H1 in the X-axis direction. In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis fuel gas is injected toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te.

  As a result, in the first embodiment, the fuel gas injection position and injection direction from the first injection hole H1 and the fuel gas injection position and injection direction from the second injection hole H2 are not the same. By setting each, the distance from the first injection hole H1 to the first intake valve I1 and the distance from the second injection hole H2 to the second intake valve I2 are the substantial flow through which the fuel gas flows. It becomes substantially equal in the road length. For this reason, a time difference (time difference between the timing at which the fuel gas injected from the first injection hole H1 and the second injection hole H2 of the gas nozzle N flows into the cylinder 1 by the opening operation of the first intake valve I1 and the second intake valve I2) (Temporal non-uniformity) is less likely to occur (refer to the alternate long and short dash lines shown by the thick lines in FIG. 4).

  As a result, intake air containing fuel gas supplied from the first intake valve I1 closer to the gas nozzle N into the cylinder 1 and fuel supplied from the second intake valve I2 farther from the gas nozzle N into the cylinder 1 are supplied. As shown in FIG. 4, the intake air containing gas becomes rich in the first half and lean in the second half (see the one-dot chain line shown in FIG. 4) or during the opening operation of the first intake valve I1 and the second intake valve I2. It does not become lean and rich in the second half (see the two-dot chain line shown in FIG. 4). Therefore, the concentration of the intake air including the fuel gas in the cylinder 1 becomes uniform, the first exhaust valve E1 and the second exhaust valve E2 are “closed”, and the first intake valve I1 and the second intake valve I2 are “open”. During this period, it becomes possible to make the excess air ratio λ constant, making it difficult for knocking to occur and reducing NOx, while stabilizing combustion and eliminating the cause of misfire.

  Moreover, in the first embodiment, unlike the conventional gas engine, the timing at which the fuel gas is supplied from the umbrella portion I2b of the first intake valve I1 and the second intake valve I2 into the cylinder 1 is not excessively early. As shown in FIG. 4, the timing at which the fuel gas is supplied from the first intake valve I1 and the second intake valve I2 into the cylinder 1 is such that the first exhaust valve E1 and the second exhaust valve E2 are closed and the first exhaust valve E2 is closed. Since the intake / exhaust overlap period begins when the intake valve I1 and the second intake valve I2 begin to open, there is no fear of causing fuel gas to blow through. Conversely, the fuel gas injection timing does not become too late, and there is no fear that the fuel gas will remain in the intake port P and the fuel gas will blow out in the next cycle.

  In this way, it is possible to suppress the blowout of the fuel gas and make the fuel gas concentration distribution uniform.

5 and 6 are reference examples of the fuel gas supply device for a gas engine of the present invention. In the figure, the same reference numerals as those in FIGS. 1 to 4 denote the same components. The configuration is the same as that of the first embodiment shown in FIGS.

In the case of the reference example , as shown in FIG. 5 (a), the gas nozzle N is arranged so as to be parallel to the X axis from the center in the width direction on the upper surface of the transverse flow path portion Pb of the intake port P and has a downward slope. And are arranged so as to be inclined (see FIG. 5B).

  On the outer peripheral surface of the gas nozzle N, there are a first injection hole H1 for injecting fuel gas guided to the first intake valve I1, and a second injection hole H2 for injecting fuel gas guided to the second intake valve I2. It has been drilled. However, since the intake port P is common and not completely separated, the fuel gas injected from the first injection hole H1 is mainly introduced into the first intake valve I1, but is completely However, it is not introduced only to the first intake valve I1. Similarly, the fuel gas injected from the second injection hole H2 is mainly introduced into the second intake valve I2, but is not completely introduced only into the second intake valve I2.

The first injection hole H1 is, as shown in FIG. 5 (a) and 6 (a), the _X 1 _{Y 1} coordinate with the origin position of the first nozzle holes H1, to _{the X 1} axis the bending portion the Pc are configured to inject fuel gas in an angle of approximately 45 ° to the X ₁ axis towards the region opposite the and Y ₁ the relative axial first intake valve I1 opposite. The first injection hole H1 is configured to inject fuel gas at an angle of about 45 ° obliquely downward with respect to the vertical direction, as shown in FIGS. 5 (c) and 5 (d). In other words, from said first nozzle hole H1, when viewed in three dimensions, and perpendicular to the X ₁ axis in the side opposite to the curved portion Pc to the plane containing the X ₁ axis is orthogonal to the Y ₁ axis so as to inject the fuel gas toward the opposite side space from said first intake valve I1 to the plane containing the Y ₁ axis and.

