CN213838721U - Novel diesel engine tail gas low pressure selective catalytic reduction denitration system - Google Patents
Novel diesel engine tail gas low pressure selective catalytic reduction denitration system Download PDFInfo
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- CN213838721U CN213838721U CN202022050269.4U CN202022050269U CN213838721U CN 213838721 U CN213838721 U CN 213838721U CN 202022050269 U CN202022050269 U CN 202022050269U CN 213838721 U CN213838721 U CN 213838721U
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Abstract
The utility model discloses a novel diesel engine tail gas low pressure selective catalytic reduction deNOx systems, the system includes denitration reaction unit, bypass unit, reductant supply unit and reductant measurement injection unit, wherein denitration reaction unit sets up in booster exhaust side low reaches, the controllable setting of the parallelly connected bypass of bypass unit and denitration reaction unit, reductant supply unit and reductant measurement injection unit supply with the reductant for the exhaust collector of diesel engine, reductant measurement injection unit with the controllable to of the reductant that reductant supply unit provided exhaust collector measurement injection. The novel LP-SCR system has the advantages of high purification efficiency, compact structure, small occupied area, low cost and the like.
Description
Technical Field
The utility model relates to a marine engine tail gas treatment technology especially relates to a novel diesel engine tail gas low pressure selective catalytic reduction deNOx systems.
Background
Nitrogen oxides (NOx) in marine diesel exhaust are one of the important constituents of atmospheric pollutants and have a more direct hazard to the health of both humans and animals. With the initial implementation of the IMO Tier III regulations and the expanding Emissions Control Area (ECA), there is an increasing need to research and develop environmentally friendly processes suitable for the purification of ship exhaust. Selective Catalytic Reduction (SCR) for removing NOx is one of widely accepted methods for effectively removing NOx at present, and plays a key role in industries such as thermal power generation, automobiles, ships and the like in recent years.
In the field of ships, the LP-SCR system behind the supercharger is widely considered as one of marine SCR with the most wide application prospect in the future due to the characteristics of small diesel engine change, simple system arrangement and the like. However, after the diesel engine exhaust gas is subjected to work by the supercharger, the exhaust temperature of the exhaust gas is obviously reduced (230-. The difficulty is mainly that the reducing agent is not decomposed sufficiently, for example, the urea solution usually needs more than 280 ℃ to be thermally decomposed to generate ammonia (NH3) required by the reaction. In order to solve this problem, various methods have been developed by marine diesel engine manufacturers such as shann, doushan, and modern times internationally, for example, korea has developed a method of heating exhaust gas by using an afterburner to promote thermal decomposition of urea (CN 107667210A); korean modern development has conducted a method of drawing part of high temperature exhaust gas from the front of the supercharger to promote thermal decomposition of urea (CN 107787397B). However, these methods have significant disadvantages, such as additional energy consumption caused by the heating by the afterburner, complex system and high cost; the method of utilizing high-temperature exhaust gas before the supercharger to guide flow can cause the control difficulty of the SCR system to be increased, and the urea decomposition effect is not obvious.
SUMMERY OF THE UTILITY MODEL
In order to overcome the defects of the prior art, the utility model aims to provide a novel diesel engine tail gas low pressure selective catalytic reduction denitration system, which can solve the problems.
The design principle is as follows: the scheme combines the structure of the marine diesel engine and the exhaust emission characteristic, integrates the reducing agent injection unit on the front exhaust collecting pipe of the supercharger of the diesel engine, and can fully utilize the waste heat of the tail gas of the diesel engine for thermal decomposition of the reducing agent and simultaneously realize the full mixing of the reducing agent and the exhaust gas of the diesel engine due to the higher temperature (280-500 ℃) of the exhaust collecting pipe.
The purpose of the utility model is realized by adopting the following technical scheme.
The utility model provides a novel diesel engine tail gas low pressure selective catalytic reduction denitration system, the system includes denitration reaction unit, bypass unit, reductant supply unit and reductant measurement injection unit, wherein denitration reaction unit sets up in booster exhaust side low reaches, bypass unit and the controllable setting of denitration reaction unit parallel connection bypass, reductant supply unit and reductant measurement injection unit supply the reductant for the exhaust manifold of diesel engine, reductant measurement injection unit with the controllable to the exhaust manifold measurement injection of the reductant that reductant supply unit provided.
Preferably, the denitration reaction unit comprises a denitration reactor, an air inlet valve and an air outlet valve, and the air inlet valve, the denitration reactor and the air outlet valve are sequentially arranged on an exhaust pipe at the downstream of the supercharger.
