CN102619615B - Large turbocharged two-stroke diesel engine with exhaust gas recirculation - Google Patents
Large turbocharged two-stroke diesel engine with exhaust gas recirculation Download PDFInfo
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- CN102619615B CN102619615B CN201210021631.2A CN201210021631A CN102619615B CN 102619615 B CN102619615 B CN 102619615B CN 201210021631 A CN201210021631 A CN 201210021631A CN 102619615 B CN102619615 B CN 102619615B
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- A—HUMAN NECESSITIES
- A42—HEADWEAR
- A42B—HATS; HEAD COVERINGS
- A42B3/00—Helmets; Helmet covers ; Other protective head coverings
- A42B3/04—Parts, details or accessories of helmets
- A42B3/06—Impact-absorbing shells, e.g. of crash helmets
- A42B3/066—Impact-absorbing shells, e.g. of crash helmets specially adapted for cycling helmets, e.g. for soft shelled helmets
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- A—HUMAN NECESSITIES
- A42—HEADWEAR
- A42B—HATS; HEAD COVERINGS
- A42B3/00—Helmets; Helmet covers ; Other protective head coverings
- A42B3/04—Parts, details or accessories of helmets
- A42B3/10—Linings
- A42B3/12—Cushioning devices
- A42B3/121—Cushioning devices with at least one layer or pad containing a fluid
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- A—HUMAN NECESSITIES
- A42—HEADWEAR
- A42B—HATS; HEAD COVERINGS
- A42B3/00—Helmets; Helmet covers ; Other protective head coverings
- A42B3/04—Parts, details or accessories of helmets
- A42B3/10—Linings
- A42B3/12—Cushioning devices
- A42B3/125—Cushioning devices with a padded structure, e.g. foam
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- A—HUMAN NECESSITIES
- A42—HEADWEAR
- A42B—HATS; HEAD COVERINGS
- A42B3/00—Helmets; Helmet covers ; Other protective head coverings
- A42B3/04—Parts, details or accessories of helmets
- A42B3/28—Ventilating arrangements
- A42B3/286—Ventilating arrangements with forced flow, e.g. by a fan
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04F—PUMPING OF FLUID BY DIRECT CONTACT OF ANOTHER FLUID OR BY USING INERTIA OF FLUID TO BE PUMPED; SIPHONS
- F04F7/00—Pumps displacing fluids by using inertia thereof, e.g. by generating vibrations therein
- F04F7/02—Hydraulic rams
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention relates to a large turbocharged two stroke diesel engine (1) of the crosshead type that is provided with an exhaust gas recirculation system (30,32) that can be activated or deactivated or can be operated with variable exhaust gas recirculation rates. In order to ensure proper matching of the turbocharger (16) , and in particular the compressor (18) of the turbocharger (16) in all operating conditions, a cylinder bypass flow path (40) that includes a controllable valve (42) enables matching the turbocharger 16 to the engine (1) in operation modes with or without exhaust gas recirculation.
Description
Technical field
The present invention relates to large-sized turbo-charging two-stroke crosshead piston IC engine, preferably relate to the diesel engine with emission control system, particularly with the cross-head type large-sized two-stroke diesel engine of exhaust gas recycling system.
Background technique
In the propulsion system that the large-sized two-stroke motor of cross-head type is typically employed in large ship or as the motor in power station.Emission request has been difficult to meet and will day by day be difficult to meet, the emission request particularly in nitrogen oxide (NOx) is horizontal.
Exhaust gas recirculatioon is known as the measure contributing to reducing NOx in combustion engine.
For meeting multiple emission request, such as International Maritime Organization (IMO) Tier II and Tier III emission standard, in cross-head type large two-stroke diesel engine, advantageously may be configured with exhaust gas recycling system run, described exhaust gas recycling system can open and close or exhaust gas recirculatioon ratio is wherein variable.
