CN110312856B - Marine diesel engine, engine control device, and method - Google Patents
Marine diesel engine, engine control device, and method Download PDFInfo
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- CN110312856B CN110312856B CN201880009202.9A CN201880009202A CN110312856B CN 110312856 B CN110312856 B CN 110312856B CN 201880009202 A CN201880009202 A CN 201880009202A CN 110312856 B CN110312856 B CN 110312856B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9404—Removing only nitrogen compounds
- B01D53/9409—Nitrogen oxides
- B01D53/9413—Processes characterised by a specific catalyst
- B01D53/9418—Processes characterised by a specific catalyst for removing nitrogen oxides by selective catalytic reduction [SCR] using a reducing agent in a lean exhaust gas
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
- F01N2590/02—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for marine vessels or naval applications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1404—Exhaust gas temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
Abstract
A marine diesel engine is provided with: an engine main body (11); an SCR denitration device (13) provided in an exhaust line (G4) for exhaust gas discharged from an engine body (11); an exhaust gas temperature raising device (14) that raises the temperature of the exhaust gas flowing into the SCR denitration device (13); and a control device (15) that controls the operation of the exhaust gas temperature increasing device (14) and stops the operation of the exhaust gas temperature increasing device (14) when the engine speed is within a preset dangerous speed range (A).
Description
Technical Field
The present invention relates to a marine diesel engine provided with a Selective Catalytic Reduction (SCR) denitration device.
Background
A marine diesel engine, which is a main engine mounted on a marine vessel, includes a device for reducing nitrogen oxides (NOx) in exhaust gas. As an apparatus for reducing NOx, there is an SCR denitration apparatus. The SCR denitration device supplies a reducing agent having a function of reducing nitrogen oxides into an exhaust pipe, and promotes a reaction between the nitrogen oxides in the exhaust gas and the reducing agent, thereby removing and reducing the nitrogen oxides in the exhaust gas. However, in order to efficiently remove nitrogen oxides in the exhaust gas by the SCR denitration device using a catalyst, it is necessary to maintain the exhaust gas temperature at a predetermined reaction temperature or higher.
Documents of the prior art
Patent document
Patent document 1: japanese patent No. 5781290
Patent document 2: japanese utility model registration No. 317346
Problems to be solved by the invention
In patent document 1, the temperature of the exhaust gas is maintained at a predetermined reaction temperature or higher by raising the temperature of the exhaust gas using a burner or injecting an aqueous solution containing a reducing agent into the high-temperature exhaust gas after being discharged from an exhaust port of the engine. Therefore, an increase in cost may result.
Further, the rotational speed of the marine diesel engine increases when the marine diesel engine starts to operate. At this time, since the engine is a rotating machine and resonance or the like occurs, there is a dangerous rotational Speed Range (Barred Range, Critical Speed) in which long-time operation is prohibited in a predetermined rotational Speed Range. This point is described in patent document 2. Therefore, when the engine speed reaches the dangerous speed region, it is required to quickly take the ship out of the dangerous speed region by increasing the speed in a short time.
Disclosure of Invention
The present invention has been made in view of the above problems, and an object thereof is to provide a marine diesel engine, an engine control device, and a method that can simultaneously achieve denitration treatment of exhaust gas and stable driving of the engine.
Means for solving the problems
In order to achieve the above object, a marine diesel engine according to the present invention includes: an engine main body; a denitration device provided in an exhaust line of exhaust gas discharged from the engine main body; an exhaust gas temperature raising device that raises a temperature of the exhaust gas flowing into the denitration device; and a control device that controls operation of the exhaust gas temperature increasing device and stops operation of the exhaust gas temperature increasing device when an engine speed is in a preset dangerous speed region.
Therefore, when the control device activates the exhaust gas temperature increasing device, the temperature of the exhaust gas from the engine increases, and the denitration device performs denitration treatment of the exhaust gas. When the engine speed enters the dangerous speed range, the control device stops the operation of the exhaust gas temperature increasing device. Here, even if the operation of the exhaust gas temperature increasing device is stopped, the temperature of the exhaust gas does not drop rapidly because the heat capacity of the denitration device is large, and the denitration device can appropriately perform the denitration treatment of the exhaust gas. Further, when the exhaust gas temperature increasing device is stopped, the control device can appropriately increase the engine speed and promptly leave the dangerous speed range because the combustion state of the engine main body is stable. As a result, the denitration treatment of the exhaust gas and the stable driving of the engine can be simultaneously realized.
In the marine diesel engine according to the present invention, when a command value for increasing the engine speed to exceed the dangerous speed range is input, the control device stops the operation of the exhaust gas temperature increasing device when the command value is input.
Therefore, since the command value is input and the exhaust gas temperature increasing device is stopped, the exhaust gas temperature increasing device can be stopped before the rotation speed of the engine reaches the dangerous rotation speed region, the combustion state of the engine main body can be stabilized, and the engine rotation speed can be appropriately increased and the engine can be quickly deviated from the dangerous rotation speed region.
In the marine diesel engine according to the present invention, the control device stops the operation of the exhaust gas temperature increasing device when the current engine speed reaches the dangerous speed range.