Preferably, the bypass unit includes a bypass valve and a bypass pipe that bypasses and is disposed in parallel between the upstream of the intake valve and the downstream of the denitration reactor.
Preferably, the reducing agent supply unit comprises a reducing agent tank and a reducing agent pump, the reducing agent metering and injecting unit comprises a meter and an injection valve, the reducing agent tank, the reducing agent pump, the meter and the injection valve are sequentially connected, and the injection valve injects the reducing agent to the exhaust manifold under the control of the controller ECU.
Preferably, the reducing agent in the reducing agent tank is one or a combination of a urea solution and ammonia water.
Compared with the prior art, the beneficial effects of the utility model reside in that: the novel LP-SCR system has the advantages of high purification efficiency, compact structure, small occupied area, low cost and the like.
Drawings
Fig. 1 is the utility model relates to a novel diesel engine tail gas low pressure selective catalytic reduction deNOx systems's schematic diagram.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
The exhaust gas intake schematic diagram of the marine engine, see fig. 1, includes a diesel engine 300, an exhaust manifold 400, a supercharger 200, a scavenging manifold 500, and an exhaust gas low pressure selective catalytic reduction denitration system 100.
A novel diesel engine tail gas low-pressure selective catalytic reduction denitration system 100 comprises a denitration reaction unit 10, a bypass unit 20, a reducing agent supply unit 30 and a reducing agent metering and injecting unit 40, wherein the denitration reaction unit 10 is arranged on the downstream of the exhaust side of a supercharger 200, the bypass unit 20 and the denitration reaction unit 10 are in bypass connection and controllable, the reducing agent supply unit 30 and the reducing agent metering and injecting unit 40 supply reducing agents to an exhaust manifold 400 of a diesel engine 300, and the reducing agent metering and injecting unit 40 meters and injects the reducing agents provided by the reducing agent supply unit 30 to the exhaust manifold 400 in a controllable mode.
Further, the denitration reaction unit 10 includes a denitration reactor 11, an air inlet valve 12, and an air outlet valve 13, and the air inlet valve 12, the denitration reactor 11, and the air outlet valve 13 are sequentially disposed on an exhaust pipe 14 downstream from the supercharger 200.
Further, the bypass unit 20 includes a bypass valve 21 and a bypass pipe 22, and the bypass pipe 22 is bypassed and disposed in parallel between the upstream of the intake valve 12 and the downstream of the denitration reactor 11.
Further, the reducing agent supply unit 30 includes a reducing agent tank 31 and a reducing agent pump 32, the reducing agent metering and injecting unit 40 includes a meter 41 and an injection valve 42, the reducing agent tank 31, the reducing agent pump 32, the meter 41, and the injection valve 42 are connected in this order, and the injection valve 42 injects the reducing agent into the exhaust manifold 400 under the control of the controller ECU.
Further, the reducing agent in the reducing agent tank 31 is one or a combination of a urea solution and ammonia water.
Further, the injection valve 42 is integrated into the exhaust manifold 400.
The system 100 is suitable for marine low-speed, medium-speed and high-speed diesel engine hosts and diesel engine generator sets, and the power of the diesel engine covers 200 kW-80000 kW.
Wherein, the novel diesel engine applicable oil for the ship comprises but is not limited to light oil (MGO), marine fuel oil (MDO) or heavy oil (HFO).
The working principle is as follows: an injection valve 42 of a reducing agent metering injection unit (40) in the SCR system is integrated on an exhaust manifold 400 before the diesel engine is supercharged; after the denitration reactor 11 is arranged on the diesel engine supercharger 200, the operation pressure of the denitration reactor 1 is approximate to normal pressure; after the diesel engine starts the Tier III operation mode, the SCR system starts to operate, and the reducing agent is directly sprayed into the diesel engine exhaust header 400; because the exhaust manifold 400 collects the exhaust gas after the fuel in the cylinder is fully combusted, the temperature of the exhaust gas is higher (280-500 ℃), the injected reducing agent urea, ammonia water or the combination of the urea and the ammonia water is fully thermally decomposed under the action of the high-temperature flue gas, and NH required by SCR reaction is generated3(ii) a Generated NH3Fully mixed with the high-temperature flue gas, acted by a supercharger 200, and then enters a denitration reactor 11, and NH is carried out under the action of a catalyst3Reacts with NOx in the waste gas through selective catalytic reduction to generate N2And H2And O, thereby achieving the aim of purifying the exhaust gas of the diesel engine.