Further, as shown in FIGS. 5 (a) and 6 (b), the second nozzle hole H2 is in the X ₂ Y ₂ coordinates with the position of the second nozzle hole H2 as the origin in relation to the X ₂ axis. respect and Y ₂ axis at the curved portion Pc and the same side said to the second intake valve I2 are configured to inject fuel gas in an angle of approximately 45 ° to the X ₂ axis toward the same side of the region. The second injection hole H2 is configured to inject fuel gas at an angle of about 45 ° obliquely upward with respect to the vertical direction, as shown in FIGS. 5 (c) and 5 (d). In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis so as to inject the fuel gas toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te.

Next, the operation of the reference example will be described.

A solenoid valve (not shown) is opened and fuel gas is introduced into the gas nozzle N. Then, from the first nozzle hole H1 of the gas nozzle N, as shown in FIGS. 5 (a) and 6 (a), the X ₁ axis in the X ₁ Y ₁ coordinate with the position of the first nozzle hole H1 as the origin is shown. wherein the curved portion Pc an angle of approximately 45 ° to the X ₁ axis toward the opposite side area to the opposite side and Y ₁ the relative axial first intake valve I1 to further FIG 5 (c ) And FIG. 5D, the fuel gas is injected at an angle of about 45 ° obliquely downward with respect to the vertical direction. In other words, from said first nozzle hole H1, when viewed in three dimensions, and perpendicular to the X ₁ axis in the side opposite to the curved portion Pc to the plane containing the X ₁ axis is orthogonal to the Y ₁ axis fuel gas toward the opposite side space is injected from said first intake valve I1 to the plane containing the Y ₁ axis and. The timing for opening the solenoid valve is the same as that in the first embodiment. In FIG. 4, the first exhaust valve E1 and the second exhaust valve E2 are closed and the first intake valve I1 and the second intake valve I2 are closed. Is in the intake and exhaust overlap period, the fuel gas is ejected from the first injection hole H1 and the second injection hole H2, and each fuel gas is injected into the cylinder 1 from the first intake valve I1 and the second intake valve I2. The fuel gas concentration distribution is reached after the intake / exhaust overlap period.

At the same time, from the second nozzle hole H2 of the gas nozzle N, as shown in FIGS. 5 (a) and 6 (b), in the X ₂ Y ₂ coordinate with the position of the second nozzle hole H2 as the origin, X ₂ wherein the curved portion Pc and the second intake valve I2 respect and Y ₂ axis at the same side with respect to the axis an angle of approximately 45 ° to the X ₂ axis toward the same side of the region, further FIG 5 (c ) And FIG. 5D, the fuel gas is injected at an angle of about 45 ° obliquely upward with respect to the vertical direction. In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis fuel gas is injected toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te.

As a result, also in the reference example , the fuel gas injection position and injection direction from the first injection hole H1 and the fuel gas injection position and injection direction from the second injection hole H2 are not set to be the same. As a result, the distance from the first injection hole H1 to the first intake valve I1 and the distance from the second injection hole H2 to the second intake valve I2 are substantially the flow path length through which the fuel gas flows. In this case, they are almost equal. For this reason, a time difference (time difference between the timing at which the fuel gas injected from the first injection hole H1 and the second injection hole H2 of the gas nozzle N flows into the cylinder 1 by the opening operation of the first intake valve I1 and the second intake valve I2 ( (Temporal non-uniformity) is less likely to occur (refer to the alternate long and short dash lines shown by the thick lines in FIG. 4).

  As a result, intake air containing fuel gas supplied from the first intake valve I1 closer to the gas nozzle N into the cylinder 1 and fuel supplied from the second intake valve I2 farther from the gas nozzle N into the cylinder 1 are supplied. As shown in FIG. 4, the intake air containing gas becomes rich in the first half and lean in the second half (see the one-dot chain line shown in FIG. 4) or during the opening operation of the first intake valve I1 and the second intake valve I2. It does not become lean and rich in the second half (see the two-dot chain line shown in FIG. 4). Therefore, the concentration of the intake air including the fuel gas in the cylinder 1 becomes uniform, the first exhaust valve E1 and the second exhaust valve E2 are “closed”, and the first intake valve I1 and the second intake valve I2 are “open”. During this period, it becomes possible to make the excess air ratio λ constant, making it difficult for knocking to occur and reducing NOx, while stabilizing combustion and eliminating the cause of misfire.