Therefore, since the operation of the exhaust gas temperature increasing device is stopped when the engine speed reaches the dangerous speed region, the operation of the exhaust gas temperature increasing device can be reliably stopped when the engine speed reaches the dangerous speed region, the combustion state of the engine main body can be stabilized, and the engine speed can be appropriately increased to quickly leave the dangerous speed region.
In the marine diesel engine according to the present invention, the control device sets a margin lower limit value of the dangerous rotation speed region, which is obtained by adding a predetermined margin value to the lower limit value of the dangerous rotation speed region and is lower than the lower limit value of the dangerous rotation speed region, and stops the operation of the exhaust gas temperature increasing device when the current engine rotation speed reaches the margin lower limit value.
Therefore, since the exhaust gas temperature increasing device is stopped when the engine speed reaches the margin lower limit value, the exhaust gas temperature increasing device can be stopped before the engine speed reaches the dangerous speed range, the combustion state of the engine main body can be stabilized, and the engine speed can be appropriately increased to quickly leave the dangerous speed range.
In the marine diesel engine according to the present invention, the control device may start the operation of the exhaust gas temperature increasing device when the current engine speed has deviated from the dangerous speed range.
Therefore, since the operation of the exhaust gas temperature increasing device is started when the engine speed deviates from the dangerous speed range, the stopped state of the exhaust gas temperature increasing device can be set to the shortest period, and the denitration device can appropriately perform the denitration treatment of the exhaust gas.
In the marine diesel engine according to the present invention, the control device may start the operation of the exhaust gas temperature increasing device after a predetermined time set in advance has elapsed since the current engine speed deviated from the dangerous speed range.
Therefore, since the operation of the exhaust gas temperature increasing device is started after a predetermined time has elapsed since the engine speed is out of the dangerous speed range, the exhaust gas temperature increasing device is operated after the engine speed is completely out of the dangerous speed range, and the denitration treatment of the exhaust gas by the denitration device can be appropriately performed while ensuring the safety of the engine main body.
In addition, the engine control device according to the present invention is a marine diesel engine including: an engine main body; a denitration device provided in an exhaust line of exhaust gas discharged from the engine main body; and an exhaust gas temperature raising device that raises a temperature of the exhaust gas flowing into the denitration device, wherein the engine control device controls an operation of the exhaust gas temperature raising device and stops the operation of the exhaust gas temperature raising device when an engine speed is in a preset dangerous speed range.
Therefore, when the exhaust gas temperature raising device is operated, the temperature of the exhaust gas from the engine is raised, and the denitration device performs denitration treatment of the exhaust gas. When the engine speed enters a dangerous speed range, the exhaust gas temperature raising device is stopped. Here, even if the operation of the exhaust gas temperature increasing device is stopped, the temperature of the exhaust gas does not drop rapidly because the heat capacity of the denitration device is large, and the denitration device can appropriately perform the denitration treatment of the exhaust gas. Further, when the exhaust gas temperature raising device is stopped, the combustion state of the engine main body is stabilized, and therefore the engine speed can be appropriately increased and the dangerous speed range can be quickly removed. As a result, the denitration treatment of the exhaust gas and the stable driving of the engine can be simultaneously realized.
Further, an engine control method according to the present invention includes: a step of performing a process of raising the temperature of exhaust gas from the engine body and performing a denitration process of the exhaust gas when the ship is at least in an air pollutant emission-restricted sea area; and stopping the process of raising the temperature of the exhaust gas when the engine speed enters a preset dangerous speed range.
Therefore, when the exhaust gas temperature increasing device is stopped when the engine speed enters the dangerous speed region, the engine speed can be appropriately increased and the region can be quickly removed from the dangerous speed region because the combustion state of the engine is stable. As a result, the denitration treatment of the exhaust gas and the stable driving of the engine can be simultaneously realized.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the marine diesel engine, the engine control device, and the method of the present invention, the denitration treatment of the exhaust gas and the stable driving of the engine can be simultaneously realized.
Drawings
Fig. 1 is a schematic configuration diagram showing a marine diesel engine according to a first embodiment.
Fig. 2 is a timing chart showing the operation of the SCR denitration device.
Fig. 3 is a timing chart showing the operation of the SCR denitration device in the marine diesel engine according to the second embodiment.
Fig. 4 is a timing chart showing the operation of the SCR denitration device in the marine diesel engine according to the third embodiment.
Fig. 5 is a timing chart showing the operation of the SCR denitration device in the marine diesel engine according to the fourth embodiment.
Detailed Description
Preferred embodiments of a marine diesel engine, an engine control device, and a method according to the present invention will be described below in detail with reference to the accompanying drawings. The present invention is not limited to the embodiment, and when there are a plurality of embodiments, a configuration in which the embodiments are combined is also included.
[ first embodiment ]
Fig. 1 is a schematic configuration diagram showing a marine diesel engine according to a first embodiment.
In the first embodiment, as shown in fig. 1, a marine diesel engine 10 includes an engine body 11, a supercharger 12, an SCR denitration device 13, an exhaust gas temperature raising device 14, and a control device 15.
