CN105545437B - Piston internal combustion engine and flow guide box for exhaust gas main pipe - Google Patents

Abstract

The invention relates to a piston internal combustion engine and a guide box for an exhaust manifold, the piston internal combustion engine comprising a plurality of cylinder groups of cylinder liners, each cylinder group having a combustion chamber and a corresponding outlet valve, each combustion chamber of a cylinder group of cylinder liners being in flow communication with one and the same exhaust manifold, i.e. in an operating state, exhaust gases can be supplied from each combustion chamber of a cylinder group of cylinder liners to the exhaust manifold via the corresponding outlet valve. For the treatment, the exhaust gas can be fed from the exhaust gas manifold to the exhaust gas reactor in a cleaning operation. Furthermore, a charging device for air compression is provided, to which the exhaust gases from the exhaust gas reactor can be supplied in a cleaning mode, so that the air compressed by means of the charging device can be supplied to one or more cylinder liners and/or one or more cylinder liners of a cylinder bank via corresponding scavenging air openings. The exhaust manifold is supported by a guide element in the form of a flow guide box and is fastened to the piston internal combustion engine.

Description

Piston internal combustion engine and flow guide box for exhaust gas main pipe

Technical Field

The invention relates to a piston internal combustion engine, in particular to a longitudinally scavenging large two-stroke diesel engine and a flow guide box for an exhaust gas main pipe of the piston internal combustion engine.

Background

Large diesel engines in the form of crosshead structures (as preferably used for example for generating electrical energy in ship structures or stationary installations) comprise three large casing sections which form the engine frame. On the base plate, which has transverse supports in addition to the bearing saddles with the crankshaft main bearing for receiving the crankshaft, so-called struts are arranged separated by a base plate. The known strut comprises, depending on the number of cylinders of a large diesel engine, a plurality of opposite supporting bodies, each of which has a vertically extending sliding surface for guiding two adjacent crossheads (coupled to the crankshaft by means of push rods). In this case, the two respectively opposite, vertically extending support bodies (including the sliding surfaces) are additionally supported by the intermediate wall. These support bodies are usually connected to one another by one and the same cover plate. Above the struts, a cylinder section, also often referred to as a cylinder liner, is then provided at the cover plate, which is suitable for accommodating a plurality of cylinder liners. The base plate, the support column and the cylinder section are then connected to one another by a tie rod (which extends in the region of the support column, generally in the support body) in such a way that it is screwed into or onto the base plate under a significant pretensioning.

Furthermore, various types of struts are known which address different problems relating to stability and wear, with correspondingly optimized solutions being proposed in the prior art.

In order to increase the power of a piston engine, but not exclusively for an internal combustion engine of the above-mentioned type, fresh air is fed into the cylinder liner combustion chamber after the combustion stroke by means of a charge group, which generally comprises at least one exhaust gas turbocharger, under increased pressure. It is now possible to make full use of a part of the thermal energy of the exhaust gases leaving the combustion chamber of the liner after the combustion stroke. For this purpose, hot exhaust gases are supplied from the cylinder liner combustion chambers to the charge group by opening outlet valves provided, for example, in the cylinder heads of the cylinder liners. The charging group is generally formed by a turbine which is driven by the heated exhaust gas flowing under pressure into the charging group. The turbine in turn drives the compressor, thereby drawing in fresh air and compressing it. Downstream of the compressor with the turbine (i.e. the device which, in addition to the name exhaust gas turbocharger, is also often referred to as turbocharger for short and is usually constructed in the form of a radial compressor, in particular but not exclusively in the case of large two-stroke diesel engines), there are arranged what are known as diffusers, charge air coolers, water separators and intake air reservoirs, from which compressed fresh air (also referred to as charge air or scavenging air) is finally fed into the combustion chambers of the cylinder liners of large diesel engines. Thus, by using such a supercharging group, it is possible to increase the fresh air supply and to increase the efficiency of the combustion process in the cylinder combustion chamber.

In the case of large diesel engines, the air supply at different points of the cylinder liner is effected according to the type. Thus, for example, in a longitudinally scavenged two-stroke engine, air is fed into the liner combustion chamber via scavenging slots provided in the working surface in the lower region of the liner. In the case of small four-stroke engines, charge air is generally fed into the cylinder combustion chamber via one or more inlet valves, for example provided in the cylinder head. In addition, two-stroke engines are known which have an intake valve provided in the upper portion of the cylinder liner instead of the scavenging slit in the lower region of the cylinder liner.

For a better understanding of the invention which will be described further below, fig. 1 shows the principle structure of an exhaust gas turbocharger system of a large diesel engine which has been disclosed hitherto from the prior art in the form of a large two-stroke diesel engine with longitudinal scavenging function and is designated in the following overall by reference numeral 1' in a schematic illustration for illustrating the cooperation of the different components.

To better distinguish the present invention from the prior art, reference numerals relating to features of examples disclosed in the prior art are respectively provided with a prime, whereas reference numerals relating to embodiments of the present invention are not provided with a prime.

In general, a large diesel engine 1 'comprises, in a manner known per se, a cylinder block GZ' which contains a plurality of cylinder liners GZ1 'with inlet valves 3' arranged in the cylinder heads, in which liners GZ1 'pistons K' are arranged in such a way as to be movable back and forth along the working plane between a bottom dead centre UT 'and a top dead centre OT'. The cylinder wall of the cylinder liner GZ1 ', together with the cylinder head and the piston K', defines the combustion chamber 2 'of the cylinder liner GZ 1' in a known manner.

For the sake of overview, fig. 1 shows only one cylinder liner GZ 1' by way of example. Obviously, in practice the cylinder block G 'comprises a plurality and generally a large number of cylinder liners GZ 1'.

In the lower region of the cylinder liner GZ1 ', a plurality of scavenging air openings 9' are provided, which are designed in the form of scavenging slots. Depending on the position of the piston K', the scavenging gap is blocked or opened by the piston. Through the scavenging air openings 9 ', charge air, referred to as scavenging air 81', can flow into the combustion chamber 2 'of the cylinder liner GZ 1'. Through an outlet valve 3 'provided in the cylinder head, the exhaust gases 5' generated during combustion flow through an exhaust manifold 4 '(which is in flow communication with the respective combustion chamber 2' via the outlet valve 3 'in its open state) into a charging group 71' formed as an exhaust gas turbocharger.

The exhaust-gas turbocharger of the charging group 71 'comprises, as essential components, as described above, in a manner known per se, a compressor with a compressor wheel 711' for compressing the air 80 'and a turbine with a turbine wheel 712' for driving the compressor wheel 711 ', which is connected in a manner known per se in an effectively stable manner to the turbine wheel 712' via a shaft. The turbine and the compressor are arranged in a housing and thus form the exhaust gas turbocharger, which is usually formed as a radial compressor. The turbine is driven in a known manner by the inflowing heated exhaust gases 5 ' from the combustion chamber 2 ' of the cylinder liner GZ1 '.

In order to fill the combustion chamber 2 ' of the cylinder liner GZ1 ' with scavenging air 81 ', air 80 ' is sucked in from the environment via the intake connection by the compressor wheel 711 ' and is compressed in the exhaust gas turbocharger. From the exhaust gas turbocharger, the compressed air 80 'is passed via a downstream-arranged diffuser 720' and a charge air cooler 730 'via a water separator 740' into an intake air reservoir 750 ', from where it 80' finally enters as scavenging air 81 'at increased pressure into the combustion chamber 2' of the cylinder liner GZ1 'via scavenging air openings 9' formed in the form of scavenging slits.