Moreover, in the reference example , unlike the conventional gas engine, the timing at which the fuel gas is supplied into the cylinder 1 from the umbrella portion I2b of the first intake valve I1 and the second intake valve I2 is not excessively fast. As shown in FIG. 4, the timing at which the fuel gas is supplied from the first intake valve I1 and the second intake valve I2 into the cylinder 1 is such that the first exhaust valve E1 and the second exhaust valve E2 are closed and the first intake valve is closed. Since it is after the intake / exhaust overlap period in which I1 and the second intake valve I2 begin to open, there is no risk of fuel gas blowout. Conversely, the fuel gas injection timing does not become too late, and there is no fear that the fuel gas will remain in the intake port P and the fuel gas will blow out in the next cycle.

Thus, also in the reference example, it is possible to suppress the blowout of the fuel gas and make the concentration distribution of the fuel gas uniform.

7 and 8 show a second embodiment of the fuel gas supply device for a gas engine according to the present invention, in which the same reference numerals as those in FIGS. 1 to 4 and FIGS. 5 and 6 are the same. The basic structure is the same as the first embodiment shown in FIGS. 1 to 4 and the reference examples shown in FIGS.

In the case of the second embodiment , as shown in FIGS. 7A and 7B, the gas nozzle N includes a first nozzle N1 having the first injection hole H1 formed on the outer peripheral surface, and an outer peripheral surface. The second nozzle N2 having the second nozzle hole H2 is individually provided.

  As shown in FIG. 7A, the first nozzle N1 and the second nozzle N2 are inserted vertically downward from the center in the width direction on the upper surface of the transverse flow path portion Pb of the intake port P, as shown in FIG. 7B. As described above, they are arranged so as to be parallel to the axis of the cylinder 1. The first nozzle N1 is disposed adjacent to the upstream side in the intake flow direction from the second nozzle N2, and extends downward from the second nozzle N2 to a midway position in the longitudinal flow path portion Pa.

The first injection hole H1 is, as shown in FIG. 7 (a) and FIG. 8 (a), the in _X 1 _{Y 1} coordinate with the origin position of the first nozzle holes H1, to _{the X 1} axis the bending portion the Pc are configured to inject fuel gas into the Y ₁ axially on the opposite side. The first injection hole H1 is configured to inject fuel gas in the horizontal direction as shown in FIG. 7 (c). In other words, from said first nozzle hole H1, when viewed in three dimensions, and perpendicular to the X ₁ axis in the side opposite to the curved portion Pc to the plane containing the X ₁ axis is orthogonal to the Y ₁ axis Thus, the fuel gas is injected along a plane including the Y ₁ axis.

Further, as shown in FIGS. 7A and 8B, the second nozzle hole H2 has an X ₂ Y ₂ coordinate with the position of the second nozzle hole H2 as the origin and the X ₂ axis. respect and Y ₂ axis at the curved portion Pc and the same side said to the second intake valve I2 are configured to inject fuel gas in an angle of approximately 45 ° to the X ₂ axis toward the same side of the region. As shown in FIGS. 7A and 7B, the second injection hole H2 opens at a position closer to the second intake valve I2 than the first injection hole H1 in the X-axis direction. As shown in FIG. 7B and FIG. 7C, the fuel gas is injected in the horizontal direction. In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis so as to inject the fuel gas toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te.

Next, the operation of the second embodiment will be described.

A solenoid valve (not shown) is opened and fuel gas is introduced into the first nozzle N1 and the second nozzle N2 of the gas nozzle N. Then, from the first nozzle hole H1 of the first nozzle N1, as shown in FIGS. 7A and 8A, in the X ₁ Y ₁ coordinate with the position of the first nozzle hole H1 as the origin, the said curved portion Pc to _one axis a and Y ₁ axially opposite, further as shown in FIG. 7 (b) and FIG. 7 (c), the fuel gas is injected in a horizontal direction. In other words, from said first nozzle hole H1, when viewed in three dimensions, and perpendicular to the X ₁ axis in the side opposite to the curved portion Pc to the plane containing the X ₁ axis is orthogonal to the Y ₁ axis Then, the fuel gas is injected along a plane including the Y ₁ axis. The timing for opening the solenoid valve is similar to that in the first embodiment and the reference example . In FIG. 4, the first exhaust valve E1 and the second exhaust valve E2 are closed and the first intake valve I1 and the second intake valve are closed. During the intake and exhaust overlap period in which the intake valve I2 begins to open, fuel gas is ejected from the first injection hole H1 and the second injection hole H2, and each of the fuel is injected into the cylinder 1 from the first intake valve I1 and the second intake valve I2. The fuel gas reaches the fuel gas concentration distribution after the intake / exhaust overlap period.