The turbosupercharger of large cross-head formula two stroke engine needs and Engine Matching, to ensure that turbosupercharger does not block (choke) or surge under any engine operating condition, and ensure that turbosupercharger operates to and make it provide required scavenging pressure and efficiency.Whether compressor characteristics determines turbosupercharger and runs close to its maximal efficiency, but with enough surging overmeasures to ensure compressor stability.Surging overmeasure is needs, because turbosupercharger operating point may during transient state, such as engine load reduces fast, or close to the surge line in compressor MAP in abnormal situation.
But, when the exhaust gas recirculatioon ratio in large two-stroke diesel engine changes into 0% from such as 40%, leading to the mass flow of exhaust of ingress of turbosupercharger by increase about 30% to 40%.Therefore, if turbosupercharger is mated under the exhaust gas recirculatioon ratio of 40% with motor, then not mating of scavenging pressure, will be there is constantly when exhaust gas recirculatioon does not work.The blade-carrying compressor of the turbosupercharger of current use is singlet, and it does not have the flux capacity for reply occurs when operation is switched to the operation without exhaust gas recirculatioon from the operation with exhaust gas recirculatioon and the gamut needed for scavenging pressure change.
Therefore, exist for can not jeopardize the demand of turbosupercharger with the turbosupercharging two-stroke diesel engine of mating of motor with the operation of the exhaust gas recirculatioon ratio of change.
Summary of the invention
In this context, task of the present invention is to provide large-sized turbo-charging two-stroke diesel engine, and described diesel engine can be run with variable exhaust recirculation rates and/or with work or idle exhaust gas recycling system.
This task realizes by providing cross-head type large-sized turbo-charging two-stroke combustion engine, and described combustion engine comprises: multiple cylinders of provided in-line; With the exhaust receiver of large volume, described exhaust receiver is used for the balanced pressure pulsation from the exhaust of independent cylinder to provide the pressure of constant in the outlet port of exhaust receiver; The outlet of exhaust receiver is connected to the outlet pipe of the turbo machine of turbosupercharger; Turbosupercharger by turbine driven compressor, scavenging is transported to scavenge air receiver by the scavenging path comprising scavenging cooler by described compressor; The auxiliary wind blower relevant to scavenging path, described auxiliary wind blower is used for auxiliary turbines under low engine load condition; Described scavenge air receiver is connected to cylinder and has large volume to reduce due to the pressure pulsation caused of flowing to the entrance of independent cylinder; Exhaust gas recirculatioon stream, described stream comprises for a part for exhaust being supplied to wind blower in scavenging or compressor; For a part for the hot scavenging obtained before scavenging cooler being supplied to the cylinder bypass flow path of the turbo machine of turbosupercharger, described cylinder bypass flow path comprises controlled valve to control the flowing by cylinder bypass flow path.
By providing cylinder bypass flow path thus allowing to utilize exhaust gas recirculatioon additional energy to make the hot scavenging from the compressor of turbosupercharger directly flow to the turbo machine of turbosupercharger at run duration, described additional energy otherwise will fall in air-cooler internal loss, and mass flow is provided to the turbo machine of turbosupercharger and is only provided to turbo machine, the operating point (scavenging pressure to higher) when this causes the operating point of turbosupercharger not work to exhaust gas recirculatioon is mobile.This allows turbosupercharger all to mate well with motor in the operating mode with exhaust gas recirculatioon and the operating mode without exhaust gas recirculatioon, and all provides acceptable scavenging pressure in two operating modes.
For obtaining the effect of wishing, the ratio of the gas flow crucially in cylinder bypass line can keep constant or even increase before it reaches turbo machine.Any energy loss will reduce or eliminate even completely the effect of hope.
In an embodiment, ECU (Electrical Control Unit) is configured to increase along with exhaust gas recirculatioon ratio and increase the aperture of described valve and vice versa, make turbosupercharger motor in order under all EGR ratios of running with Engine Matching.