The principle of charging an engine with charge air by means of one or more turbochargers has long been known for all possible types of engines and has accordingly been successfully applied in large longitudinally scavenged two-stroke diesel engines as early as several decades ago. In addition, during this period, with progressive development, the shape design and arrangement of the exhaust gas system, which is composed of the exhaust gas manifold and the above-described turbocharger system comprising diffuser, charge air cooler and water separator, is always further optimized, so that the known exhaust gas system is now also very economically optimally incorporated into the overall shape of the engine. This is an important point especially in large longitudinally scavenged two-stroke diesel engines installed in ships, since in principle there is little space available in the hull and thus a space-saving arrangement of the engine components is an important factor.

However, it is in this connection that significant problems have arisen in recent years, the cause of which can be found in particular in exhaust gas standards which are becoming increasingly stringent, which is therefore undesirable for the first time.

As exhaust gas regulations become more stringent, in recent years the requirements on the quality of the exhaust gas have become more and more demanding, where not only, but especially the concentration of nitrogen oxides in the exhaust gas is the focus of exhaust gas standards. The legal requirements and limit values for the respective exhaust gas limit values are always becoming increasingly stringent. This causes, especially in large two-stroke diesel engines, that the combustion of typical heavy oils containing a large amount of pollutants and the combustion of diesel or other fuels is always problematic, since it is increasingly difficult and technically more complex to comply with exhaust gas limits and is therefore more expensive, and even there is a fear that compliance with exhaust gas limits may eventually even no longer be meaningful.

In practice, therefore, great efforts have been made in recent years with regard to exhaust gas purification, the keyword "exhaust gas catalyst", and alternative fuels. Thus, i.e. additionally or alternatively, so-called "dual fuel engines", i.e. engines which can be driven with two different fuels, have long been required for the same reasons. In the gaseous mode, a gas such as natural gas, for example LNG (liquefied natural gas) or in the form of automotive natural gas or other gas suitable for driving an internal combustion engine is combusted, whereas in the liquid mode, a suitable liquid fuel such as gasoline, diesel, heavy oil or other suitable liquid fuel can be combusted in the same engine. The engine can be a two-stroke engine as well as a four-stroke engine, and it can be a small engine or a medium-large engine, but also a large engine, in particular a large two-stroke diesel engine of the longitudinal scavenging type.

Therefore, in the context of the present invention, in addition to the term "large diesel engine" which is used to indicate a typical large two-stroke diesel engine driven with heavy oil or diesel oil, the term also indicates a large engine which, in addition to operating on a diesel engine which is characterized by spontaneous combustion of the fuel, can also operate on the basis of an ex-source ignition operation (ottobetriib) in which the fuel is ignited by an ex-source or a mixture of both. In addition, the term "large diesel engine" also encompasses, inter alia, said dual-fuel engines and also large engines in which the ignition of the fuel is initiated by means of an external ignition by other fuels.

In the liquid mode, fuel is usually injected directly into the combustion chamber of the cylinder by means of a nozzle and is burnt there according to the principle of autoignition. In the gaseous mode, it is known that the gas in the gaseous state is mixed with the scavenging air according to the principle of external ignition, in order to thus produce an ignitable mixture in the combustion chamber of the cylinder. In such low-pressure methods, the ignition of the mixture in the cylinder is usually carried out in such a way that, at the right moment, a small amount of liquid fuel is injected into the combustion chamber or antechamber of the cylinder, which then leads to the ignition of the air-natural gas mixture. A dual fuel engine may also be switched from a gaseous mode to a liquid mode, or vice versa, during operational operation.

However, purely gas-fired engines, i.e. engines which can be operated only with gas and not alternatively also with diesel, heavy oil or other fuels, have also been investigated, in particular when high exhaust gas standards are required which can only be complied with at reasonable technical cost and economically meaningful by burning natural gas, and can therefore also be the subject of the invention described further below.

Whether it be a dual fuel engine, a gas only engine or an engine powered with a liquid fuel such as gasoline, diesel or heavy oil, or a hybrid of the above engine types, it will be inevitable in the future to purify or pre-treat the exhaust gas using suitable equipment and methods before it is discharged to the environment.

In particular, it is known to use exhaust gas reactors and in particular so-called "SCR reactors" in order to reduce the nitrogen oxides in the exhaust gas.

The term "SCR" is abbreviated herein by the english "Selective Catalytic Reduction" and may be referred to in the colloquial as "catalyst" which reduces nitrogen oxides in exhaust gases. If it is not operated in a SCR reactor, as in a motor vehicle with a platinum catalyst material, for example, the catalyst element is made of ceramic or metal and has a special reaction coating. The reduction reaction, in connection with the coating, however, only occurs when the exhaust gas is previously mixed with a suitable chemical substance, such as urea or ammonia, which must evaporate to ammonia in the exhaust gas.

For the mixing and evaporation, it is known from the prior art that a certain length of the mixing section, which is formed as a mixing-evaporation tube, is provided for mixing and evaporation of the reaction substance, such as urea, with the exhaust gas before it enters the SCR reactor. In order to ensure reliable mixing and evaporation, the mixing section has hitherto been provided in the form of a mixing line of a certain minimum length between the exhaust gas manifold and the SCR reactor. However, since the mixing lines in the solutions known from the prior art extend from the engine as described below with reference also to the schematic illustration of fig. 2, the mixing lines of large engines known from the prior art take up a large amount of installation space in the ship hull, thus preventing a compact construction.

However, not only such mixing lines require a considerable amount of valuable construction space. In large diesel engines with several cylinder liners, for example 6, 8, 10, 12 or even 14 cylinder liners, it is often necessary to provide two or even more than two supercharging groups with turbochargers instead of only one, where the entire arrangement of mixing lines and exhaust gas reactors has hitherto been provided separately for each turbocharging, which naturally determines an additional large occupation of installation space.

The above-mentioned problem is illustrated in connection with a schematic diagram 2, fig. 2 showing a large diesel engine comprising an exhaust manifold, a mixing line, an SCR reactor and a supercharging group known from the prior art for the case of only a single turbocharger. In the prior art, if a plurality of turbochargers are provided, a separate device, which is formed by a mixing line and an SCR reactor, has hitherto been provided for each individual turbocharger. Here, such a view with several turbochargers is omitted for local reasons, in particular because the overall arrangement with several turbochargers is readily available to the skilled person from fig. 2.

Fig. 2 shows a known large diesel engine 1 'having an exhaust gas manifold 4' and a mixing section 12 'in the form of a mixing line 121' for exhaust gas 5 ', for example here mixed with urea, which is evaporated to ammonia in the exhaust gas 5'. As mentioned above, for a reliable mixing and evaporation of urea with the exhaust gases 5 'before entering the SCR reactor 6' as shown, a certain minimum length of the mixing section 12 'in the form of mixing-evaporating tubes and thus of the mixing line 121' must be ensured. In order to be able to comply with the minimum length of the mixing line 121 'between the exhaust gas manifold 4' and the SCR reactor 6 ', in the large diesel engine according to fig. 2 known from the prior art, the mixing line 121' first extends out of the engine via a connection 122 ', so that there is sufficient space for complying with the required minimum length of the mixing line 121'.

Without further explanation, it can also be seen directly from the schematic illustration 2 that a reliable evaporation of urea and mixing with the exhaust gases 5 ' from the exhaust manifold 4 ' into the mixing line 121 ' is indeed ensured by this construction. But on the other hand requires a large space that is not at all acceptable, which is not available or otherwise better utilized, especially in the hull.