The engine body 11 is a propulsion engine (main engine) that rotationally drives a propulsion propeller via a propeller shaft. The engine body 11 is a uniflow scavenging diesel engine, and is a two-stroke diesel engine, and eliminates residual exhaust gas by setting the intake and exhaust gas flow in the cylinder to a single direction from the bottom to the top. The engine body 11 includes: a plurality of cylinders (combustion chambers) 21 for moving the pistons up and down; a scavenging manifold 22 communicating with each cylinder 21; and an exhaust manifold (exhaust static pressure pipe) 23 communicating with each cylinder 21. Further, a scavenging port 24 is provided between each cylinder 21 and the scavenging manifold 22, and an exhaust port 25 is provided between each cylinder 21 and the exhaust manifold 23. The intake line G1 is connected to the scavenging manifold 22 of the engine body 11, and the exhaust line G2 is connected to the exhaust manifold 23.
The marine diesel engine 10 includes a supercharger 12. The supercharger 12 is configured such that the compressor 31 and the turbine 32 are connected to each other by a rotary shaft 33 so as to rotate integrally. The compressor 31 is connected to a suction port G3 on the suction side and a supply line G1 on the discharge side. The turbine 32 is connected to an exhaust line G2 on the inflow side and an exhaust line G4 on the discharge side. Therefore, the turbine 32 is rotated by the exhaust gas discharged from the exhaust manifold 23 to the exhaust line G2, and the rotation of the turbine 32 is transmitted through the rotary shaft 33, so that the compressor 31 is rotated. The compressor 31 compresses air drawn in from the suction port G3 and supplies the air from the supply line G1 to the scavenging manifold 22.
The SCR denitration device 13 is provided in the exhaust line G4. The SCR denitration device 13 is composed of an SCR reactor 41 and a reducing agent supply device 42. The SCR denitration device 13 supplies a reducing agent having an action of reducing nitrogen oxides (NOx) to the exhaust line G4, and promotes a reaction between NOx in the exhaust gas supplied with the reducing agent and the reducing agent, thereby removing and reducing NOx in the exhaust gas. Therefore, a reducing agent supply device 42 is provided on the exhaust line G4 on the upstream side in the flow direction of the exhaust gas of the SCR reactor 41. The reducing agent supply device 42 can diffuse the reducing agent in the exhaust line G4 through which the exhaust gas flows by supplying the reducing agent to the downstream side of the entire flow path in the exhaust line G4. Further, for example, ammonia water, gaseous ammonia, urea water, or the like can be used as the reducing agent.
The turbine 32 of the supercharger 12 is connected to the downstream side of an exhaust line G2 from the engine main body 11 on the inflow side, and the SCR denitration device 13, which is an exhaust line G4 that discharges the exhaust gas that rotates the turbine 32, is connected to the exhaust side. The exhaust line G4 is connected to a flue pipe (a ventilation pipe), not shown.
The SCR denitration device 13 needs to maintain the exhaust gas temperature at a predetermined reaction temperature or higher in order to efficiently remove NOx in the exhaust gas by a catalyst. The exhaust gas temperature increasing device 14 extracts a part of the exhaust gas flowing into the turbine 32 of the supercharger 12. The exhaust gas temperature increasing device 14 is constituted by an exhaust gas extraction line G5 and an exhaust gas extraction valve 51. The base end portion of the exhaust gas extraction line G5 is connected to the upstream side of the turbine 32 in the exhaust line G2, and the tip end portion thereof is connected to the downstream side of the turbine 32 and the upstream side of the SCR denitration device 13 in the exhaust line G4. The purge gas valve 51 is disposed in the purge gas line G5.
Therefore, when the exhaust gas extraction valve 51 is opened, the amount of exhaust gas flowing from the exhaust line G2 into the turbine 32 decreases and the turbine speed decreases. When the turbine rotation speed decreases, the rotation speed of the compressor 31 integrally connected to the turbine 32 via the rotary shaft 33 decreases, the supercharging pressure decreases, and the amount of air supplied from the air supply line G1 to each cylinder 21 of the engine main body 11 decreases. Then, the air-fuel ratio of the engine body 11 becomes small and the combustion temperature rises, so that the temperature of the exhaust gas also rises.
The exhaust gas temperature raising device 14 is not limited to the exhaust gas extraction line G5 and the exhaust gas extraction valve 51. For example, the exhaust gas temperature increasing device 14A extracts a part of the air supplied from the compressor 31 of the supercharger 12 to the engine body 11. The exhaust gas temperature raising device 14A is constituted by an extraction line G6 and an extraction valve 52. The suction line G6 has a proximal end connected to the supply line G1 and a distal end open to the atmosphere. The suction valve 52 is provided in the suction line G6. Therefore, when the air extraction valve 52 is opened, the amount of air supplied from the compressor 31 to each cylinder 21 of the engine main body 11 through the air supply line G1 is reduced. Then, the air-fuel ratio of the engine body 11 becomes small and the combustion temperature rises, so that the temperature of the exhaust gas also rises.
As other exhaust gas temperature increasing devices, for example, a control device that controls opening/closing timing of an exhaust valve (not shown) provided in the engine body 1, a control device that controls an injection amount of a fuel injection valve (not shown) provided in the engine body 11, or a control device that controls injection timing, or the like may be applied.
The supply line G1 is provided with an air cooler (cooler) 61. The air cooler 61 cools the air by exchanging heat between the air compressed by the compressor 31 and having a high temperature and the cooling water.