Experimental verification example 1
The novel LP-SCR system is installed on a 6S50-MEC 8.5 marine low-speed diesel engine (rated power 9960KW, rotating speed 127rpm), and the fuel oil is low-sulfur oil (MGO). At 75% load on the diesel engine, the new LP-SCR system starts to operate after switching to Tier III mode of operation. The reducing agent supply unit conveys the 40. wt% urea solution to the reducing agent injection unit, and the urea solution is directly injected into an exhaust manifold of the diesel engine, and enters the SCR reactor to carry out denitration reaction after acting by the supercharger. When the ammonia nitrogen ratio is 0.85, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 203ppm, and the ammonia escape is 1 ppm.
Experimental verification example 1
The novel LP-SCR system is installed on a 6S50-MEC 8.5 marine low-speed diesel engine (rated power 9960KW, rotating speed 127rpm), and the fuel oil is low-sulfur oil (MGO). When the diesel engine is at 100% load, the novel LP-SCR system starts to operate after the diesel engine is switched to a Tier III operation mode. The reducing agent supply unit conveys the 40. wt% urea solution to the reducing agent injection unit, and the urea solution is directly injected into an exhaust manifold of the diesel engine, and enters the SCR reactor to carry out denitration reaction after acting by the supercharger. When the ammonia nitrogen ratio is 0.95, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 189ppm, and the ammonia escape is 2 ppm.
Experimental validation example 3
The novel LP-SCR system is installed on an MAN 6L23-30H marine auxiliary engine (with rated power of 852KW and rotating speed of 720rpm), and the fuel oil is low-sulfur oil (MGO). At 75% load, the diesel engine is switched to Tier III mode of operation and the new LP-SCR system begins to operate. The reducing agent supply unit conveys the 40. wt% urea solution to the reducing agent injection unit, and the urea solution is directly injected into an exhaust manifold of the diesel engine, and enters the SCR reactor to carry out denitration reaction after acting by the supercharger. When the ammonia nitrogen ratio is 0.85, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 157ppm, and the ammonia escape is 2 ppm.
Experimental validation example 4
A novel LP-SCR system is installed on a MAN 6L23-30H marine medium-speed auxiliary engine diesel engine (with rated power of 852KW and rotating speed of 720rpm), and fuel oil is low-sulfur oil (MGO). When the diesel engine is at 100% load, the diesel engine is switched to a Tier III operation mode, and the novel LP-SCR system starts to operate. The reducing agent supply unit conveys the 40. wt% urea solution to the reducing agent injection unit, and the urea solution is directly injected into an exhaust manifold of the diesel engine, and enters the SCR reactor to carry out denitration reaction after acting by the supercharger. When the ammonia nitrogen ratio is 0.95, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 174ppm, and the ammonia escape is 1 ppm.
Experimental verification example 6
The novel LP-SCR system is arranged on a 6S50-MEC 8.5 marine low-speed diesel engine (rated power 9960KW, rotating speed 127rpm), and the fuel oil is Marine Diesel Oil (MDO). At 75% load on the diesel engine, the new LP-SCR system starts to operate after switching to Tier III mode of operation. The reducing agent supply unit conveys the 40. wt% urea solution to the reducing agent injection unit, and the urea solution is directly injected into an exhaust manifold of the diesel engine, and enters the SCR reactor to carry out denitration reaction after acting by the supercharger. When the ammonia nitrogen ratio is 0.85, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 224ppm, and the ammonia escape is 1 ppm.
Experimental validation example 7
The novel LP-SCR system is arranged on a 6S50-MEC 8.5 marine low-speed diesel engine (rated power 9960KW, rotating speed 127rpm), and the fuel oil is low-sulfur oil (MDO). At 75% load on the diesel engine, the new LP-SCR system starts to operate after switching to Tier III mode of operation. The reducing agent supply unit conveys 20 wt.% of ammonia water to the reducing agent injection unit, the ammonia water is directly injected into an exhaust manifold of the diesel engine, and the ammonia water enters the SCR reactor to carry out denitration reaction after acting by the supercharger. When the ammonia nitrogen ratio is 0.85, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 205ppm, and the ammonia escape is 1 ppm.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention in its corresponding aspects.