Furthermore, such structures also have other problematic properties, such as are immediately apparent to the skilled person. Namely, an important per se known problem is the vibration which, in operation of a huge engine which may typically have a power per cylinder up to and even exceeding 10000KW, is introduced into the surroundings and the installed components where the engine is installed. Furthermore, the marine engines known at present typically have, for example, up to 12 cylinders or even 40 cylinders, which in the operating state can introduce such strong vibrations into the hull and in particular also into the engine-mounted components such as exhaust systems, catalyst systems and turbocharger systems with a supercharging group, as a result of which they can be severely damaged or even fail without specifying suitable countermeasures such as vibration compensation devices. In such floating structures of the SCR catalyst system according to fig. 2, however, the known vibration compensation devices are generally no longer sufficient to prevent damage to such structures for a long time.

However, the additional line elements and the associated long exhaust gas flow paths, for example via the connecting piece 122 'or other additional line elements, which are arranged, for example, in the large diesel engine of fig. 2, for example between the mixing line 121' and the SCR reactor 6 'and between the SCR reactor 6' and the supercharging group 71 ', are also not desirable at all and bring about, in addition to the undesirable material quantities, other negative technical effects, for example the temperature and/or the pressure drop of the exhaust gas 5' in the line system, which ultimately reduce the turbocharger power and consequently bring about a series of other negative technical effects which are known per se and are naturally undesirable to the skilled person and are therefore to be avoided as much as possible.

Disclosure of Invention

In view of this prior art, the object of the present invention is therefore to provide an improved engine, in particular a large diesel engine of the crosshead type with an exhaust gas catalytic converter system, in particular an SCR reactor, in which the disadvantages known from the prior art are avoided and in particular a space-saving exhaust gas system arrangement and a reduction of the flow path length between the outlet valve of the cylinder liner and the supercharging group with a turbocharger is achieved. Another task of the present invention is to provide a piston internal combustion engine, in particular a large two-stroke diesel engine, by means of which the engine fuel can be saved and the exhaust emissions can be reduced overall at similar load conditions.

The invention therefore relates to a piston internal combustion engine, in particular a large two-stroke diesel engine of the longitudinal scavenging type, comprising a cylinder bank of a plurality of cylinder liners, each cylinder bank having a combustion chamber and a respective outlet valve, wherein each combustion chamber of the cylinder bank of cylinder liners is in flow communication with a common exhaust gas manifold in such a way that, in an operating state, exhaust gas can be supplied from each combustion chamber of the cylinder bank of cylinder liners via the respective outlet valve to the exhaust gas manifold. In addition, the exhaust gas can be fed from the exhaust gas manifold to the exhaust gas reactor in a cleaning operation for the purpose of treatment. In addition, a charging device for air compression is provided, to which the exhaust gases from the exhaust gas reactor can be supplied in a cleaning mode, so that the air compressed by means of the charging device can be supplied as scavenging air to one or more cylinder liners and/or to one or more cylinder liners of the cylinder bank via the respectively corresponding scavenging air openings. The exhaust manifold is also supported by a guide element in the form of a flow guide box and is fastened to the piston engine. According to the invention, the flow guiding box is designed as a bypass section in such a way that the exhaust gas can be supplied to the charging device via the flow guiding box while bypassing the exhaust gas reactor in bypass operation.

It is therefore essential to the invention that the flow guiding box carrying the exhaust gas manifold is designed and arranged as a bypass section in such a way that the exhaust gas can be supplied to the charging device via the flow guiding box while bypassing the exhaust gas reactor in bypass operation.

It is not absolutely necessary but advantageous for practice that the flow-guiding box is in flow communication with an exhaust-gas distribution line which is particularly preferably arranged in the region between the charging device and the exhaust-gas manifold so close to the cylinder liner and substantially parallel to the crankshaft of the internal combustion engine that exhaust gases can be supplied from the exhaust-gas reactor to the charging device via the exhaust-gas distribution line. In short, an exhaust gas distribution line is particularly preferably provided between the exhaust gas manifold and the exhaust gas turbocharger or turbochargers of the supercharging device, which exhaust gas distribution line distributes the exhaust gas from the exhaust gas reactor and/or the flow-guiding tank to the turbochargers. In this way, it is possible for the first time to achieve an effective distribution of the treated exhaust gas from the same exhaust gas reactor to a plurality of exhaust gas turbochargers at the same time also in large engines, in particular large two-stroke diesel engines of the longitudinal scavenging type.

In contrast to the engines known from the prior art, in which at least one separate exhaust gas reactor has to be provided for each turbocharger without having to provide a separate overall device consisting of a mixing line and an exhaust gas reactor, which results in the aforementioned additional considerable installation space, it is possible for the first time, by means of the invention and in combination with the exhaust gas distribution line, to provide, in particular for large diesel engines having a plurality of cylinder liners, for example 6, 8, 10, 12 or even 14 cylinder liners, each supercharging unit of which has at least two supercharging groups, which are each driven by an exhaust gas turbocharger, only a single exhaust gas reactor or only a single device consisting of a mixing line and an exhaust gas reactor, from which the treated exhaust gas is then distributed to the respective supercharging groups.

Furthermore, in the engine according to the invention, it is also possible in the specific case, in particular for engines with a plurality of cylinder liners, to take into account, for example, that at least two exhaust gas reactors or at least two devices consisting of a mixing line and an exhaust gas reactor are provided, wherein at least one of the exhaust gas reactors or at least one of the devices consisting of a mixing line and an exhaust gas reactor is in each case in flow communication with an exhaust gas distribution line, by means of which exhaust gas can be distributed from the same exhaust gas reactor to at least two charging groups.

The invention thus makes it possible for the first time to save not only a very large amount of installation space, since the inventive flow guide box allows exhaust gas to be directly conveyed from the exhaust gas manifold to the turbocharger via the flow guide box in bypass mode without exhaust gas cleaning taking place or being required, so that unnecessary connecting lines can be dispensed with.

In combination with the guide box according to the invention with an exhaust gas distribution line, on the other hand, the number of exhaust gas reactors or the device comprising a mixing line and an exhaust gas reactor can be reduced to an absolute minimum, wherein, in the most advantageous case, only one exhaust gas reactor or a device comprising a mixing line and an exhaust gas reactor has to be provided. A considerable saving in installation space is thus already possible by the very compact use according to the invention of the guide box as a bypass section, preferably in combination with an exhaust gas distribution line between the guide box and the supercharging device with turbocharger.

But in addition at the same time a series of other above-mentioned problems known from the prior art are solved by the invention.

In the device according to the invention, the above-mentioned problems associated with vibrations caused by the operating motor are therefore significantly reduced, which is ultimately determined in particular by a compact construction. The invention thus significantly reduces the risk of damage to the exhaust system caused by the induced vibrations, which is based on the compact arrangement and compact structure of the entire exhaust system, including the exhaust manifold, the exhaust gas reactor, possibly with a mixing line, the turbocharging system with the charging group and the exhaust gas distribution line, as a result of which no additional measures are usually required in the engine according to the invention to reduce the vibrations in the component parts of the exhaust system or the vibrations of the entire exhaust system, since this can be said to have been done automatically, as a matter of structure.

The compact arrangement and construction of the exhaust system according to the invention also brings about, inter alia, the further positive effect that the above-mentioned additional line parts in the exhaust system are no longer required and can thus be saved. Thus, the long exhaust gas flow paths known from the prior art and which are naturally undesirable are avoided by the invention. As a result, not only is material saved for the additional line piece no longer required, but other negative technical effects caused by unnecessarily long paths in the exhaust gas systems known from the prior art are also reliably avoided. The temperature and/or pressure drop of the exhaust gases in the exhaust system is thus significantly reduced, which increases the power of the turbocharger, so that ultimately, for example, engine fuel can be saved even under similar load conditions, and overall, exhaust gas emissions are also reduced, which ultimately has a positive effect on the environment.