At the same time, from the second nozzle hole H2 of the second nozzle N2, as shown in FIGS. 7 (a) and 8 (b), in the X ₂ Y ₂ coordinates where the position of the second nozzle hole H2 is the origin, the X ₂ the relative and Y ₂ axis in the bending portion Pc and the same side with respect to the axial second intake valve I2 an angle of approximately 45 ° to the X ₂ axis toward the same side of the region, further 7 As shown in FIG. 7B and FIG. 7C, the fuel gas is injected in the horizontal direction. In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis fuel gas is injected toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te.

As a result, also in the second embodiment , the fuel gas injection position and injection direction from the first injection hole H1 and the fuel gas injection position and injection direction from the second injection hole H2 are not the same. By setting each, the distance from the first injection hole H1 to the first intake valve I1 and the distance from the second injection hole H2 to the second intake valve I2 are the substantial flow through which the fuel gas flows. It becomes substantially equal in the road length. Therefore, the fuel gas injected from the first nozzle hole H1 of the first nozzle N1 and the second nozzle hole H2 of the second nozzle N2 is moved into the cylinder 1 by the opening operation of the first intake valve I1 and the second intake valve I2. A time difference (temporal nonuniformity) is less likely to occur at the timing of flowing into (see the one-dot chain line and the two-dot chain line shown by the thick line in FIG. 4). Furthermore, in the second embodiment , since the gas nozzle N is divided into the first nozzle N1 and the second nozzle N2, the fuel gas injection position and injection direction from the first injection hole H1, and the second injection It is possible to increase the degree of freedom in setting the fuel gas injection position and injection direction from the hole H2 without making them the same.

  As a result, intake air containing fuel gas supplied from the first intake valve I1 closer to the gas nozzle N into the cylinder 1 and fuel supplied from the second intake valve I2 farther from the gas nozzle N into the cylinder 1 are supplied. As shown in FIG. 4, the intake air containing gas becomes rich in the first half and lean in the second half (see the one-dot chain line shown in FIG. 4) or during the opening operation of the first intake valve I1 and the second intake valve I2. It does not become lean and rich in the second half (see the two-dot chain line shown in FIG. 4). Therefore, the concentration of the intake air including the fuel gas in the cylinder 1 becomes uniform, the first exhaust valve E1 and the second exhaust valve E2 are “closed”, and the first intake valve I1 and the second intake valve I2 are “open”. During this period, it becomes possible to make the excess air ratio λ constant, making it difficult for knocking to occur and reducing NOx, while stabilizing combustion and eliminating the cause of misfire.

Moreover, in the second embodiment , unlike the conventional gas engine, the timing at which the fuel gas is supplied from the umbrella portion I2b of the first intake valve I1 and the second intake valve I2 into the cylinder 1 is not excessively early. As shown in FIG. 4, the timing at which the fuel gas is supplied from the first intake valve I1 and the second intake valve I2 into the cylinder 1 is such that the first exhaust valve E1 and the second exhaust valve E2 are closed and the first exhaust valve E2 is closed. Since the intake / exhaust overlap period starts after the intake valve I1 and the second intake valve I2 begin to open, there is no fear of causing fuel gas blowout. Conversely, the fuel gas injection timing does not become too late, and there is no fear that the fuel gas will remain in the intake port P and the fuel gas will blow out in the next cycle.

Thus, also in the second embodiment , the fuel gas blow-through can be suppressed and the concentration distribution of the fuel gas can be made uniform.

9 and 10 show a third embodiment of the fuel gas supply device for a gas engine of the present invention, in which the same reference numerals as in FIGS. 1 to 4, 5 and 6, and FIGS. 7 and 8 are used. The parts marked with are the same, and the basic structure is the first embodiment shown in FIGS. 1 to 4, the reference example shown in FIGS. 5 and 6, and the second embodiment shown in FIGS. Similar to the example .