The ship can switch forward and backward, stop, and sailing speed by operating the steering handle 71. Starting from the advancing side, as the sailing mode, there are sailing Full-speed advancing (Full speed advancing at sailing (usual) speed), and as the intra-bay sailing mode, there are Full-speed advancing (Full speed advancing: Full speed rotation advancing at intra-bay speed), Half-speed advancing (Half speed rotation advancing at intra-bay speed), Slow advancing (Slow Ahead: micro speed rotation advancing at intra-bay speed), micro-speed advancing (Dead Slow Ahead: micro speed rotating at intra-bay speed), and main engine stopping. Further, from the stop of the main machine to the reverse side, there are a slight reverse (Dead Slow Astern: the slowest rotational speed of reverse at the port speed), a Slow reverse (Slow Astern: the slight rotational speed of reverse at the port speed), a Half-speed reverse (Half Astern: the Half-speed rotational speed of reverse at the port speed), and a Full-speed reverse (Full Astern: reverse Full-speed rotational speed). The crew member can switch the forward, backward, stop, and cruising speeds of the ship by switching the steering handle 71 to each position.
The control device 15 is connected to the handle 71, and controls the engine main body 11 based on a signal (required load) from the handle 71. For example, the control device 15 can adjust the ship's cruising speed by adjusting the engine speed to a predetermined speed while adjusting the fuel input amount, the fuel injection timing, the opening/closing timing of the exhaust valve, and the like in the engine body 11 based on the signal from the handle 71.
Further, when the ship is underway, an air pollutant emission control sea area (NOx-ECA) in which NOx, SOx, and PM in exhaust gas are more strictly regulated than in a general sea area is set. If the current sea area of the ship is the NOx-ECA, which limits the amount of NOx discharged, the control device 15 operates the SCR denitration device 13 and the exhaust gas temperature increasing device 14 (14A). In this case, the occupant may input a signal for operating the SCR denitration device 13 and the exhaust gas temperature increasing device 14 to the control device 15 by operating a switch (not shown), or the control device 15 may automatically operate the SCR denitration device 13 and the exhaust gas temperature increasing device 14 based on the current traveling position. The same applies to the stop of the operation of the SCR denitration device 13 and the exhaust gas temperature increasing device 14.
That is, if the current marine vessel is outside the NOx-ECA (NOx limit sea), the control device 15 stops the operation of the SCR denitration device 13 and the exhaust gas temperature increasing device 14. That is, the reducing agent supply device 42 is caused to stop supplying the reducing agent to the exhaust line G4, and the exhaust gas extraction valve 51 is closed to block the exhaust gas extraction line G5. Alternatively, the bleed valve 52 is closed and the bleed line G6 is blocked. On the other hand, if the current marine vessel navigation sea area is in the NOx-ECA (NOx restricted sea area), the control device 15 operates the SCR denitration device 13 and the exhaust gas temperature increasing device 14. That is, the reducing agent supply device 42 is caused to start supplying the reducing agent to the exhaust line G4, and the exhaust gas extraction valve 51 is opened to allow the exhaust gas extraction line G5 to flow. Alternatively, the suction valve 52 is opened to allow the suction line G6 to flow.
As described above, when the current marine vessel is in the NOx-ECA sea area, the SCR denitration device 13 and the exhaust gas temperature increasing device 14 are operated to remove and reduce NOx in the exhaust gas, but at this time, the combustion state of the engine main body 11 is slightly deteriorated due to the increase in the exhaust gas temperature. On the other hand, since resonance or the like occurs in the engine body 11 when the rotation speed increases, the marine diesel engine 10 has a dangerous rotation speed region in which long-time operation is prohibited within a predetermined rotation speed region. In the present embodiment, when the engine speed reaches the dangerous speed range while the ship is in the NOx-ECA and the SCR denitration device 13 and the exhaust gas temperature increase devices 14 and 14A are operating, the control device 15 stops the operation of the exhaust gas temperature increase devices 14 and 14A.
Specifically, when a command value for increasing the engine speed to exceed the dangerous speed range is input from the joystick 71 by the operation of the joystick 71, the control device 15 stops the operation of the exhaust gas temperature increasing devices 14 and 14A when the command value is input. Then, the control device 15 starts the operation of the exhaust gas temperature increasing devices 14, 14A when the current engine speed has deviated from the dangerous speed region.
Therefore, the engine body 11 is provided with a rotation speed sensor 72 that detects the engine rotation speed. The rotation speed sensor 72 is connected to the control device 15, and outputs the detected engine rotation speed to the control device 15.
Hereinafter, the operation of the marine diesel engine 10 according to the first embodiment will be described.
As shown in fig. 1, in the engine body 11, when combustion gas is supplied from the scavenging manifold 22 into the cylinder 21, the combustion gas is compressed by a piston (not shown), and fuel is injected into the high-temperature combustion gas, whereby the gas is self-ignited and burned. The generated combustion gas is then discharged as an exhaust gas from the exhaust manifold 23 to the exhaust line G2. The exhaust gas discharged from the engine body 11 is discharged to an exhaust line G4 after rotating the turbine 32 in the supercharger 12, and is discharged to the outside from the exhaust line G4.
In the supercharger 12, when the turbine 32 is rotated by the exhaust gas, the rotation of the turbine 32 is transmitted to the compressor 31 via the rotary shaft 33 and the compressor 31 is rotated. The compressor 31 compresses air drawn from the suction port G3, and supplies the compressed air from the supply line G1 to the scavenging manifold 22. At this time, the air supplied from the supply line G1 to the scavenging manifold 22 is cooled by the air cooler 61.