Claims (8)
1. The utility model provides a novel diesel engine tail gas low pressure selective catalytic reduction deNOx systems which characterized in that: the system (100) comprises a denitration reaction unit (10), a bypass unit (20), a reducing agent supply unit (30) and a reducing agent metering and injecting unit (40), wherein the denitration reaction unit (10) is arranged on the downstream of the exhaust side of a supercharger (200), the bypass unit (20) and the denitration reaction unit (10) are in parallel bypass controllable arrangement, the reducing agent supply unit (30) and the reducing agent metering and injecting unit (40) supply reducing agents to an exhaust manifold (400) of a diesel engine (300), and the reducing agent metering and injecting unit (40) meters and injects the reducing agents supplied by the reducing agent supply unit (30) to the exhaust manifold (400) in a controllable mode.
2. The low pressure selective catalytic reduction denitration system according to claim 1, wherein: the denitration reaction unit (10) comprises a denitration reactor (11), an air inlet valve (12) and an air outlet valve (13), wherein the air inlet valve (12), the denitration reactor (11) and the air outlet valve (13) are sequentially arranged on an exhaust pipe (14) at the downstream of the supercharger (200).
3. The low pressure selective catalytic reduction denitration system according to claim 2, wherein: the bypass unit (20) comprises a bypass valve (21) and a bypass pipe (22), and the bypass pipe (22) is arranged in parallel by bypassing between the upstream of the air inlet valve (12) and the downstream of the denitration reactor (11).
4. The low pressure selective catalytic reduction denitration system according to claim 1, wherein: the reducing agent supply unit (30) comprises a reducing agent tank (31) and a reducing agent pump (32), the reducing agent metering and injecting unit (40) comprises a metering device (41) and an injection valve (42), the reducing agent tank (31), the reducing agent pump (32), the metering device (41) and the injection valve (42) are sequentially connected, and the injection valve (42) injects the reducing agent to the exhaust manifold (400) under the control of the controller ECU.
5. The low pressure selective catalytic reduction denitration system according to claim 4, wherein: the reducing agent in the reducing agent tank (31) is one or a combination of a urea solution and ammonia water.
6. The low pressure selective catalytic reduction denitration system according to claim 4, wherein: the injection valve (42) is integrated in the exhaust manifold (400).
7. The low pressure selective catalytic reduction denitration system according to claim 1, wherein: the system (100) is suitable for marine low-speed, medium-speed and high-speed diesel engine hosts and diesel engine generator sets, and the power of the diesel engine covers 200 kW-80000 kW.
8. The low pressure selective catalytic reduction denitration system according to claim 1, wherein: the novel diesel engine suitable oil for the ship comprises but is not limited to light oil, marine fuel oil or heavy oil.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022050269.4U CN213838721U (en) | 2020-09-18 | 2020-09-18 | Novel diesel engine tail gas low pressure selective catalytic reduction denitration system |
| JP2020005651U JP3231230U (en) | 2020-09-18 | 2020-12-28 | New low pressure selective catalytic reduction denitrification system for diesel engine exhaust |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022050269.4U CN213838721U (en) | 2020-09-18 | 2020-09-18 | Novel diesel engine tail gas low pressure selective catalytic reduction denitration system |
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| CN213838721U true CN213838721U (en) | 2021-07-30 |
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| CN202022050269.4U Active CN213838721U (en) | 2020-09-18 | 2020-09-18 | Novel diesel engine tail gas low pressure selective catalytic reduction denitration system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113685248A (en) * | 2021-08-09 | 2021-11-23 | 沪东重机有限公司 | Novel diesel engine tail gas low pressure selective catalytic reduction denitration system |
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- 2020-09-18 CN CN202022050269.4U patent/CN213838721U/en active Active
- 2020-12-28 JP JP2020005651U patent/JP3231230U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113685248A (en) * | 2021-08-09 | 2021-11-23 | 沪东重机有限公司 | Novel diesel engine tail gas low pressure selective catalytic reduction denitration system |
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| JP3231230U (en) | 2021-03-18 |
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| Date | Code | Title | Description |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20211013 Address after: 200129 No. 1333, Laiyang Road, Pudong New Area, Shanghai Patentee after: China Shipbuilding Power (Group) Co.,Ltd. Patentee after: HUDONG HEAVY MACHINERY Co.,Ltd. Address before: 200129 346, 2851 Pudong Avenue, Shanghai, Pudong New Area Patentee before: HUDONG HEAVY MACHINERY Co.,Ltd. |
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Effective date of registration: 20230721 Address after: 201208 No. 1333, Laiyang Road, Pudong New Area, Shanghai Patentee after: China Shipbuilding Power (Group) Co.,Ltd. Address before: 200129 No. 1333, Laiyang Road, Pudong New Area, Shanghai Patentee before: China Shipbuilding Power (Group) Co.,Ltd. Patentee before: HUDONG HEAVY MACHINERY Co.,Ltd. |