The absence of additional line parts also improves the vibration behavior, since, owing to the absence of additional line parts, the structure and arrangement of the exhaust system as a whole are more compact and ultimately more rigid in terms of vibration, so that the induced vibrations can be compensated better or can for the first time not be absorbed at all by the exhaust system or its component parts, thereby further reducing the potential for damage.

In one embodiment that is particularly preferred for practical purposes, the flow guiding box or the bypass section of the flow guiding box comprises a bypass valve, so that the exhaust gas flow from the exhaust gas manifold can be released in bypass operation while bypassing the exhaust gas reactor and can be correspondingly blocked in cleaning operation.

In one embodiment of practical importance, the reciprocating internal combustion engine is a large engine, in particular a longitudinally scavenged large two-stroke diesel engine, and comprises the above-described exhaust gas distribution line which preferably extends substantially parallel to the crankshaft of the internal combustion engine in a region between the exhaust gas manifold and the crankshaft, on the one hand close to the charging device (advantageously comprising at least one first charging group and a second charging group) and on the other hand with respect to the vertical of the reciprocating internal combustion engine, such that exhaust gas can be supplied to the first charging group and/or the second charging group via the exhaust gas distribution line.

The exhaust gas distribution line is therefore advantageously arranged more or less immediately below the exhaust gas manifold on the flow guide box and close to one of the cylinder liners.

In this way, the intake line, in particular to the exhaust gas turbocharger of the charging group, is significantly shortened and the important space which is then available, for example, for the engine operating platform on which, for example, maintenance workers and other personnel can move on the engine, is saved. In addition, at least some pressure losses are avoided by the shortened lines and the natural frequency of the exhaust system and in particular of the exhaust gas manifold is also positively influenced, as a result of which material can be saved for these components and only the costs can be reduced thereby.

Furthermore, the length of the exhaust gas distributor line can preferably be shortened in all embodiments of the invention with respect to the exhaust gas manifold in such a way that the exhaust gas distributor line can also be brought into flow communication with exactly all corresponding exhaust gas turbochargers, but its length does not exceed the boundaries of the arrangement of the turbochargers elsewhere.

Depending on the design of the exhaust system, in practice, in addition to the exhaust gas main and the exhaust gas distribution line, a mixing section for mixing with the exhaust gas and evaporating a reactive substance, such as urea, can also be provided and arranged, i.e. via which the exhaust gas can be supplied to the exhaust gas reactor, wherein the mixing section can be provided in particular in the form of a mixing line between the exhaust gas main and the exhaust gas reactor, so that the exhaust gas can be reliably treated in the exhaust gas reactor by the reactive substance evaporating in the mixing section and mixing with the exhaust gas.

Furthermore, in a specific embodiment of the invention, the mixing section can be at least partially, but preferably completely, integrated in the exhaust manifold and/or the exhaust manifold itself can be formed as a mixing section. It is thus clear that valuable space is saved still further and that ultimately the material usage and costs can also be minimized still further.

In a further embodiment, it is also possible for the mixing section to be integrated at least partially, but preferably completely, in the exhaust gas reactor, or it is obviously also possible for the exhaust gas reactor and the exhaust gas distribution line to form a common monolithic component.

Furthermore, the exhaust gas manifold, the mixing section and the exhaust gas reactor, optionally even together with the exhaust gas distribution line, can be designed in particular as a common monolithic component which extends preferably substantially parallel to the crankshaft of the internal combustion engine in a region close to the first and second pressure buildup groups on the one hand and close to the cylinder liners on the other hand.

It is obvious that in practice it is not necessary for the exhaust gas reactor to be operated permanently, for example when a ship with an engine according to the invention is sailing in a certain region where correspondingly strict exhaust gas regulations do not exist, so that it may be advantageous, for example from an economic point of view or for maintenance work, to temporarily not operate the exhaust gas reactor, by supplying the exhaust gas via a guide box to a turbocharger of a charging device while bypassing the exhaust gas reactor.

In order to further optimize the exhaust gas flow, it may also be advantageous to arrange and provide one or more further bypass lines in the exhaust gas system in addition to the bypass section in the guide box, so that the exhaust gas, while bypassing the exhaust gas reactor, can be supplied to an exhaust gas distribution line for further guidance to the corresponding charging group or turbocharger, i.e. the exhaust gas can bypass the exhaust gas reactor via the bypass line so that the exhaust gas no longer flows through the exhaust gas reactor. For this purpose, the further bypass line can be arranged, for example, between the exhaust gas manifold and the exhaust gas distribution line.

The further bypass line itself can be provided, for example, to be blocked by a bypass valve, wherein the further bypass line itself can, although not necessarily, advantageously be designed as a bypass valve, depending on the embodiment. That is to say, the bypass valve acts as a bypass line, which may be advantageous in particular when, for example, the exhaust gas distribution line is arranged next to, for example, the exhaust gas manifold, for example, in parallel, preferably in direct contact therewith.

It is also obvious that the exhaust manifold can also be blocked by means of an exhaust manifold valve in such a way that, when exhaust gas purification or exhaust gas treatment is not required as described above (i.e. in particular in bypass operation), exhaust gas can no longer be supplied from the exhaust manifold to the exhaust gas reactor in such an operating state. For this purpose, the exhaust gas distribution line can also be blocked by an exhaust gas distribution valve in such a way that exhaust gas can no longer be supplied to it from the exhaust gas reactor.

In a further embodiment of the invention, the exhaust gas manifold can comprise a first exhaust gas collecting chamber and a second exhaust gas collecting chamber in flow communication with the first exhaust gas collecting chamber in such a way that exhaust gas can be supplied directly from the first group of cylinder liners only to the first exhaust gas collecting chamber and exhaust gas can be supplied directly from the second group of cylinder liners only to the second exhaust gas collecting chamber, wherein a compensating element is particularly preferably provided between the first exhaust gas collecting chamber and the second exhaust gas collecting chamber for compensating mechanical and/or thermally induced stresses and/or strains.

This enables, for example, not only better compensation of thermal strains or also other forms of mechanical stress, such as vibrations, but also an optimization of the distribution of the exhaust gas flow in the exhaust manifold and at least a substantial prevention or minimization of the mutual influence of the exhaust gas flows from the different cylinder liners connected simultaneously to the exhaust manifold.

In a completely similar manner, the exhaust gas distributor line can also comprise a first exhaust gas distributor chamber and a second exhaust gas distributor chamber which is in flow communication with the first exhaust gas distributor chamber and is in flow communication with the exhaust gas manifold in such a way that the exhaust gas can be supplied directly from the exhaust gas manifold via a first bypass line or a first bypass valve only to the first exhaust gas distributor chamber and the exhaust gas can be supplied directly from the exhaust gas manifold via a second bypass line or a second bypass valve only to the second exhaust gas collector chamber, wherein, for example, the first bypass valve and/or the second bypass valve can be realized by a bypass valve of the flow guide box.

In a particularly preferred variant of the aforementioned embodiment of the invention, the exhaust gas is supplied directly from the first exhaust gas collecting chamber of the exhaust gas manifold via a first bypass line or a first bypass valve only to the first exhaust gas distribution chamber, and the exhaust gas is supplied directly from the second exhaust gas collecting chamber of the exhaust gas manifold via a second bypass line or a second bypass valve only to the second exhaust gas collecting chamber, wherein, for example, the first bypass valve and/or the second bypass valve can be realized by a bypass valve of the flow-guiding box.