If the current sea area of the ship is outside the ECA, the control device 15 stops the operation of the SCR denitration device 13 and the exhaust gas temperature increasing device 14. On the other hand, if the current sea area of the ship is in the NOx-ECA, the control device 15 operates the SCR denitration device 13 and the exhaust gas temperature increasing device 14. First, when the exhaust gas temperature increasing device 14 is operated, the exhaust gas suction valve 51 is opened, the amount of the exhaust gas flowing from the exhaust line G2 into the turbine 32 is reduced, the amount of the air supplied from the supply line G1 to the engine main body 11 is reduced, and the temperature of the exhaust gas is increased. Alternatively, when the exhaust gas temperature increasing device 14A is operated, the air extraction valve 52 is opened and the amount of air supplied from the air supply line G1 to the engine main body 11 is reduced, so that the temperature of the exhaust gas also increases. Next, when the SCR denitration device 13 is operated, the reducing agent supply device 42 supplies the reducing agent to the exhaust line G4. Then, the SCR reactor 41 of the exhaust line G4 removes and reduces NOx in the exhaust gas by promoting the reaction between the reducing agent from the reducing agent supply device 42 and the exhaust gas heated to a predetermined reaction temperature or higher.
Further, when the engine speed reaches the dangerous speed range while the ship is in the ECA and the SCR denitration device 13 and the exhaust gas temperature increasing device 14 are operated, the control device 15 stops the operation of the exhaust gas temperature increasing device 14.
Here, control of the SCR denitration device 13 and the exhaust gas temperature increasing device 14 will be described. Fig. 2 is a timing chart showing the operation of the SCR denitration device.
The engine control method of the first embodiment includes the steps of: a step of performing a process of raising the temperature of the exhaust gas from the engine body 11 and performing a denitration process of the exhaust gas when the ship is at least in an air pollutant emission-restricted sea area; and stopping the process of raising the temperature of the exhaust gas when the engine speed enters a preset dangerous speed range.
As shown in fig. 1 and 2, when the sea area of the ship is ECA (sea area restricted) (ON), the SCR denitration device 13 is Operated (ON), and the exhaust gas temperature raising device 14 is operated to open the exhaust gas suction valve 51, thereby performing denitration treatment of the exhaust gas. Then, at time t1, the joystick 71 is operated to output a command value for increasing the engine speed to exceed the dangerous speed range a. That is, when the current engine rotation speed Ne1 is equal to or less than the lower limit NeL of the dangerous rotation speed range a, a command value for increasing the engine rotation speed from the engine rotation speed Ne1 to an engine rotation speed Ne2 higher than the upper limit NeU of the dangerous rotation speed range a is output.
At time t1, when the command value is input, the control device 15 deactivates the exhaust gas temperature increasing device 14 to close the purge valve 51. The control device 15 performs control such as increasing the fuel input amount based on the command value, thereby increasing the engine speed. Then, at time t2, although the engine speed reaches the lower limit value NeL and enters the dangerous speed range a, at this time, the combustion state of the engine main body 11 is stabilized because the operation of the exhaust gas temperature increasing device 14 is stopped, the engine speed rapidly increases, and at time t3, the engine speed leaves the dangerous speed range a. In addition, during the period T1 in which the engine speed is in the dangerous speed region a, the temperature increase process of the exhaust gas is stopped, but the denitration process of the exhaust gas is continued without the temperature of the exhaust gas decreasing at an early stage.
Then, at time t3, when the engine speed deviates from the upper limit NeU of the dangerous speed range a, the control device 15 starts the operation of the exhaust gas temperature increasing device 14 to open the exhaust gas valve 51. Then, the temperature increase treatment of the exhaust gas is restarted by the exhaust gas temperature increasing device 14, and the denitration treatment of the exhaust gas is continued. Thereafter, at time t4, the engine speed reaches the target engine speed Ne 2. Then, at time t5, when the marine vessel is sailing outside the ECA (sea area restricted) (OFF), the SCR denitration device 13 is stopped (OFF) and the exhaust gas temperature increasing device 14 is stopped to close the exhaust gas suction valve 51, thereby ending the denitration treatment of the exhaust gas.
As described above, the marine diesel engine according to the first embodiment includes: an engine main body 11; an SCR denitration device 13 provided in an exhaust line G4 of exhaust gas discharged from the engine main body 11; an exhaust gas temperature raising device 14 for raising the temperature of the exhaust gas flowing into the SCR denitration device 13; and a control device 15 that controls the operation of the exhaust gas temperature increasing device 14 and stops the operation of the exhaust gas temperature increasing device 14 when the engine speed is in a preset dangerous speed region a.
Therefore, when the engine speed enters the dangerous speed range a, the exhaust gas temperature increasing device 14 is deactivated, whereby the combustion state of the engine body 11 is stabilized, and therefore the engine speed can be appropriately increased to quickly leave the dangerous speed range a. At this time, even if the operation of the exhaust gas temperature increasing device 14 is stopped, the temperature of the exhaust gas does not drop rapidly because the heat capacity of the SCR denitration device 13 is large, and the SCR denitration device 13 can appropriately perform the denitration treatment of the exhaust gas. As a result, the denitration treatment of the exhaust gas and the stable driving of the engine can be simultaneously realized.