In an embodiment, exhaust gas recirculatioon stream can work or not work.
Preferably, when exhaust gas recirculatioon path works, the valve in cylinder bypass flow path is opened or is partially opened.
In an embodiment, when exhaust gas recirculatioon path works, the valve in cylinder bypass flow path is opened or is partially opened.
In another embodiment, cross-head type large-sized turbo-charging two-stroke combustion engine comprises ECU (Electrical Control Unit), described ECU (Electrical Control Unit) is constructed by and controls wind blower in exhaust gas recirculatioon stream to control exhaust gas recirculatioon ratio, make to change exhaust gas recirculatioon ratio, and wherein said ECU (Electrical Control Unit) is configured to the aperture with the control valve relatively of the acceptable heat load on exhaust gas recirculatioon ratio, engine load and combustion chamber components.The aperture of acceptable cylinder bypass valve will be trading off between three factors.
Preferably, ECU (Electrical Control Unit) is configured to increase the aperture of valve along with the increase of exhaust gas recirculatioon ratio and vice versa, and increase the aperture of valve along with engine load reduces, because the allowance that can accept heat load under lower engine load increases and the driving pressure at cylinder bypass valve two ends difference reduces.Above combination means the aperture needs of cylinder bypass and is consider this situation for different operating modes by pre-programmed.
In an embodiment, cross-head type large-sized turbo-charging two-stroke combustion engine comprises the ECU (Electrical Control Unit) being configured to control exhaust gas recirculatioon ratio further, and wherein ECU (Electrical Control Unit) (50) is configured to relevant to exhaust gas recirculatioon ratio and controls the flowing by cylinder bypass path (40) relatively with engine load.
In an embodiment, exhaust gas recirculatioon path and cylinder bypass flow path are by heat exchanger heat exchange.In this way, maximum available energy is recovered and is sent to turbo machine.
Above object is also realized by the method being provided for making the cross-head type large-sized two-stroke turbo-charging diesel motor with cylinder bypass tube and exhaust gas recycling system to run, described operation method comprises: allow scavenging bypass cylinder when exhaust is recycled, and do not allow air by-pass cylinder when being vented and not being recycled.
Above object is also realized by the method being provided for making the cross-head type large-sized two-stroke turbo-charging diesel motor with cylinder bypass tube and exhaust gas recycling system to run, and described operation method comprises: control the flowing of scavenging relatively with bypass cylinder with exhaust gas recirculatioon ratio and engine load.
According to large-sized two-stroke diesel internal-combustion engine of the present invention and other task, feature, advantage and characteristic for the method that makes large-sized two-stroke turbo-charging diesel motor run will become obvious according to detailed description.
Accompanying drawing explanation
In the following detail section of this specification, explain the present invention in more detail with reference to the exemplary embodiments shown in accompanying drawing, each figure is:
Fig. 1 is the schematic diagram of exemplary embodiments of the present invention,
Fig. 2 is another schematic diagram of the motor of embodiment according to Fig. 1, and
Fig. 3 is another exemplary embodiments according to motor of the present invention.
Embodiment
Hereinafter, will be described in detail the operation method according to cross-head type large-sized turbo-charging two-stroke diesel engine of the present invention and cross-head type large-sized turbo-charging two-stroke diesel engine by exemplary embodiments.
Fig. 1 and Fig. 2 shows the first exemplary embodiments of large-sized two-stroke diesel engine 1.Motor 1 such as can be used as the master motor of the boats and ships of oceanic trip or is used as the static motor of the generator run in power station.Total output example of motor is as changed in the scope from 2000kW to 110000kW.
Motor 1 is provided with the cylinder 2 that multiple (typically between 5 and 14) one-tenth a line is arranged side by side.Each cylinder 2 is provided with reciprocating piston 3.Piston 3 is connected to bent axle 4 by piston rod 5, crosshead 6 and connecting rod 7.Crosshead 6 is included in cross head bearing directed between guide plane.