Furthermore, in each respective embodiment, a compensating connection can advantageously be provided between the first exhaust gas distribution chamber and the second exhaust gas distribution chamber for compensating mechanical and/or thermally induced stresses and/or strains, for example, so that not only thermal strains or other types of mechanical stresses, such as vibrations, for example, can be compensated better, but also the distribution of the exhaust gas flow in the exhaust gas distribution lines can be optimized thereby and the mutual influence of the exhaust gas flows from the various exhaust gas manifold bypass lines connected simultaneously to the distribution lines can be at least substantially prevented or minimized.

It is clear that the bypass valve, in particular the bypass valve of the flow guide box and/or the first bypass valve and/or the second bypass valve and/or the exhaust gas manifold valve and/or the exhaust gas distributor valve, can also be controllable or adjustable, in particular electrically or hydraulically or pneumatically, particularly advantageously by means of a computer control device, depending on the predefinable operating parameters of the reciprocating piston engine.

In this connection, it is also possible in particular that sensors, in particular exhaust gas sensors, temperature sensors, pressure sensors or other suitable sensors, are provided in a manner known per se for controlling or regulating the bypass valve, in particular the bypass valve and/or the first bypass valve and/or the second bypass valve and/or the exhaust gas manifold valve and/or the exhaust gas distributor valve of the flow-conducting box.

In order to further optimize the exhaust gas flow, the exhaust gas main and in particular the first exhaust gas collecting chamber and/or the second exhaust gas collecting chamber may comprise a guide means, in particular a guide plate, for guiding and distributing the exhaust gas in the exhaust gas main, in particular for distributing the exhaust gas to different sections of the exhaust gas distribution line, in particular to the first exhaust gas distribution chamber and the second exhaust gas distribution chamber of the exhaust gas distribution line.

In a completely similar manner and for similar purposes, the exhaust gas distribution line and in particular the first exhaust gas distribution chamber and/or the second exhaust gas distribution chamber can of course also comprise a deflection mechanism and in particular a deflection plate for deflecting and distributing the exhaust gases in the exhaust gas distribution line, in particular for distributing the exhaust gases to different exhaust gas turbochargers of the charging device, in particular to the first charging group and the second charging group of the charging device, wherein a controllable or adjustable flap can be provided so that the gas flow can be adjusted or controlled by means of the flap.

For the fastening, the exhaust gas main and the exhaust gas distributor line are particularly preferably, but not necessarily, carried and/or guided by the same guide element, which is advantageously a guide plate here, but may possibly also be an additional guide box or other suitable guide means or fastening means for fastening and guiding the exhaust gas main and the exhaust gas distributor line.

In addition, the guide is very advantageously designed in practice such that the exhaust gas manifold and the exhaust gas distributor line are arranged on the guide in such a way that mechanical and/or thermally induced stresses and/or strains or also vibrations of the exhaust gas manifold and the exhaust gas distributor line or other machine components can be compensated at least in part.

The invention also relates to a flow guiding box which is designed as a bypass section for an exhaust gas manifold of an inventive piston internal combustion engine as described in the present application, wherein the flow guiding box preferably comprises a bypass valve.

Drawings

The invention will be described in detail below with reference to the attached drawing figures, which schematically show:

fig. 1 schematically shows an exhaust gas turbocharger system of a large two-stroke diesel engine known from the prior art;

FIG. 2 shows a known large diesel engine with an SCR reactor for exhaust gas treatment;

FIG. 3a shows a first embodiment of a large two-stroke diesel engine according to the invention comprising an exhaust gas distribution line located below the exhaust gas manifold;

FIG. 3b shows a perspective view of the embodiment according to FIG. 3 a;

FIG. 4 schematically illustrates a second embodiment of a large two-stroke diesel engine of the invention comprising a flow guiding box configured as a bypass section;

FIG. 5 shows an embodiment of the baffle box of the present invention including an exhaust gas distribution line;

FIG. 6 shows an exhaust manifold with an exhaust gas distribution line and a compensating piece or compensating connection;

FIG. 7a exhaust gas shows a first embodiment of an exhaust manifold including a directing mechanism for the exhaust gas;

FIG. 7b shows another embodiment according to FIG. 7 a;

FIG. 7c shows a third embodiment according to FIG. 7 a;

fig. 8a shows a first embodiment of an exhaust gas distribution line comprising a steering mechanism for the exhaust gas;

FIG. 8b shows another embodiment according to FIG. 8 a;

FIG. 8c shows a third embodiment according to FIG. 8 a; and

fig. 9 shows a guide comprising an exhaust manifold and an exhaust distribution line.

Detailed Description

Fig. 1 and 2 relate to examples of the prior art, which have already been explicitly described in the introduction and therefore need not be discussed here.

The piston internal combustion engine according to the invention, designated in the following by the general reference numeral 1, is designed in particular in the form of a large two-stroke diesel engine with longitudinal scavenging, which is widely used, for example, in marine structures.

Fig. 3a and 3b show parts of the piston internal combustion engine of the invention that are important for the invention according to a specific embodiment of a large longitudinally scavenged two-stroke diesel engine comprising a plurality of cylinder liners for use in a vessel, such as a container ship. Fig. 3b shows a perspective view of the engine according to fig. 3a only, in order to better illustrate the understanding of the cooperation of the main components.

The piston internal combustion engine 1 according to the invention in fig. 3a or 3b is a large two-stroke diesel engine of the longitudinal scavenging type, comprising in a manner known per se a cylinder group GZ of a plurality of cylinder liners GZ1, GZ2, each having one combustion chamber 2 and a respective outlet valve 3, wherein each combustion chamber 2 of the cylinder group GZ of the cylinder liners GZ1, GZ2 is in flow communication with the same exhaust manifold 4 in such a way that, in an operating state, exhaust gases 5 can be supplied from each combustion chamber 2 of the cylinder group GZ of the cylinder liners GZ1, GZ2 to the exhaust manifold 4 via the respective outlet valve 3. For the treatment or purification, i.e. essentially for the removal of harmful nitrogen oxides from the exhaust gas 5, the exhaust gas 5 can be fed in a purification operation from the exhaust gas manifold 4 via a mixing section 12 formed in the form of a mixing line into the exhaust gas reactor 6.

In addition, in the exemplary embodiment of fig. 3a or 3b, a charging device 7 is provided, which comprises a first charging group 71 and a second charging group 72 for compressing air 80 taken in from the environment by the turbochargers of the charging group 71 and of the charging group 72, respectively, and the exhaust gas 5 can be supplied from the exhaust gas reactor 6 to the charging groups 71,72 in a purging mode, in such a way that the air 80 compressed by means of the first charging group 71 and of the second charging group 72 can be supplied as scavenging air to the cylinder jackets Z or to the cylinder jackets GZ1, GZ2 of the cylinder bank GZ via corresponding scavenging air openings, which are not visible in fig. 3a and 3b, respectively. Furthermore, the exhaust gas manifold 4 is supported by the guide elements 14,142 in the form of guide boxes 142 and is fastened to the internal combustion piston engine.

According to the invention, the flow guiding box 142 is designed as a bypass section 130 in such a way that the exhaust gas 5 can be supplied to the charging device 7,71,72 via the flow guiding box 142 while bypassing the exhaust gas reactor 6 in bypass operation, wherein the bypass section 130 particularly preferably comprises a bypass valve 131, which will be explained in more detail in conjunction with fig. 4 and 5.