In the marine diesel engine according to the first embodiment, when a command value for increasing the engine speed to exceed the dangerous speed range a is input, the control device 15 stops the operation of the exhaust gas temperature increasing device 14 when the command value is input. Therefore, since the exhaust gas temperature increasing device 14 is deactivated when the command value is input, the exhaust gas temperature increasing device 14 can be deactivated before the engine speed reaches the dangerous speed range a, the combustion state of the engine body 11 can be stabilized, and the engine speed can be appropriately increased to quickly leave the dangerous speed range a.
In the marine diesel engine of the first embodiment, the control device 15 starts the operation of the exhaust gas temperature increasing device 14 when the current engine speed has deviated from the dangerous speed region a. Therefore, the stopped state of the exhaust gas temperature increasing device 14 can be set to the shortest period, and the SCR denitration device 13 can appropriately perform denitration treatment of the exhaust gas.
In the engine control device according to the first embodiment, the operation of the exhaust gas temperature increasing device 14 is controlled to be stopped when the engine speed is in the preset dangerous speed range a. Therefore, when the engine speed enters the dangerous speed range a, the combustion state of the engine body 11 can be stabilized and the engine speed can be quickly deviated from the dangerous speed range a.
Further, the engine control method according to the first embodiment includes the steps of: a step of performing a process of raising the temperature of the exhaust gas from the engine body 11 and a denitration process of the exhaust gas when the ship is in the ECA; and stopping the process of raising the temperature of the exhaust gas when the engine speed enters a preset dangerous speed range. Therefore, the denitration treatment of the exhaust gas and the stable driving of the engine can be simultaneously realized.
[ second embodiment ]
Fig. 3 is a timing chart showing the operation of the SCR denitration device in the marine diesel engine according to the second embodiment. The basic configuration of the marine diesel engine according to the present embodiment is substantially the same as that of the first embodiment described above, and the description will be given with reference to fig. 1, and the components having the same functions as those of the first embodiment described above will be given the same reference numerals and the detailed description thereof will be omitted.
As shown in fig. 1, in the marine diesel engine according to the second embodiment, the control device 15 stops the operation of the exhaust gas temperature increasing device 14(14A) when the current engine speed reaches the dangerous speed region a.
As shown in fig. 1 and 3, when the sea area of the ship is ECA (sea area restricted) (ON), the SCR denitration device 13 is Operated (ON) and the exhaust gas temperature raising device 14 is operated to open the exhaust gas suction valve 51, thereby performing denitration treatment of the exhaust gas. Then, at time t11, the joystick 71 is operated to output a command value for increasing the engine speed to exceed the dangerous speed range a. When the command value is input at time t11, the control device 15 performs control such as increasing the amount of fuel input based on the command value to increase the engine speed.
At time t12, the control device 15 stops the operation of the exhaust gas temperature increasing device 14 and closes the exhaust gas valve 51 at the same time as the engine speed reaches the lower limit value of the dangerous speed region a. In the engine body 11, although the engine speed enters the dangerous speed range a, at this time, the operation of the exhaust gas temperature increasing device 14 is stopped, and therefore, the combustion state temperature rapidly increases and the engine speed departs from the dangerous speed range a at time t 13. In addition, during the period T1 in which the engine speed is in the dangerous speed region a, the temperature increase process of the exhaust gas is stopped, but the denitration process of the exhaust gas is continued without the temperature of the exhaust gas decreasing at an early stage.
Then, at time t13, when the engine speed deviates from the dangerous speed range a, the control device 15 starts the operation of the exhaust gas temperature increasing device 14 to open the exhaust gas valve 51. Then, the temperature increase treatment of the exhaust gas is restarted by the exhaust gas temperature increasing device 14, and the denitration treatment of the exhaust gas is continued. Thereafter, at time t14, the engine speed reaches the target engine speed. Then, at time t15, when the marine vessel is sailing outside the ECA (sea area restricted) (OFF), the SCR denitration device 13 is stopped (OFF) and the exhaust gas temperature increasing device 14 is stopped to close the exhaust gas suction valve 51, thereby ending the denitration treatment of the exhaust gas.
In this manner, in the marine diesel engine according to the second embodiment, the control device 15 stops the operation of the exhaust gas temperature increasing device 14 when the current engine speed reaches the dangerous speed region a. Therefore, when the engine speed reaches the dangerous speed range a, the exhaust gas temperature increasing device 14 can be reliably stopped, the combustion state of the engine body 11 can be stabilized, and the engine speed can be appropriately increased to quickly leave the dangerous speed range a.
[ third embodiment ]
Fig. 4 is a timing chart showing the operation of the SCR denitration device in the marine diesel engine according to the third embodiment. The basic configuration of the marine diesel engine according to the present embodiment is substantially the same as that of the first embodiment described above, and the description will be given with reference to fig. 1, and the components having the same functions as those of the first embodiment described above will be given the same reference numerals and the detailed description thereof will be omitted.
As shown in fig. 1, in the marine diesel engine according to the third embodiment, the control device 15 sets a margin lower limit value of the dangerous rotation speed range a, which is lower than the lower limit value of the dangerous rotation speed range a, obtained by adding a margin value B set in advance to the lower limit value of the dangerous rotation speed range a, and stops the operation of the exhaust gas temperature increasing device 14(14A) when the current engine rotation speed reaches the margin lower limit value.