Each cylinder 2 is provided with the exhaust valve 10 relevant to its cylinder head.Exhaust passage opens and closes by exhaust valve 10.Exhaust elbow 11 is connected to exhaust receiver 12.Exhaust receiver 12 be arranged in parallel and be arranged in the large microscler hydrostatic column of the near top of the row of cylinder 2.Exhaust receiver 12 has large volume, thus exhaust receiver can the balanced periodicity due to the exhaust from Indivudual cylinder 2 of the opening at exhaust valve 12 to be become a mandarin the pressure pulsation caused.The portfolio effect of exhaust receiver 12 makes the pressure in the outlet port of exhaust receiver 12 with constant.Require in the outlet port of exhaust receiver 12, to there is constant pressure, because the turbosupercharger of the exhaust gas drive used in large-sized two-stroke diesel engine or multiple turbosupercharger 16 benefit from constant supply pressure.
Exhaust is guided to the turbo machine 17 (can there is multiple turbosupercharger 16) of turbosupercharger 16 by outlet pipe 14 from exhaust receiver 12.Be vented in the downstream drain of turbo machine 17 to air.Turbosupercharger 16 is constant voltage turbosupercharger, namely turbosupercharger 16 be not configured to be vented in pressure pulsation work.Turbosupercharger 16 have axial flow turbine to or radial-flow turbine, and to be configured to until the delivery temperature of roughly 500 DEG C to 550 DEG C.
Turbosupercharger 16 also comprises the compressor 18 driven by turbo machine 17.Compressor 18 is connected to air inlet.High pressure scavenging is transported to scavenge air receiver 20 by scavenging air pipe 21 by compressor 18, and described scavenging air pipe 21 comprises scavenging cooler 22 and the auxiliary wind blower 23 relevant to safety check 24.Auxiliary wind blower 23 typically by electrical motor driven (also can by fluid motor-driven), and under low loading conditions (typically lower than maximum continuous constant engine value 40% time) start and maintain enough scavengings with auxiliary compressor 18.When auxiliary wind blower 23 does not use (typically higher than maximum continuous constant engine value 40% time) by safety check 24 by bypass.
Scavenge air receiver 20 is arranged in parallel and large microscler hydrostatic column near the bottom being arranged in the row of cylinder 2.Scavenge air receiver 20 has large volume, thus the pressure drop making scavenge air receiver 20 periodicity of leading to the scavenging of Indivudual cylinder 2 that can compensate due to the opening at scavenging port 26 go out conductance to cause.The compensation effect of scavenge air receiver 20 allow for the pressure of the constant in scavenge air receiver, makes each cylinder 2 can obtain roughly the same scavenging pressure.Constant pressure in scavenge air receiver 20 is requirement, because the turbosupercharger used in large-sized two-stroke diesel engine or multiple turbosupercharger 16 are run and the supply pressure of delivered constant with constant supply pressure, namely do not exist for Indivudual cylinder 2 scavenging can pressure pulsation.
Scavenging leads to the scavenging port 26 of Indivudual cylinder 2 from scavenge air receiver 20.
Motor 1 is provided with exhaust gas recycling system.Exhaust gas recycling system is configured to the part of exhaust is transported to scavenging for reduction NOx emission.Exhaust gas recycling system can work or not work, and maybe can have the type can run with the exhaust gas recirculatioon ratio of change.Exhaust gas recirculatioon comprises from exhaust receiver 12 or from outlet pipe 14 to scavenging air pipe 21 or the stream to scavenge air receiver 20.Alternatively, exhaust directly can be obtained from cylinder by valve or port (not shown).
In the exemplary embodiments kind of Fig. 1 and Fig. 2, outlet pipe 14 is connected to scavenging air pipe 21 by exhaust gas recirculatioon pipe 32.
