CN214973078U - Marine diesel engine tail gas high pressure selective catalytic reduction denitration system - Google Patents

Marine diesel engine tail gas high pressure selective catalytic reduction denitration system Download PDF

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CN214973078U
CN214973078U CN202022054280.8U CN202022054280U CN214973078U CN 214973078 U CN214973078 U CN 214973078U CN 202022054280 U CN202022054280 U CN 202022054280U CN 214973078 U CN214973078 U CN 214973078U
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reducing agent
exhaust
unit
diesel engine
valve
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杨新伟
郭江峰
林柏洋
陈瑜
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China Shipbuilding Power Group Co ltd
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China Shipbuilding Power Group Co ltd
Hudong Heavy Machinery Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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Abstract

The utility model discloses a marine diesel tail gas high pressure selective catalytic reduction deNOx systems, the system includes denitration reaction unit, the bypass unit, reducing agent supply unit and reducing agent measurement injection unit, wherein denitration reaction unit sets up between exhaust manifold low reaches and booster exhaust side upper reaches, the controllable exhaust manifold and the booster intercommunication of diesel engine and the controllable bypass of exhaust side to the booster of bypass unit, reducing agent supply unit and reducing agent measurement injection unit supply the reducing agent for the exhaust manifold of diesel engine, reducing agent measurement injection unit measures the injection to the exhaust manifold with the reducing agent that reducing agent supply unit provided is controllable. The novel HP-SCR system is high in purification efficiency, compact in structure, small in occupied area and low in cost, and cannot influence the performance of a diesel engine.