In the case of the third embodiment , as shown in FIGS. 9 (a) and 9 (b), the gas nozzle N includes a first nozzle N1 having a first nozzle hole H1 formed at a tip thereof, and the outer peripheral surface of the first nozzle N1. A second nozzle N2 having a second nozzle hole H2 is individually provided.

  As shown in FIG. 9A, the first nozzle N1 and the second nozzle N2 are inserted vertically downward from the center in the width direction on the upper surface of the transverse flow path portion Pb of the intake port P, as shown in FIG. 9B. As described above, they are arranged so as to be parallel to the axis of the cylinder 1. The first nozzle N1 is adjacently arranged upstream of the second nozzle N2 in the intake flow direction and has the same length as the second nozzle N2.

As shown in FIGS. 9A and 10A, the first nozzle hole H1 has an X ₁ axis and a Y ₁ axis in the X ₁ Y ₁ coordinates with the position of the first nozzle hole H1 as the origin. 9 (b) and FIG. 9 (c), the fuel gas is configured to be injected in the axial direction (vertical direction) of the first nozzle N1.

Further, as shown in FIGS. 9A and 10B, the second injection hole H2 is in the X ₂ Y ₂ coordinates with the position of the second injection hole H2 as the origin, and the X ₂ axis is respect and Y ₂ axis at the curved portion Pc and the same side said to the second intake valve I2 are configured to inject fuel gas in an angle of approximately 10 ° relative to the X ₂ axis toward the same side of the region. As shown in FIGS. 9A and 9B, the second injection hole H2 opens at a position closer to the second intake valve I2 than the first injection hole H1 in the X-axis direction. As shown in FIG. 9B and FIG. 9C, the fuel gas is injected in the horizontal direction. In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis so as to inject the fuel gas toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te.

Next, the operation of the third embodiment will be described.

A solenoid valve (not shown) is opened and fuel gas is introduced into the first nozzle N1 and the second nozzle N2 of the gas nozzle N. Then, from the first nozzle hole H1 of the first nozzle N1, as shown in FIG. 9 (a) and FIG. 10 (a), in the X ₁ Y ₁ coordinate with the position of the first nozzle hole H1 as the origin, _As shown in FIGS. 9B and 9C, fuel gas is injected from the origin including the _one axis and the Y _one axis in the axial direction (vertical direction) of the first nozzle N1. The timing for opening the solenoid valve is the same as in the first embodiment, the reference example, and the second embodiment . In FIG. 4, the first exhaust valve E1 and the second exhaust valve E2 are closed and the first intake valve is closed. During the intake and exhaust overlap period in which the valve I1 and the second intake valve I2 begin to open, fuel gas is ejected from the first injection hole H1 and the second injection hole H2, and from the first intake valve I1 and the second intake valve I2. It is after the intake / exhaust overlap period that each fuel gas reaches the cylinder 1 and the concentration distribution of the fuel gas is generated.

At the same time, from the second nozzle hole H2 of the second nozzle N2, as shown in FIGS. 9 (a) and 10 (b), in the X ₂ Y ₂ coordinates with the position of the second nozzle hole H2 as the origin, the X ₂ the relative and Y ₂ axis in the bending portion Pc and the same side with respect to the axial second intake valve I2 an angle of approximately 10 ° relative to the X ₂ axis toward the same side of the region, further 9 As shown in FIG. 9B and FIG. 9C, the fuel gas is injected in the horizontal direction. In other words, said the second injection hole H2, when viewed in three dimensions, perpendicular to the Y ₂ axis and orthogonal to the X ₂ axis in the bending portion Pc and the same side with respect to a plane containing the X ₂ axis fuel gas is injected toward the same side of the space between the second intake valve I2 to the plane containing the Y ₂ axis Te.

As a result, also in the third embodiment , the fuel gas injection position and injection direction from the first injection hole H1 and the fuel gas injection position and injection direction from the second injection hole H2 are not the same. By setting each, the distance from the first injection hole H1 to the first intake valve I1 and the distance from the second injection hole H2 to the second intake valve I2 are the substantial flow through which the fuel gas flows. It becomes substantially equal in the road length. For this reason, a time difference (time difference between the timing at which the fuel gas injected from the first injection hole H1 and the second injection hole H2 of the gas nozzle N flows into the cylinder 1 by the opening operation of the first intake valve I1 and the second intake valve I2 ( (Temporal non-uniformity) is less likely to occur (refer to the alternate long and short dash lines shown by the thick lines in FIG. 4). Furthermore, in the third embodiment , since the gas nozzle N is divided into the first nozzle N1 and the second nozzle N2, the fuel gas injection position and injection direction from the first injection hole H1, and the second injection It is possible to increase the degree of freedom in setting the fuel gas injection position and injection direction from the hole H2 without making them the same.