In the embodiment illustrated in fig. 1 and 2, exhaust gas recirculatioon pipe 32 exhaust receiver downstream position from outlet pipe 14 branch out, and be connected to scavenging air pipe 21 in the position of the upstream of scavenging cooler 22.
Exhaust gas recirculatioon pipe 32 comprises the multiple parts of vent systems.These parts can comprise cleaning equipment such as washing machine or filter, suction wind blower 33 (by electric motor or fluid motor-driven), cooler and one or more valve.
Wind blower 33 and valve, namely the parts of exhaust gas recirculation unit 30 are connected to ECU (Electrical Control Unit) 50.ECU (Electrical Control Unit) 50 is based on operating mode and the work controlling exhaust gas recycling system from the input of operator.ECU (Electrical Control Unit) 50 can make exhaust gas recycling system work and not work, and if needed, control exhaust gas recirculatioon ratio changeably, the ratio namely between air and exhaust.
Motor 1 is provided with cylinder bypass tube 40, and scavenging air pipe 21 is connected to outlet pipe 14 by described cylinder bypass tube 40.
One end of cylinder bypass tube 40 is in the downstream being positioned at compressor 18 and be positioned at exhaust gas recirculatioon pipe 32 and be connected to scavenging air pipe 21 with the position of the upstream of the link position of scavenging air pipe 21.Alternatively, one end of cylinder bypass tube 40 is connected to scavenge air receiver 20, as indicated by the dotted line in Fig. 2.Other link positions along scavenging air pipe 21 are also fine.
The other end of cylinder bypass tube 40 is connected to the downstream, position of outlet pipe 14 at exhaust gas recirculatioon pipe 32 and is connected to outlet pipe 40 in the position of the inlet upstream of turbo machine 17.Also be fine along outlet pipe 14 or at other link positions at exhaust receiver 12 place.
Cylinder bypass tube 40 comprises electrically-controlled valve 42, and described electrically-controlled valve 42 regulates the flowing from scavenging stream 21 to the scavenging of outlet pipe 14 under the instruction of ECU (Electrical Control Unit) 50.Electrically-controlled valve 42 has the variable and controllable throttle degree for the flowing by valve.
In an embodiment, valve 42 is open and close type valves, and described valve is controlled by ECU (Electrical Control Unit) 50.In this embodiment, ECU (Electrical Control Unit) 50 is configured to open valve 42 when exhaust gas recycling system works, and is configured to cut-off valve 42 when exhaust gas recycling system does not work or when exhaust gas recycling system works under low exhaust gas recirculatioon ratio.
For obtaining the effect of wishing, the ratio of the gas flow crucially in cylinder bypass line can remain constant or even increase before it reaches turbo machine.Any energy loss will reduce or eliminate even completely the effect of hope.
In another embodiment, electrically-controlled valve 42 is Proportional valves.In this embodiment, ECU (Electrical Control Unit) is configured to the aperture controlling electrically-controlled valve 42 with exhaust gas recirculatioon ratio and engine load relatively.
In an embodiment, the aperture of electrically-controlled valve 42 and the level of exhaust gas recirculatioon ratio are inversely proportional to.
Exhaust gas recycling system can not work due to many reasons.A reason can be defect or the fault of exhaust gas recycling system.The idle Another reason of exhaust gas recycling system is the chance of relative to Tier II NOx emission level, motor being carried out to fuel optimization.Exhaust gas recirculatioon ratio can such as change between 0% to roughly 45%.
Turbosupercharging 16 runs due to surge or obstruction when mating bad with motor 1 not good or does not run.In typical compressor characteristics, pressure ratio is depicted as the function of mass velocity and rotating speed, and efficiency isohypse is applied.When by turbosupercharger and Engine Matching, object be the operating point of motor is arranged on peak efficiency isohypse near or within, but with the safety allowance apart from surge line.