Description

Marine diesel engine tail gas high pressure selective catalytic reduction denitration system
Technical Field
The utility model relates to a marine engine tail gas treatment technology especially relates to a marine diesel engine tail gas high pressure selective catalytic reduction deNOx systems.
Background
Nitrogen oxide (NOx) in marine diesel exhaust is one of the important constituents of atmospheric pollutants, and selective catalytic reduction denitration (SCR) is a marine exhaust gas purification technology that is currently widely used. Due to the fact that the temperature of the tail gas of the marine diesel engine is low (220-280 ℃), the denitration catalyst has certain challenges in exerting the catalytic performance and reducing agent pyrolysis. Especially for reductant pyrolysis, exemplified by urea, when the exhaust temperature is not sufficient to support sufficient thermal decomposition, a large amount of crystals will be produced at the inlet of the reactor, resulting in a loss of purification performance of the SCR system.
The SCR reactor is arranged at the front end of a supercharger of a marine diesel engine, because the exhaust gas at the front end of the supercharger does not work, the temperature of the exhaust gas is usually high (280-500 ℃), the reducing agent is sufficiently decomposed thermally, and the temperature is also the optimal temperature interval for the denitration catalyst to exert the catalytic performance, so that a high-pressure selective catalytic reduction system (HP-SCR) before supercharging is widely applied to tail gas purification of the marine diesel engine at present. However, the disadvantage is also obvious, and a long reductant evaporation mixing tube is usually arranged in front of the reactor in the system to ensure that the reductant is fully decomposed and fully mixed with the flue gas, so that a good purification effect can be obtained when the reductant passes through the reactor. However, this brings certain difficulties to the system layout, which results in a large overall occupied area of the system and high system cost.
SUMMERY OF THE UTILITY MODEL
In order to overcome the defects of the prior art, the utility model aims to provide a marine diesel tail gas high pressure selective catalytic reduction denitration system, which can solve the problems.
The design principle is as follows: the reducing agent injection unit is integrated on the front exhaust manifold of the diesel supercharger, the space of the exhaust manifold and high-temperature exhaust gas (280 plus 500 ℃) are utilized, so that the reducing agent solution is fully evaporated and decomposed, and the reducing agent and the diesel exhaust gas are fully mixed, so that a commonly used reducing agent evaporation mixing device can be omitted, the occupied area of a system is effectively reduced, and the overall cost of the system is reduced.
The purpose of the utility model is realized by adopting the following technical scheme.
The high-pressure selective catalytic reduction denitration system for the tail gas of the marine diesel engine comprises a denitration reaction unit, a bypass unit, a reducing agent supply unit and a reducing agent metering injection unit, wherein the denitration reaction unit is arranged between the downstream of an exhaust manifold and the upstream of the exhaust side of a supercharger, the bypass unit is used for controllably communicating the exhaust manifold of the diesel engine with the supercharger and bypassing the exhaust side of the supercharger in a controllable manner, the reducing agent supply unit and the reducing agent metering injection unit are used for supplying reducing agents to the exhaust manifold of the diesel engine, and the reducing agent metering injection unit is used for controllably metering and injecting the reducing agents supplied by the reducing agent supply unit to the exhaust manifold.
Preferably, the denitration reaction unit includes a denitration reactor, an inlet valve, and an outlet valve, which are provided in this order downstream of the exhaust manifold and connected to the upstream exhaust pipe on the exhaust side of the supercharger at the downstream end of the outlet valve.
Preferably, the bypass unit includes an exhaust gas main valve, a supercharging exhaust bypass valve which directly discharges the exhaust gas discharged from the exhaust gas main valve without passing through the exhaust side of the supercharging pressure, and a reaction intake bypass valve which connects the denitration-purified exhaust gas discharged from the outlet valve to a scavenging manifold by a controllable bypass.
Preferably, the outlet valve downstream end exhaust pipe of the denitration reaction unit is connected to the downstream of the exhaust main valve.
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 HP-SCR system is high in purification efficiency, compact in structure, small in occupied area and low in cost, and cannot influence the performance of a diesel engine.
Drawings
Fig. 1 is the utility model relates to a marine diesel tail gas high 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 inlet schematic diagram of the marine engine, see fig. 1, comprises a diesel engine 300, an exhaust manifold 400, a supercharger 200, a scavenging manifold 500 and an exhaust gas high pressure selective catalytic reduction denitration system 100.
A marine diesel exhaust high-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 between the downstream of an exhaust manifold 400 and the upstream of the exhaust side of a supercharger 200, the bypass unit 20 is used for communicating the exhaust manifold 400 of a diesel engine 300 with the supercharger 200 and bypassing the exhaust side of the supercharger 200 in a controllable mode, the reducing agent supply unit 30 and the reducing agent metering and injecting unit 40 are used for supplying reducing agents to the exhaust manifold 400 of the diesel engine 300, and the reducing agent metering and injecting unit 40 is used for metering and injecting the reducing agents supplied by the reducing agent supply unit 30 to the exhaust manifold 400 in a controllable mode.
Wherein the denitration reaction unit 10 includes a denitration reactor 11, an inlet valve 12, and an outlet valve 13, the inlet valve 12, the denitration reactor 11, and the outlet valve 13 being disposed in this order downstream of the exhaust manifold 400 and connected to an upstream exhaust pipe on the exhaust side of the supercharger 200 at the downstream end of the outlet valve 13.