Furthermore, the specific embodiment of fig. 3a or 3b comprises an exhaust gas distribution line 10, which may also be absent in a further embodiment of the present invention, which is substantially parallel to the crankshaft 11 of the internal combustion engine 1 (only schematically illustrated and in fact much deeper) in the region adjacent to the first and second charging groups 71,72 on the one hand and between the exhaust gas manifold 4 and the crankshaft 11 with respect to the vertical VR of the piston internal combustion engine 1 on the other hand, is in flow communication with the flow guide box 142 below the exhaust gas manifold 4 in such a way that the exhaust gases 5 can be supplied from the exhaust gas reactor 6 via the exhaust gas distribution line 10 to the first and second charging groups 71, 72. In this particular embodiment, the exhaust gas distribution line 10 is arranged in relation to this vertical VR between the first and second pressure boosting groups 71,72 on the one hand and the exhaust gas manifold 4 on the other hand and close to one of the cylinder liners Z, GZ1, GZ 2. Furthermore, the mixing section 12 is arranged and arranged in the exhaust system in such a way that the exhaust gas 5 can be supplied to the exhaust gas reactor 6 via the mixing section 12, wherein the mixing section 12 is formed in the form of a mixing line between the exhaust gas manifold 4 and the exhaust gas reactor 6.

In connection with fig. 4 and 5, an embodiment of a guide box 142 constructed as a bypass section for a large two-stroke diesel engine according to the invention comprising an exhaust gas manifold 4 and an exhaust gas distribution line 10, respectively, is discussed schematically below.

Fig. 4 and 5 each show a flow guiding box 142 formed as a bypass section 130, each flow guiding box comprising a bypass valve 131 between the exhaust gas manifold 4 and the exhaust gas distribution line 10. In this embodiment, which is particularly preferred for practical purposes, the exhaust gas main line 10 is arranged on the flow guiding box 142 immediately below the exhaust gas main 4, wherein the bypass valve 131 at the same time forms the bypass section 130 in the flow guiding box 142, which is particularly space-saving, since an additional bypass line is in principle superfluous for this purpose. Furthermore, the exhaust manifold 4 can be blocked by means of the exhaust manifold valve 40 in such a way that the exhaust gas 5 can no longer be supplied from the exhaust manifold 4 to the exhaust gas reactor 6 in bypass mode. In addition, the waste gas distribution line 10 can be blocked by the waste gas distribution valve 100 in such a way that waste gas 5 can no longer be supplied from the waste gas reactor 6 to the waste gas distribution line 10. That is to say, when the exhaust gas reactor 6 is not required in certain operating states of the reciprocating piston internal combustion engine 1 or is otherwise not in use, the exhaust gas reactor 6 and, if present, also only the mixing section 12 explicitly shown in fig. 4 are decoupled from the exhaust gas system, by the exhaust manifold valve 40 and/or the exhaust gas distributor valve 100 being closed and the bypass valve 131 being opened at the same time, so that the exhaust gases 5 can be supplied directly from the exhaust manifold 4 via the bypass valve 131 of the flow guide box 142 and the exhaust gas distributor line 10 to the turbochargers of the supercharging groups 7,71,72 (not shown in fig. 5 for the sake of overview).

With reference to fig. 6, a further preferred embodiment of the invention is schematically shown, comprising an exhaust gas manifold 4 and an exhaust gas distribution line 10, which are provided with a compensation element 400 or compensation connection 500, respectively, for compensating mechanical or thermal stresses or other disturbances. The bypass valve 131, which is arranged to the right in the drawing, is a flow-guiding box 142 according to the invention, which is formed as a bypass section 130.

The exhaust manifold 4 here comprises a first exhaust gas collecting chamber 41 and a second exhaust gas collecting chamber 42 which is in flow communication with the first exhaust gas collecting chamber 41 in such a way that the exhaust gases 5 can be supplied directly from the first set EZ1 cylinder liners Z only to the first exhaust gas collecting chamber 41 and the exhaust gases 5 can be supplied directly from the second set EZ2 cylinder liners Z only to the second exhaust gas collecting chamber 42.

Furthermore, as described, a compensating element 400 is provided between the first exhaust gas collecting chamber 41 and the second exhaust gas collecting chamber 42 for compensating mechanical and/or thermally induced stresses and/or strains and/or vibrations or other mechanical or thermal disturbances.

In addition, the exhaust gas distribution line 10 comprises a first exhaust gas distribution chamber 101 and a second exhaust gas distribution chamber 102 in flow communication with the first exhaust gas distribution chamber 101 and is in flow communication with the exhaust gas manifold 4 in such a way that the exhaust gas 5 can be supplied directly from the exhaust gas manifold 4 via a first bypass valve 1311 only to the first exhaust gas distribution chamber 101 and the exhaust gas 5 can be supplied directly from the exhaust gas manifold 4 via a second bypass valve 1312 only to the second exhaust gas distribution chamber 102. At this time, the exhaust gas 5 may be directly supplied from the first exhaust gas collecting chamber 41 of the exhaust manifold 4 to only the first exhaust gas distributing chamber 101 via the first bypass valve 1311, and the exhaust gas 5 may be directly supplied from the second exhaust gas collecting chamber 42 of the exhaust manifold 4 to only the second exhaust gas distributing chamber 102 via the second bypass valve 1312. Similar to exhaust gas manifold 4, a compensating connection 500 is provided between first exhaust gas distribution chamber 101 and second exhaust gas distribution chamber 102 for compensating mechanical and/or thermally induced stresses and/or strains and/or vibrations and/or other mechanical or thermal disturbances.

The bypass valve 131, in particular the bypass valve 131 of the flow guide box 142 and the first bypass valve 1311 and/or the second bypass valve 1312 and/or the not explicitly shown exhaust gas manifold valve 40 and/or the also not explicitly shown exhaust gas distributor valve 100 are in this case particularly preferably controllable or adjustable, in particular electrically or hydraulically or pneumatically adjustable or controllable. For this purpose, sensors, in particular exhaust gas sensors, temperature or pressure sensors or other suitable sensors, can also be provided to control or regulate the bypass valve 131, in particular the first bypass valve 1311 and/or the second bypass valve 1312 and/or the exhaust manifold valve 40 and/or the exhaust gas distributor valve 100.

In conjunction with fig. 7a, a particularly preferred first exemplary embodiment of an exhaust manifold 4 with a guide 15,151 for the exhaust gas 5 is also schematically illustrated. Fig. 7b shows a further exemplary embodiment according to fig. 7a, while a third exemplary embodiment according to fig. 7a is shown with the aid of fig. 7 c.

As fig. 7a to 7c show, the exhaust gas manifold 4 and in particular the first exhaust gas collecting chamber 41 and/or the second exhaust gas collecting chamber 42 comprise guiding means 15,151 and in particular guiding plates 151 for guiding and distributing the exhaust gas 5 in the exhaust gas manifold 4, in particular for distributing the exhaust gas 5 to different sections of the exhaust gas distribution line 10, in particular to the first exhaust gas distribution chamber 101 and the second exhaust gas distribution chamber 102 of the exhaust gas distribution line. The skilled person knows from his technical knowledge simply to decide which of the embodiments according to fig. 7 a-7 c is suitable for implementation or whether a perhaps simple but non-inventive modification of this embodiment is suitable for implementation and applies it to a specific practical situation.

Fig. 8a furthermore shows a first exemplary embodiment of an exhaust gas distribution line 10 with a diverting mechanism 16,161 for the exhaust gas 5. Fig. 8b shows a further exemplary embodiment according to fig. 8a, while a third exemplary embodiment according to fig. 8a is shown with the aid of fig. 8 c. The exhaust gas distribution line 10, in particular the first exhaust gas distribution chamber 101 and/or the second exhaust gas distribution chamber 102, comprises a deflection means 16,161, in particular a deflection plate 161, for deflecting and distributing the exhaust gas 5 in the exhaust gas distribution line 10, in particular for distributing the exhaust gas 5 to different exhaust gas turbochargers of the charging device 7, namely to the first charging group 71 and the second charging group 72 of the charging device 7. The skilled person knows from his technical knowledge simply to decide which of the embodiments according to fig. 8a to 8c is suitable for implementation or whether a simple but non-inventive modification of this embodiment is suitable for implementation and applies it to a specific practical situation.