When exhaust gas recycling system changes to off working state from working state, the operating mode of turbosupercharger obviously changes.Namely, turbosupercharger 16 is matched with motor 1 to run (that is, running under the exhaust gas recirculatioon ratio such as between roughly 20% to 45% and the state with the matched well with turbosupercharger 16) under the state of exhaust gas recycling system work.When exhaust gas recycling system does not work, if do not take counter-measure, turbosupercharger 16 will be mated not good, because scavenging pressure and flowing will increase roughly 25%, this will be unacceptable under high engine load, and may cause the obstruction of turbosupercharger and hypervelocity and cause poor efficiency.
For meeting the exhaust gas recirculation engines of IMO Tier III Abgasgesetz or the Tier II motor without exhaust gas recirculatioon (or EGR in a small amount), the coupling of turbosupercharger 16 is trading off between the compressor stability (surging overmeasure) of motor 1 and compressor/turbocharger efficiency/fuel consumption.If the compressor of turbosupercharger is by best layout coupling when running without exhaust gas recirculatioon, then unnecessary large surging overmeasure, because exhaust gas recirculatioon reduces the flow velocity (engine operation point shifts to surge line) by compressor 18.Conventional turbosupercharger or variable turbine area turbosupercharger do not have the reply flowing change required when switching between these two regimes and do not jeopardize the flow range of scavenging pressure (boost pressure) and engine efficiency.
In an embodiment, the compressor 18 of turbosupercharger 16 runs for exhaust gas recirculatioon and is mated, and opens cylinder bypass flow path 40.When being switched to non-exhaust gas recirculation mode, cylinder bypass flow path 40 is closed, thus ensures that flowing increases and scavenging pressure reduces to avoid the compressor 18 of turbosupercharger 16 to block, and obtains the optimum condition in compressor characteristics (MAP).Another effect reduces for realizing contemplated NOx, requires lower absolute exhaust gas recirculation mass stream, because the air flowing when cylinder bypass flow path 40 is opened by cylinder 2 reduces.Another effect is that the capacity of exhaust gas recycling system self can reduce, because need the amount of the exhaust of lower suction wind blower power and recirculation again.Therefore, controller 50 is configured to increase the aperture of valve 42 with the increase of exhaust gas recirculatioon ratio and vice versa, and turbosupercharger 16 is mated under all EGR ratios run for motor with motor.
The counter productive of cylinder bypass flow is the heat load increase of motor, and this is caused by reducing by the swept volume of cylinder 2.
According to embodiment, mating that turbosupercharger 16 and motor run is as follows:
When engine operation mode changes into IMO Tier II, cylinder bypass flow path 40 is closed under the instruction of ECU (Electrical Control Unit) 50 by valve 42, and roughly 90% time of continuous maximum rating, exhaust gas recirculatioon path does not work for all engine loads.
In IMO Tier II pattern, scavenging pressure will roughly increase with the IMO Tier III pattern of the in harness exhaust gas recirculatioon of band relatively, but scavenging pressure will be no more than matching pressure.The scavenging pressure increased under part load condition itself will cause lower discharge, and the large scope that permission can be optimized than fuel consume (SFOC).
Under roughly 90% engine load, scavenging pressure will close to matching pressure.At this some place, turbosupercharger 16 has reached coupling scavenging pressure, and along with the further increase of engine load, exhaust gas recirculatioon ratio increases gradually, therefore scavenging pressure is maintained constant at 100% place of matching pressure.Therefore, in Tier II pattern, motor 1 runs with high scavenging pressure under its sub load, and scavenging pressure transfers (bend) under the engine load of roughly 90%.Under 100% engine load, require for mate roughly 30% exhaust gas recirculatioon ratio so that scavenging pressure is maintained coupling level.Therefore, under 90% engine load, will there is exhaust gas recirculatioon in a small amount, this reduces allowing further and enough NOx emission.