As shown in fig. 1 and 4, when the sea area of the ship is ECA (sea area restricted) (ON), the SCR denitration device 13 is Operated (ON) and the exhaust gas temperature increasing device 14 is operated to open the exhaust gas suction valve 51, thereby performing denitration treatment of the exhaust gas. Then, at time t21, the joystick 71 is operated to output a command value for increasing the engine speed to exceed the dangerous speed range a. When the command value is input at time t21, the control device 15 performs control such as increasing the amount of fuel input based on the command value to increase the engine speed.
At time t22, when the engine speed reaches the lower limit of the margin in the dangerous speed range a, the control device 15 stops the operation of the exhaust gas temperature increasing device 14 to close the exhaust gas suction valve 51. Then, at time T23 after predetermined time T2 has elapsed, the engine speed reaches dangerous speed region a. The predetermined time T2, that is, the margin value B is preferably set in consideration of control delay or the like. With the engine main body 11, although the engine speed enters the dangerous speed region a, at this time, since the operation of the exhaust gas temperature increasing means 14 is stopped, the combustion state is stabilized, and the engine speed rapidly increases, leaving the dangerous speed region a at time t 24. In addition, during the period T1 in which the engine speed is in the dangerous speed region a, the temperature increase process of the exhaust gas is stopped, but the denitration process of the exhaust gas is continued without the temperature of the exhaust gas decreasing at an early stage.
Then, at time t24, when the engine speed deviates from the dangerous speed range a, the control device 15 starts the operation of the exhaust gas temperature increasing device 14 to open the exhaust gas valve 51. Then, the temperature increase treatment of the exhaust gas is restarted by the exhaust gas temperature increasing device 14, and the denitration treatment of the exhaust gas is continued. Thereafter, at time t25, the engine speed reaches the target engine speed. Then, at time t26, when the marine vessel is sailing outside the ECA (sea area restricted) (OFF), the SCR denitration device 13 is stopped (OFF) and the exhaust gas temperature increasing device 14 is stopped to close the exhaust gas suction valve 51, thereby ending the denitration treatment of the exhaust gas.
As described above, in the marine diesel engine according to the third embodiment, the remaining amount lower limit value of the dangerous rotation speed region a is set, which is obtained by adding the remaining amount value B to the lower limit value of the dangerous rotation speed region a and is lower than the lower limit value of the dangerous rotation speed region a, and the control device 15 stops the operation of the exhaust gas temperature increasing device 14(14A) when the current engine rotation speed reaches the remaining amount lower limit value. Therefore, the exhaust gas temperature increasing device 14 can be stopped before the rotation speed of the engine body 11 reaches the dangerous rotation speed region a, the combustion state of the engine body 11 can be stabilized, and the engine rotation speed can be appropriately increased to quickly leave the dangerous rotation speed region a.
[ fourth embodiment ]
Fig. 5 is a timing chart showing the operation of the SCR denitration device in the marine diesel engine according to the fourth embodiment. The basic configuration of the marine diesel engine according to the present embodiment is substantially the same as that of the first embodiment described above, and the description will be given with reference to fig. 1, and the components having the same functions as those of the first embodiment described above will be given the same reference numerals and the detailed description thereof will be omitted.
As shown in fig. 1, in the marine diesel engine according to the fourth embodiment, the control device 15 stops the operation of the exhaust gas temperature increasing device 14(14A) after a predetermined time T3 set in advance has elapsed since the current engine speed deviated from the dangerous speed range a.
As shown in fig. 1 and 5, when the sea area of the ship is ECA (sea area restricted) (ON), the SCR denitration device 13 is Operated (ON) and the exhaust gas temperature raising device 14 is operated to open the exhaust gas suction valve 51, thereby performing denitration treatment of the exhaust gas. Then, at time t31, the joystick 71 is operated to output a command value for increasing the engine speed to exceed the dangerous speed range a.
At time t31, when the command value is input, the control device 15 deactivates the exhaust gas temperature increasing device 14 to close the purge valve 51. The control device 15 performs control such as increasing the fuel input amount based on the command value, thereby increasing the engine speed. Then, at time t32, although the engine speed enters the dangerous speed range a, at this time, the combustion state of the engine main body 11 is stabilized because the operation of the exhaust gas temperature increasing device 14 is stopped, the engine speed rapidly increases, and at time t33, the engine speed leaves the dangerous speed range a. In addition, during the period T1 in which the engine speed is in the dangerous speed region a, the temperature increase process of the exhaust gas is stopped, but the denitration process of the exhaust gas is continued without the temperature of the exhaust gas decreasing at an early stage.
Then, at time T33, when the engine speed deviates from the dangerous speed range a, the control device 15 starts the operation of the exhaust gas temperature increasing device 14 and opens the exhaust gas valve 51 at time T34 when a predetermined time T3 elapses from the deviation from the dangerous speed range a. Then, the temperature increase treatment of the exhaust gas is restarted by the exhaust gas temperature increasing device 14, and the denitration treatment of the exhaust gas is continued. Thereafter, at time t35, the engine speed reaches the target engine speed. Then, at time t36, when the marine vessel is sailing outside the ECA (sea area restricted) (OFF), the SCR denitration device 13 is stopped (OFF) and the exhaust gas temperature increasing device 14 is stopped to close the exhaust gas suction valve 51, thereby ending the denitration treatment of the exhaust gas.