Fig. 9 finally shows, by way of example, a practical embodiment of a guide 14,141, by means of which the exhaust manifold 4 and the exhaust gas distribution line 10 can advantageously be jointly fastened to the engine, with the exception of the flow-guiding box, wherein the exhaust manifold 4 and the exhaust gas distribution line 10 are carried and/or guided by the same guide 14, 141. By means of the additional guide elements 14,141, the exhaust gas manifold 4 together with the exhaust gas distribution line 10 is better secured to the engine and, for example, thermal strains are better compensated for, and the vibration behavior under oscillations is significantly improved.

Furthermore, the guide elements 14,141 according to fig. 9 are designed in the form of guide plates 141, which are particularly well suited for counteracting or compensating thermal strains of the exhaust gas main and/or the exhaust gas main line 10 and other mechanical loads or disturbances (e.g. mechanical vibrations which can occur very strongly in the operating state of the reciprocating internal combustion engine). In this case, thermal strains or oscillations in the longitudinal direction of the exhaust gas manifold 4 or the exhaust gas manifold 10 can be compensated, as well as thermal strains or oscillations perpendicular thereto, which are achieved in particular by the guide plates being designed in the form of relatively thin plates and by special geometric shapes which can be adapted to the particular circumstances.

The skilled person understands that the invention is not limited to the explicitly described embodiments, but that the invention also covers corresponding modifications. In particular, the invention obviously relates to all suitable combinations of the specific embodiments discussed.

Claims (49)

1. A piston internal combustion engine comprising a cylinder bank (GZ) comprising a plurality of cylinder liners (GZ1, GZ2), each cylinder bank having a combustion chamber (2) and a respective outlet valve (3), wherein each combustion chamber (2) of the cylinder bank (GZ) of the cylinder liners (GZ1, GZ2) is in flow communication with one and the same exhaust manifold (4) in such a way that, in the operating state, exhaust gas (5) can be supplied from each combustion chamber (2) of the cylinder bank (GZ) of the cylinder liners (GZ1, GZ2) to the exhaust manifold (4) via the respective outlet valve (3) and, for treatment, the exhaust gas (5) can be fed from the exhaust manifold (4) into an exhaust gas reactor (6) in a cleaning operation and a pressure boosting device (7,71,72) for air (80) compression is also provided, exhaust gases (5) from the exhaust gas reactor (6) can be supplied to the charging device in a cleaning operation, so that the air (80) compressed by means of the charging device (7,71,72) can be supplied as scavenging air via the respective scavenging air opening to one or more cylinder liners (Z) and/or one or more of the cylinder liners (GZ1, GZ2) of the cylinder bank (GZ), wherein the exhaust gas manifold (4) is carried by means of a guide (14,142) in the form of a flow guide box (142) and is fastened to the internal combustion piston engine, characterized in that the flow guide box (142) is designed as a bypass section (130) in such a way that the exhaust gases (5) can be supplied to the charging device (7) via the flow guide box (142) while bypassing the exhaust gas reactor (6) in a bypass operation, 71,72).

2. The piston internal combustion engine according to claim 1, wherein the bypass section (130) comprises a bypass valve (131).

3. A piston internal combustion engine according to claim 1 or 2, wherein the supercharging arrangement (7,71,72) comprises a first supercharging bank (71) and a second supercharging bank (72) for compression of air (80).

4. A piston internal combustion engine according to claim 3, wherein the exhaust gas distribution line (10) extends between the exhaust gas manifold (4) and the crankshaft in a manner substantially parallel to the crankshaft (11) of the internal combustion engine, on the one hand in a region adjacent to the first and second charging groups (71, 72) and on the other hand with respect to the vertical direction (VR) of the piston internal combustion engine, in such a way that the exhaust gas (5) can be supplied to the first and/or second charging group (71, 72) via the exhaust gas distribution line (10).

5. The piston internal combustion engine as claimed in claim 4, wherein the exhaust gas distribution line (10) is arranged adjacent to one of the cylinder liners (Z, GZ1, GZ2) in relation to the vertical direction (VR) between the first and second pressure charging groups (71, 72) on the one hand and the exhaust gas manifold (4) on the other hand.

6. A piston internal combustion engine according to claim 4, wherein a mixing section (12) is arranged and provided, which is arranged and provided such that the exhaust gases (5) can be supplied to the exhaust gas reactor (6) via the mixing section (12).

7. The piston internal combustion engine according to claim 6, wherein the mixing section (12) is arranged in the form of a mixing line between the exhaust gas manifold (4) and the exhaust gas reactor (6).

8. The piston internal combustion engine according to claim 6 or 7, wherein the mixing section (12) is at least partially integrated in the exhaust manifold (4) and/or the exhaust manifold itself is formed as a mixing section (12).

9. The piston internal combustion engine according to claim 6, wherein the mixing section (12) is at least partially integrated in the exhaust gas reactor (6).

10. The piston internal combustion engine according to claim 6, wherein the exhaust gas manifold (4), the mixing section (12) and the exhaust gas reactor (6) are arranged in the form of a common monolithic assembly extending substantially parallel to the crankshaft (11) of the internal combustion engine in a region adjacent to the first and second supercharging groups (71, 72) on the one hand and to one of the cylinder liners (GZ1, GZ2, Z) on the other hand.

11. A piston internal combustion engine according to claim 4, wherein a bypass line (13) is arranged and provided such that the exhaust gases (5) can be supplied to the exhaust gas distribution line (10) bypassing the exhaust gas reactor (6).

12. The piston internal combustion engine as claimed in claim 11, wherein the bypass line (13) is arranged between the exhaust gas manifold (4) and the exhaust gas distribution line (10).

13. The piston internal combustion engine as claimed in claim 11 or 12, wherein the bypass line (13) can be locked by means of a bypass valve (131).

14. The piston internal combustion engine as claimed in claim 13, wherein the bypass line (13) is constructed in the form of a bypass valve (131).

15. The piston internal combustion engine according to claim 1, wherein the exhaust manifold (4) can be locked by means of an exhaust manifold valve (40) in such a way that the exhaust gases (5) can no longer be supplied from the exhaust manifold (4) to the exhaust gas reactor (6).

16. A piston internal combustion engine according to claim 4, wherein the exhaust gas distribution line (10) can be locked by means of an exhaust gas distribution valve (100) in such a way that the exhaust gas (5) can no longer be supplied from the exhaust gas reactor (6) to the exhaust gas distribution line (10).

17. The piston internal combustion engine according to claim 4, wherein the exhaust manifold (4) comprises a first exhaust gas collection chamber (41) and a second exhaust gas collection chamber (42) in flow communication with the first exhaust gas collection chamber (41) in such a way that the exhaust gases (5) can be supplied directly from a first group (EZ1) of cylinder liners (Z) only to the first exhaust gas collection chamber (41) and the exhaust gases (5) can be supplied directly from a second group (EZ2) of cylinder liners (Z) only to the second exhaust gas collection chamber (42).

18. The piston internal combustion engine according to claim 17, wherein a compensation element (400) is provided between the first exhaust gas collection chamber (41) and the second exhaust gas collection chamber (42) for compensating for mechanical stresses and/or mechanical strains and/or thermally induced stresses and/or thermally induced strains.