Therefore, in impossible situation that exhaust gas recirculatioon stream 32 can not run, 90% of the maximum continuous power rating value of motor 1 will utilize, and the problem of compressor-free stability.Usually, turbosupercharger 16 can tackle the pressure of the increase in the urgent Ministry of worker, and therefore even motor 1 maximum continuous power rating value 100% by possible typically.
Alternatively, in IMO Tier II operating mode, high pressure evaporator can be arranged in outlet pipe.In this case, coupling scavenging pressure obtains under 100% engine load, and does not use exhaust gas recirculatioon.Alternatively, turbo machine bypass can be installed around turbo machine.Bypass is opened under 100% engine load, to obtain coupling scavenging pressure.
Embodiment shown in Figure 3 is substantially with identical with the embodiment that Fig. 2 describes with reference to figure 1, and difference is to the addition of heat exchanger 44.Heat exchanger 44 allows the heat exchange between the exhaust of recirculation and the scavenging of bypass.Therefore, the exhaust of recirculation is cooled and bypass scavenging obtains even more than the energy of the turbo machine 17 being provided to turbosupercharger 16 energy.
By using cylinder bypass when running in EGR pattern, compensate for the reduction of quality that the turbo machine due to turbosupercharger loses and the flow velocity that energy fluence causes and scavenging pressure to a great extent, namely the operating point of the compressor of turbosupercharger in compressor MAP from surge line remove and towards the safety compressor MAP and efficiently region move.
Other advantages of the present invention are the propelling reliabilities obviously increased when exhaust gas recycling system and component failure thereof, and in the operating identical compressor stability of IMO Tier II with III.Scavenging pressure relatively high at part load in IMO Tier 2 pattern by ensureing low ratio fuel consume, although there is not exhaust gas recirculatioon.
Describe in detail although the teaching of this application has been illustrated object, be understood that such details only for this object, and persons skilled in the art can change it and not depart from the scope of the teaching of this application.
Above-described embodiment can combine in each possible mode the function improving motor.
Also it should be noted many alternative of the equipment that there is the teaching implementing this invention.
As used in the claims, term " comprises " does not get rid of other elements or step.As used in the claims, term "a" or "an" is not got rid of multiple.Independent processor or other unit can meet the function of several devices of stating in the claims.
Claims (7)
1. cross-head type large-sized turbo-charging two-stroke combustion engine (1), comprising:
Multiple cylinders (2) of provided in-line,
Exhaust receiver (12), described exhaust receiver (12) is with large volume, for the pressure pulsation of equilibrium from the exhaust of independent cylinder (2), to provide the pressure of constant in the outlet port of described exhaust receiver (12)
Outlet pipe (14), the outlet of described exhaust receiver (12) is connected to the turbo machine (17) of turbosupercharger (16) by described outlet pipe (14),
The compressor (18) driven by described turbo machine (17) of described turbosupercharger (16), scavenging is transported to scavenge air receiver (20) via the scavenging path (21) comprising scavenging cooler (22) by described compressor (18)
Auxiliary wind blower (23), described auxiliary wind blower (23) is associated with described scavenging path (21), for described turbo machine (17) auxiliary under low engine load condition,
Described scavenge air receiver (20), described scavenge air receiver (20) is connected to described cylinder (2) and has large volume, for reducing the pressure pulsation caused of being flowed by the entrance flowing to independent cylinder,
Exhaust gas recirculatioon stream (32), described exhaust gas recirculatioon stream (32) comprises wind blower or compressor (33), for a part for described exhaust is supplied in described scavenging,
Cylinder bypass flow path (40), described cylinder bypass flow path (40) for a part for the hot scavenging in the front suction of described scavenging cooler (22) being supplied to the turbo machine (17) of described turbosupercharger (16), and
Controlled valve (42), described controlled valve (42) for controlling by the flowing of described cylinder bypass flow path (40),
Described controlled valve (42) in wherein said cylinder bypass flow path (40) has variable and controllable throttle degree for the flowing by described valve,
Comprise ECU (Electrical Control Unit) (50) further, described ECU (Electrical Control Unit) (50) is constructed by and controls described wind blower in described exhaust gas recirculatioon stream or compressor (33) and control exhaust gas recirculatioon ratio and make it possible to change described exhaust gas recirculatioon ratio, and wherein said ECU (Electrical Control Unit) (50) is configured to the aperture controlling described controlled valve (42) with described exhaust gas recirculatioon ratio relatively, and
Described ECU (Electrical Control Unit) (50) is configured to the aperture increasing described controlled valve (42) along with increasing exhaust gas recirculatioon ratio, and vice versa.