  As a result, intake air containing fuel gas supplied from the first intake valve I1 closer to the gas nozzle N into the cylinder 1 and fuel supplied from the second intake valve I2 farther from the gas nozzle N into the cylinder 1 are supplied. As shown in FIG. 4, the intake air containing gas becomes rich in the first half and lean in the second half (see the one-dot chain line shown in FIG. 4) or during the opening operation of the first intake valve I1 and the second intake valve I2. It does not become lean and rich in the second half (see the two-dot chain line shown in FIG. 4). Therefore, the concentration of the intake air including the fuel gas in the cylinder 1 becomes uniform, the first exhaust valve E1 and the second exhaust valve E2 are “closed”, and the first intake valve I1 and the second intake valve I2 are “open”. During this period, it becomes possible to make the excess air ratio λ constant, making it difficult for knocking to occur and reducing NOx, while stabilizing combustion and eliminating the cause of misfire.

Moreover, in the third embodiment , unlike the conventional gas engine, the timing at which the fuel gas is supplied from the umbrella portion I2b of the first intake valve I1 and the second intake valve I2 into the cylinder 1 is not excessively early. As shown in FIG. 4, the timing at which the fuel gas is supplied from the first intake valve I1 and the second intake valve I2 into the cylinder 1 is such that the first exhaust valve E1 and the second exhaust valve E2 are closed and the first exhaust valve E2 is closed. Since the intake / exhaust overlap period starts after the intake valve I1 and the second intake valve I2 begin to open, there is no fear of causing fuel gas blowout. Conversely, the fuel gas injection timing does not become too late, and there is no fear that the fuel gas will remain in the intake port P and the fuel gas will blow out in the next cycle.

Thus, also in the third embodiment, it is possible to suppress the blowout of the fuel gas and make the fuel gas concentration distribution uniform.

Based on the results of the above four embodiments, the first injection hole H1 is opposite the X ₁ Y ₁ coordinate with the origin position of the first nozzle holes H1, and the bending portion Pc to the X ₁ axis it may be configured to inject the fuel gas toward a region including the X ₁ axis and Y ₁ axis a opposite to the first intake valve I1 to and Y ₁ axis at the side. Further, said second injection hole H2, the X ₂ Y ₂ coordinates with the origin position of the second nozzle holes H2, the relative and Y ₂ axis in the bending portion Pc and the same side with respect to X ₂ Axis the second intake valve I2 may be configured to inject the fuel gas toward a same side to an area which does not include the X ₂ axis and Y ₂ axis.

  The opening of the second injection hole H2 at a position closer to the second intake valve I2 than the first injection hole H1 in the X-axis direction is a distance from the first injection hole H1 to the first intake valve I1. This is effective in making the distance from the second injection hole H2 to the second intake valve I2 substantially equal in the substantial flow path length through which the fuel gas flows.

  The gas nozzle N includes the first nozzle N1 having the first nozzle hole H1 and the second nozzle N2 having the second nozzle hole H2 separately. The degree of freedom in setting the fuel gas injection position and injection direction from the nozzle hole H1 and the fuel gas injection position and injection direction from the second nozzle hole H2 without being the same can be increased. Become effective.

  On the other hand, in the first embodiment, the gas nozzle N is disposed so as to be inclined with respect to the X axis from the central portion in the width direction on the upper surface of the intake port P toward the inner wall surface on the outer peripheral side of the curved portion Pc. The two intake valves I2 are arranged so as to incline toward the umbrella part I2b of the two intake valves I2, the first injection holes H1 are formed in the outer peripheral surface of the gas nozzle N, and the second injection holes H2 are A gas nozzle N is drilled at the tip. With this configuration, the gas nozzle N is inclined with respect to the X axis and has a downward inclination, the first nozzle hole H1 is formed in the outer peripheral surface of the gas nozzle N, and the tip of the gas nozzle N is provided. The second nozzle hole H2 can be arranged to prevent the fuel gas from being blown out and to make the fuel gas concentration distribution uniform.