19. The piston internal combustion engine according to claim 18, wherein the exhaust gas distribution line (10) comprises a first exhaust gas distribution chamber (101) and a second exhaust gas distribution chamber (102) in flow communication with the first exhaust gas distribution chamber (101) and is in flow communication with the exhaust gas manifold (4) in such a way that the exhaust gas (5) can be supplied directly from the exhaust gas manifold (4) via a first bypass valve (1311) only to the first exhaust gas distribution chamber (101) and the exhaust gas (5) can be supplied directly from the exhaust gas manifold via a second bypass valve (1312) only to the second exhaust gas distribution chamber (102).

20. The piston internal combustion engine according to claim 19, wherein the exhaust gases (5) can be supplied directly from the first exhaust gas collecting chamber (41) of the exhaust gas manifold via a first bypass valve (1311) only to the first exhaust gas distribution chamber (101), and the exhaust gases (5) can be supplied directly from the second exhaust gas collecting chamber (42) of the exhaust gas manifold via a second bypass valve (1312) only to the second exhaust gas distribution chamber (102).

21. The piston internal combustion engine according to claim 19 or 20, wherein a compensating connection (500) is provided between the first exhaust gas distribution chamber (101) and the second exhaust gas distribution chamber (102) for compensating mechanical stresses and/or mechanical strains and/or thermally induced stresses and/or thermally induced strains.

22. The piston internal combustion engine according to claim 13, wherein the bypass valve (131) and/or the exhaust manifold valve (40) and/or the exhaust gas distribution valve (100) are controllable or adjustable.

23. The piston internal combustion engine according to claim 22, wherein sensors are suitably provided for controlling or regulating the bypass valve (131) and/or the exhaust manifold valve (40) and/or the exhaust gas distribution valve (100).

24. The piston internal combustion engine according to claim 19, wherein the exhaust manifold (4) comprises guiding means (15,151) for guiding and distributing the exhaust gases (5) within the exhaust manifold (4).

25. The piston internal combustion engine according to claim 24, wherein the exhaust gas distribution line (10) comprises a steering mechanism (16,161) for deflecting and distributing the exhaust gas (5) within the exhaust gas distribution line (10).

26. The piston internal combustion engine as claimed in claim 24 or 25, wherein a controllable or adjustable shutter (B) is provided, so that the gas flow can be controlled or adjusted by means of the shutter (B).

27. The piston internal combustion engine according to claim 4, wherein the exhaust gas manifold (4) and/or the exhaust gas distribution line (10) are carried and/or guided by the same guide (14,141).

28. The piston internal combustion engine as claimed in claim 27, wherein the guide (14,141) is a guide plate (141) or another flow box (142).

29. The piston internal combustion engine according to claim 28, wherein the guide (14,141,142) is designed and the exhaust gas manifold (4) and/or the exhaust gas distribution line (10) are arranged thereon in such a way that mechanical stresses and/or mechanical strains and/or thermally induced stresses and/or thermally induced strains of the exhaust gas manifold (4) and the exhaust gas distribution line (10) can be at least partially compensated.

30. The piston internal combustion engine according to claim 29, wherein the guide (14,141) is arranged in a movable manner within a slide (1400) in order to compensate and/or coordinate mechanical stresses and/or mechanical strains and/or thermally induced stresses and/or thermally induced strains and/or vibrations of the exhaust manifold (4) and of the exhaust gas distribution line (10).

31. The piston internal combustion engine according to claim 1, wherein the piston internal combustion engine is a longitudinally scavenged large two-stroke diesel engine.

32. The piston internal combustion engine according to claim 8, wherein the mixing section (12) is entirely integrated in the exhaust manifold (4).

33. The piston internal combustion engine according to claim 9, wherein the mixing section (12) is entirely integrated within the exhaust gas reactor (6).

34. The piston internal combustion engine according to claim 22, wherein a first bypass valve (1311) and/or a second bypass valve (1312) and/or the exhaust gas manifold valve (40) and/or the exhaust gas distribution valve (100) are controllable or adjustable.

35. The piston internal combustion engine according to claim 34, wherein the first bypass valve (1311) and/or the second bypass valve (1312) and/or the exhaust manifold valve (40) and/or the exhaust gas distribution valve (100) are controllable or adjustable electrically or hydraulically or pneumatically.

36. The piston internal combustion engine according to claim 23, wherein a temperature sensor or a pressure sensor is suitably provided for controlling or regulating the bypass valve (131) and/or the exhaust manifold valve (40) and/or the exhaust gas distribution valve (100).

37. The piston internal combustion engine according to claim 23, wherein a temperature or pressure sensor is suitably provided for controlling or adjusting the first bypass valve (1311) and/or the second bypass valve (1312) and/or the exhaust gas manifold valve (40) and/or the exhaust gas distribution valve (100).

38. The piston internal combustion engine according to claim 24, wherein the first exhaust gas collection chamber (41) and/or the second exhaust gas collection chamber (42) comprises guiding means (15,151) for guiding and distributing the exhaust gases (5) within the exhaust gas manifold (4).

39. The piston internal combustion engine according to claim 24, wherein the first exhaust gas collection chamber (41) and/or the second exhaust gas collection chamber (42) comprises guide plates (151) for guiding and distributing the exhaust gases (5) within the exhaust gas manifold (4).

40. The piston internal combustion engine according to claim 24, wherein the first exhaust gas collection chamber (41) and/or the second exhaust gas collection chamber (42) comprises guide plates (151) for distributing the exhaust gas (5) to different sections of the exhaust gas distribution line (10).

41. The piston internal combustion engine according to claim 24, wherein the first exhaust gas collection chamber (41) and/or the second exhaust gas collection chamber (42) comprise guide plates (151) for distributing the exhaust gas (5) to the first exhaust gas distribution chamber (101) and the second exhaust gas distribution chamber (102) of the exhaust gas distribution line.

42. The piston internal combustion engine according to claim 25, wherein the first exhaust gas distribution chamber (101) and/or the second exhaust gas distribution chamber (102) comprises a steering mechanism (16,161) for deflecting and distributing the exhaust gas (5) within the exhaust gas distribution line (10).

43. The piston internal combustion engine according to claim 42, wherein the first exhaust gas distribution chamber (101) and/or the second exhaust gas distribution chamber (102) comprises a deflector plate (161) for deflecting and distributing the exhaust gas (5) within the exhaust gas distribution line (10).

44. The piston internal combustion engine according to claim 42, wherein the first exhaust gas distribution chamber (101) and/or the second exhaust gas distribution chamber (102) comprises a diverter plate (161) for distributing the exhaust gases (5) to different exhaust gas turbochargers of the charging device (7).

45. The piston internal combustion engine according to claim 42, wherein the first exhaust gas distribution chamber (101) and/or the second exhaust gas distribution chamber (102) comprise a deflector plate (161) for distributing the exhaust gas (5) to a first and a second charging group (71, 72) of the charging device (7).

46. The piston internal combustion engine according to claim 29, wherein the flow guiding box (142) and/or the guide plate (141) are designed and the exhaust gas collector (4) and/or the exhaust gas distribution line (10) are arranged thereon in such a way that mechanical stresses and/or mechanical strains and/or thermally induced stresses and/or thermally induced strains of the exhaust gas collector (4) and the exhaust gas distribution line (10) can be at least partially compensated.

47. The piston internal combustion engine according to claim 30, wherein the guide plate (141) and/or the flow guiding box are movably arranged within a slide (1400) in order to compensate and/or coordinate mechanical stresses and/or mechanical strains and/or thermally induced stresses and/or thermally induced strains and/or vibrations of the exhaust manifold (4) and of the exhaust gas distribution line (10).

48. Flow guiding box, which is constructed as a bypass section (130) for an exhaust gas manifold (4) of a reciprocating piston internal combustion engine (1) according to one of the preceding claims.

49. The flow directing box of claim 48, wherein the flow directing box includes a bypass valve (131).

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