In this manner, in the marine diesel engine according to the fourth embodiment, the control device 15 starts the operation of the exhaust gas temperature increasing device 14 after a predetermined time T3 set in advance has elapsed since the current engine speed deviated from the dangerous speed range a. Therefore, by operating the exhaust gas temperature increasing device 14 after the engine speed completely deviates from the dangerous speed range a, the denitration treatment of the exhaust gas by the SCR denitration device 13 can be appropriately performed while ensuring the safety of the engine body 11.
Description of the symbols
10 diesel engine for ship
11 Engine body
12 pressure booster
13 SCR denitrification facility
14 exhaust gas temperature rising device
15 control device
21 cylinder
22 scavenging manifold
23 exhaust manifold
31 compressor
32 turbine
41 SCR reactor
42 reducing agent supply device
51 exhaust gas pumping valve
52 air extraction valve
61 air cooler
G1 gas supply line
G2, G4 exhaust line
G3 suction inlet
G5 exhaust gas extraction circuit
G6 air extraction circuit
Claims (8)
1. A marine diesel engine is characterized by comprising:
an engine main body;
a denitration device provided in an exhaust line of exhaust gas discharged from the engine main body;
an exhaust gas temperature raising device that raises a temperature of the exhaust gas flowing into the denitration device by reducing an amount of air supplied to the engine main body; and
and a control device that controls operation of the exhaust gas temperature increasing device and stops operation of the exhaust gas temperature increasing device when an engine speed is in a preset dangerous speed region.
2. The marine diesel engine according to claim 1,
when a command value for increasing the engine speed to exceed the dangerous speed range is input, the control device stops the operation of the exhaust gas temperature increasing device when the command value is input.
3. The marine diesel engine according to claim 1,
the control device stops the operation of the exhaust gas temperature increasing device when the current engine speed reaches the dangerous speed region.
4. The marine diesel engine according to claim 1,
and a remaining amount lower limit value of the dangerous rotation speed region, which is obtained by adding a predetermined remaining amount value to the lower limit value of the dangerous rotation speed region and is lower than the lower limit value of the dangerous rotation speed region, is set, and the control device stops the operation of the exhaust gas temperature increasing device when the current engine rotation speed reaches the remaining amount lower limit value.
5. Marine diesel engine according to any one of claims 1 to 4,
the control means starts the operation of the exhaust gas temperature increasing means when the current engine speed has deviated from the dangerous speed region.
6. Marine diesel engine according to any one of claims 1 to 4,
the control device may start the operation of the exhaust gas temperature increasing device after a predetermined time set in advance has elapsed since the current engine speed deviated from the dangerous speed range.
7. An engine control device, characterized in that,
a marine diesel engine is provided with:
an engine main body;
a denitration device provided in an exhaust line of exhaust gas discharged from the engine main body; and
an exhaust gas temperature raising device for raising a temperature of the exhaust gas flowing into the denitration device by reducing an amount of air supplied to the engine main body,
in the marine diesel engine, the engine control device controls operation of the exhaust gas temperature increasing device, and stops the operation of the exhaust gas temperature increasing device when an engine speed is in a preset dangerous speed range.
8. An engine control method is characterized by comprising the following steps:
a step of performing a process of raising the temperature of exhaust gas from an engine by reducing the amount of air supplied to the engine body of the engine and performing a denitration process of the exhaust gas when the ship is at least in an air pollutant emission-restricted sea area; and
and stopping the process of raising the temperature of the exhaust gas when the engine speed enters a preset dangerous speed range.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017-033666 | 2017-02-24 | ||
| JP2017033666A JP6734796B2 (en) | 2017-02-24 | 2017-02-24 | Marine diesel engine and engine control device and method |
| PCT/JP2018/005937 WO2018155420A1 (en) | 2017-02-24 | 2018-02-20 | Marine diesel engine, and engine control device and method |
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| Publication Number | Publication Date |
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| CN110312856A CN110312856A (en) | 2019-10-08 |
| CN110312856B true CN110312856B (en) | 2021-12-07 |
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| CN201880009202.9A Active CN110312856B (en) | 2017-02-24 | 2018-02-20 | Marine diesel engine, engine control device, and method |
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| Country | Link |
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| JP (1) | JP6734796B2 (en) |
| KR (1) | KR102194357B1 (en) |
| CN (1) | CN110312856B (en) |
| WO (1) | WO2018155420A1 (en) |
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| JP7199192B2 (en) * | 2018-10-09 | 2023-01-05 | 株式会社ジャパンエンジンコーポレーション | Marine SCR system |
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- 2018-02-20 KR KR1020197021971A patent/KR102194357B1/en active IP Right Grant
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Also Published As
| Publication number | Publication date |
|---|---|
| JP6734796B2 (en) | 2020-08-05 |
| JP2018138775A (en) | 2018-09-06 |
| KR20190094472A (en) | 2019-08-13 |
| WO2018155420A1 (en) | 2018-08-30 |
| CN110312856A (en) | 2019-10-08 |
| KR102194357B1 (en) | 2020-12-23 |
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