In the reference example , the gas nozzle N is disposed so as to be parallel to the X axis from the central portion in the width direction on the upper surface of the intake port P, and to be inclined with a downward gradient. One injection hole H1 is formed in the outer peripheral surface of the gas nozzle N, and the second injection hole H2 is formed in the outer peripheral surface of the gas nozzle N. With this configuration, the gas nozzle N is arranged parallel to the X axis and has a downward slope, the first nozzle hole H1 is provided in the outer peripheral surface of the gas nozzle N, and the outer peripheral surface of the gas nozzle N. With the second nozzle hole H2 provided in the hole, the blowout of the fuel gas can be suppressed and the concentration distribution of the fuel gas can be made uniform.

In the second embodiment , the first nozzle N1 and the second nozzle N2 are arranged to be parallel to the axis of the cylinder 1, and the first nozzle N1 is in the intake flow direction from the second nozzle N2. Adjacent to the upstream side and extends longer than the second nozzle N2, the first injection hole H1 is formed in the outer peripheral surface of the first nozzle N1, and the second injection hole H2 is formed on the second nozzle N2. It is drilled in the outer peripheral surface. In this configuration, the adjacent arrangement with a difference in length between the first nozzle N1 and the second nozzle N2, the perforation arrangement of the first injection holes H1 on the outer peripheral surface of the first nozzle N1, and the second nozzle N2 The injection position and injection direction of the fuel gas from the first injection hole H1, and the injection position and injection direction of the fuel gas from the second injection hole H2 The fuel gas can be prevented from being blown out and the concentration distribution of the fuel gas can be made uniform while increasing the degree of freedom in setting the same.

Furthermore, in the third embodiment , the first nozzle N1 and the second nozzle N2 are arranged so as to be parallel to the axis of the cylinder 1, and the first nozzle N1 is inhaled from the second nozzle N2. Adjacent to the upstream side in the direction, the first nozzle hole H1 is drilled at the tip of the first nozzle N1, and the second nozzle hole H2 is drilled in the outer peripheral surface of the second nozzle N2. . In this configuration, the adjacent arrangement of the first nozzle N1 and the second nozzle N2, the arrangement of the first nozzle holes H1 at the tip of the first nozzle N1, and the second nozzle holes on the outer peripheral surface of the second nozzle N2. By setting the injection position and the injection direction of the fuel gas from the first injection hole H1 and the injection position and the injection direction of the fuel gas from the second injection hole H2 by setting the drilling arrangement of H2, The degree of freedom of the fuel gas can be increased, the blowout of the fuel gas can be suppressed, and the concentration distribution of the fuel gas can be made uniform.

  The fuel gas supply device of the gas engine of the present invention is not limited to the above-described embodiment, and the number of the first nozzle holes and the second nozzle holes, the hole diameter can be appropriately selected, etc. Of course, various modifications can be made without departing from the scope of the present invention.

1 Cylinder P Intake Port Pc Curved Part I1 First Intake Valve I2 Second Intake Valve I2b Umbrella Part N Gas Nozzle N1 First Nozzle N2 Second Nozzle H1 First Injection Hole H2 Second Injection Hole

Claims (4)