2. cross-head type large-sized turbo-charging two-stroke combustion engine (1) according to claim 1, wherein said exhaust gas recirculatioon stream (32) can start and stop.
3. cross-head type large-sized turbo-charging two-stroke combustion engine (1) according to claim 2, wherein when described exhaust gas recirculatioon path (32) starts, the described valve (42) in described cylinder bypass flow path (40) is opened or is partially opened.
4. cross-head type large-sized turbo-charging two-stroke combustion engine according to claim 1, wherein said ECU (Electrical Control Unit) (50) is configured to along with increase exhaust gas recirculatioon ratio and increases the aperture of described valve (42) and vice versa, under whole EGR ratios that described turbosupercharger (16) is run at described motor all with described Engine Matching.
5. cross-head type large-sized turbo-charging two-stroke combustion engine according to claim 2, comprise ECU (Electrical Control Unit) further, described ECU (Electrical Control Unit) is configured to control exhaust gas recirculatioon ratio, and wherein said ECU (Electrical Control Unit) be configured to exhaust cycle ratio relatively and control the flowing by described cylinder bypass flow path relatively with described engine load.
6. one kind for running the method for the cross-head type large-sized turbo-charging two-stroke combustion engine as claimed in claim 1 with cylinder bypass tube and exhaust gas recycling system, it is characterized in that, allow when exhaust is recycled scavenging to walk around cylinder, and do not allow scavenging to walk around described cylinder when being vented and not being recycled.
7. one kind for running the method for the cross-head type large-sized turbo-charging two-stroke combustion engine as claimed in claim 1 with cylinder bypass tube and exhaust gas recycling system, it is characterized in that, control the flowing of scavenging relatively to walk around cylinder with exhaust gas recirculatioon ratio.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DKPA201100060 | 2011-01-31 | ||
| DKPA201100060A DK177388B1 (en) | 2011-01-31 | 2011-01-31 | Large turbocharged two-stroke diesel engine with exhaust gas recirculation |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102619615A CN102619615A (en) | 2012-08-01 |
| CN102619615B true CN102619615B (en) | 2015-04-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210021631.2A Active CN102619615B (en) | 2011-01-31 | 2012-01-31 | Large turbocharged two-stroke diesel engine with exhaust gas recirculation |
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| Country | Link |
|---|---|
| JP (1) | JP5661658B2 (en) |
| KR (1) | KR101274016B1 (en) |
| CN (1) | CN102619615B (en) |
| DK (1) | DK177388B1 (en) |
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|---|---|---|---|---|
| JP6309190B2 (en) * | 2012-12-28 | 2018-04-11 | 三菱重工業株式会社 | Internal combustion engine, ship and method of operating internal combustion engine |
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| CN101002015A (en) * | 2004-08-11 | 2007-07-18 | 株式会社小松制作所 | Open/close controller of intake and exhaust communication circuit |
Also Published As
| Publication number | Publication date |
|---|---|
| KR20120088590A (en) | 2012-08-08 |
| KR101274016B1 (en) | 2013-06-12 |
| CN102619615A (en) | 2012-08-01 |
| JP2012159079A (en) | 2012-08-23 |
| JP5661658B2 (en) | 2015-01-28 |
| DK201100060A (en) | 2012-08-01 |
| DK177388B1 (en) | 2013-03-04 |
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