A first intake valve and a second intake valve arranged in parallel above the cylinder;
An intake port branched from a midway portion to be opened and closed by the first intake valve and the second intake valve, connected to the cylinder, and formed with a curved portion for swirl generation in the cylinder;
A gas nozzle that is inserted and disposed upstream of the curved portion of the intake port in the intake flow direction and injects fuel gas, and the first intake valve is disposed closer to the gas nozzle than the second intake valve. In the device
The gas nozzle includes a first injection hole and a second injection hole for injecting fuel gas guided to the first intake valve and the second intake valve,
In a plane coordinate system orthogonal to the cylinder axis, the linear direction connecting the center points of the first intake valve and the second intake valve is defined as the X-axis direction, and the linear direction perpendicular to the X-axis direction is defined as the Y-axis direction. If
The first nozzle hole has an X ₁ Y ₁ coordinate with the position of the first nozzle hole as an origin and is opposite to the curved portion with respect to the X ₁ axis and the first intake valve with respect to the Y ₁ axis. Is the opposite side and injects fuel gas toward the region including the X ₁ axis and the Y ₁ axis,
The second injection hole, the X ₂ Y ₂ coordinates with the origin position of the second injection hole, and the relative and Y ₂ axis at the curved portion on the same side with respect to the X ₂ axis second intake valve a same side configured to inject fuel gas toward regions not including the X ₂ axis and Y ₂ axis,
The gas nozzle is disposed so as to be inclined with respect to the X axis from the center in the width direction on the upper surface of the intake port toward the inner wall surface on the outer peripheral side of the curved portion, and has a downward gradient toward the umbrella portion of the second intake valve. Arranged to tilt,
The first nozzle hole is formed in an outer peripheral surface of the gas nozzle,
The second nozzle hole is a fuel gas supply device of a gas engine that is formed at a tip of the gas nozzle .   2. The fuel gas supply device for a gas engine according to claim 1, wherein the second injection hole opens at a position closer to the second intake valve than the first injection hole in the X-axis direction. A first intake valve and a second intake valve arranged in parallel above the cylinder;
An intake port branched from a midway portion to be opened and closed by the first intake valve and the second intake valve, connected to the cylinder, and formed with a curved portion for swirl generation in the cylinder;
A gas nozzle that is inserted and disposed upstream of the curved portion of the intake port in the intake flow direction;
In the fuel gas supply device of the gas engine, wherein the first intake valve is disposed closer to the gas nozzle than the second intake valve,
The gas nozzle includes a first injection hole and a second injection hole for injecting fuel gas guided to the first intake valve and the second intake valve,
In a plane coordinate system orthogonal to the cylinder axis, the linear direction connecting the center points of the first intake valve and the second intake valve is defined as the X-axis direction, and the linear direction perpendicular to the X-axis direction is defined as the Y-axis direction. If
The first nozzle hole has an X ₁ Y ₁ coordinate with the position of the first nozzle hole as an origin, and is opposite to the curved portion with respect to the X ₁ axis and the first intake valve with respect to the Y ₁ axis. Is the opposite side and injects fuel gas toward the region including the X ₁ axis and the Y ₁ axis,
The second injection hole, the X ₂ Y ₂ coordinates with the origin position of the second injection hole, and the relative and Y ₂ axis at the curved portion on the same side with respect to the X ₂ axis second intake valve a same side configured to inject fuel gas toward regions not including the X ₂ axis and Y ₂ axis,
The gas nozzle separately includes a first nozzle having the first nozzle hole and a second nozzle having the second nozzle hole,
The first nozzle and the second nozzle are disposed so as to be parallel to the axis of the cylinder, the first nozzle is disposed adjacent to the upstream side in the intake flow direction from the second nozzle and extends longer than the second nozzle,
The first nozzle hole is formed in the outer peripheral surface of the first nozzle,
The second injection hole is a fuel gas supply device for a gas engine that is formed in an outer peripheral surface of the second nozzle. A first intake valve and a second intake valve arranged in parallel above the cylinder;
An intake port branched from a midway portion to be opened and closed by the first intake valve and the second intake valve, connected to the cylinder, and formed with a curved portion for swirl generation in the cylinder;
A gas nozzle that is inserted and disposed upstream of the curved portion of the intake port in the intake flow direction;
In the fuel gas supply device of the gas engine, wherein the first intake valve is disposed closer to the gas nozzle than the second intake valve,
The gas nozzle includes a first injection hole and a second injection hole for injecting fuel gas guided to the first intake valve and the second intake valve,
In a plane coordinate system orthogonal to the cylinder axis, the linear direction connecting the center points of the first intake valve and the second intake valve is defined as the X-axis direction, and the linear direction perpendicular to the X-axis direction is defined as the Y-axis direction. If
The first nozzle hole has an X ₁ Y ₁ coordinate with the position of the first nozzle hole as an origin and is opposite to the curved portion with respect to the X ₁ axis and the first intake valve with respect to the Y ₁ axis. Is the opposite side and injects fuel gas toward the region including the X ₁ axis and the Y ₁ axis,
The second injection hole, the X ₂ Y ₂ coordinates with the origin position of the second injection hole, and the relative and Y ₂ axis at the curved portion on the same side with respect to the X ₂ axis second intake valve a same side configured to inject fuel gas toward regions not including the X ₂ axis and Y ₂ axis,
The gas nozzle separately includes a first nozzle having the first nozzle hole and a second nozzle having the second nozzle hole,
The first nozzle and the second nozzle are disposed so as to be parallel to the axis of the cylinder, and the first nozzle is disposed adjacent to the upstream side in the intake flow direction from the second nozzle,
The first nozzle hole is formed at the tip of the first nozzle,
The second injection hole is a fuel gas supply device for a gas engine that is formed in an outer peripheral surface of the second nozzle.

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