The bypass unit 20 includes an exhaust main valve 21, a supercharging exhaust bypass valve 22, and a reaction intake bypass valve 23, wherein the supercharging exhaust bypass valve 22 is configured to controllably directly discharge the exhaust gas discharged from the exhaust main valve 21 without passing through the exhaust side of the supercharging pressure 200, and the reaction intake bypass valve 23 is configured to controllably bypass the denitrated and purified exhaust gas discharged from the outlet valve 13 to the scavenging manifold 500.
Further, the exhaust pipe at the downstream end of the outlet valve 13 of the denitration reaction unit 10 is connected to the downstream of the exhaust main valve 21.
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.
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.
The marine diesel engine suitable oil for the ship comprises light oil (MGO), marine fuel oil (MDO) or heavy oil (HFO).
The working principle is as follows: on ships firewoodA design method of a high-pressure selective catalytic reduction denitration system (HP-SCR) for purifying nitrogen oxides in tail gas of an oil engine is disclosed, and the system is arranged at the front end of a supercharger of the diesel engine. The reducing agent injection valve in the SCR system is integrated into the exhaust manifold before the diesel engine is supercharged. After the diesel engine starts the Tier III operation mode, the SCR system starts to operate, and a reducing agent is directly injected into the diesel engine exhaust header 400 through a nozzle of an injection valve; in the exhaust manifold, because the exhaust gas temperature is higher (280-500 ℃), the injected reducing agent is subjected to sufficient thermal decomposition to generate NH required by SCR reaction3Fully mixed with the high-temperature flue gas, and then enters a denitration reactor to carry out selective catalytic reduction reaction to generate N2And H2O, thereby achieving the purpose of purifying the exhaust gas of the diesel engine; the purified waste gas directly enters the supercharger to continuously push the supercharger to do work. The novel HP-SCR system has the characteristics of high purification efficiency, small occupied area and the like, and simultaneously, the performance of the supercharger and the performance of the diesel engine cannot be influenced
Experimental verification example 1
The novel HP-SCR system is installed on a 6S50-MEC 8.5 marine low-speed diesel engine (rated power 9960KW, rotating speed 127rpm), and fuel oil is low-sulfur oil (MGO). At 75% load on the diesel engine, the new HP-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 then enters the SCR reactor along with the exhaust gas to carry out denitration reaction. When the ammonia nitrogen ratio is 0.85, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 207ppm, and the ammonia escape is 1 ppm.
Experimental validation example 2
The novel HP-SCR system is installed on a 6S50-MEC 8.5 marine low-speed diesel engine (rated power 9960KW, rotating speed 127rpm), and fuel oil is low-sulfur oil (MGO). At 100% load on the diesel engine, the new HP-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 then enters the SCR reactor along with the exhaust gas to carry out denitration reaction. When the ammonia nitrogen ratio is 0.95, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 178ppm, and the ammonia escape is 1 ppm.
Experimental validation example 3
A novel HP-SCR system is installed on an MAN 6L23-30H marine auxiliary engine diesel engine (with rated power of 852KW and rotating speed of 720rpm), and fuel oil is low-sulfur oil (MGO). At 75% load, the diesel engine is switched to Tier III mode of operation and the new HP-SCR system begins 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 then enters the SCR reactor along with the exhaust gas to carry out denitration reaction. When the ammonia nitrogen ratio is 0.85, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 169ppm, 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 HP-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 HP-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 then enters the SCR reactor along with the exhaust gas to carry out denitration reaction. When the ammonia nitrogen ratio is 0.85, the detection shows that the concentration of NOx in the purified diesel engine exhaust gas is 219ppm, and the ammonia escape is 3 ppm.
Experimental validation example 7
The novel HP-SCR system is installed on a 6S50-MEC 8.5 marine low-speed diesel engine (rated power 9960KW, rotating speed 127rpm), and fuel oil is low-sulfur oil (MGO). At 75% load on the diesel engine, the new HP-SCR system starts to operate after switching to Tier III mode of operation. The reducing agent supply unit conveys 20 wt.% ammonia water to the reducing agent injection unit, and the ammonia water is directly injected into an exhaust manifold of the diesel engine and then enters the SCR reactor along with exhaust gas to carry out denitration reaction. 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.
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 marine diesel tail gas high pressure selective catalytic reduction deNOx systems which characterized in that: the high-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 between the downstream of an exhaust manifold (400) and the upstream of the exhaust side of a supercharger (200), the bypass unit (20) is used for communicating the exhaust manifold (400) of a diesel engine (300) with the supercharger (200) in a controllable manner and for bypassing the exhaust side of the supercharger (200) in a controllable manner, the reducing agent supply unit (30) and the reducing agent metering and injecting unit (40) are used for supplying reducing agent to the exhaust manifold (400) of the diesel engine (300), and the reducing agent metering and injecting unit (40) is used for metering and injecting the reducing agent supplied by the reducing agent supply unit (30) to the exhaust manifold (400) in a controllable manner.
2. The system according to claim 1, wherein: the denitration reaction unit (10) comprises a denitration reactor (11), an inlet valve (12) and an outlet valve (13), wherein the inlet valve (12), the denitration reactor (11) and the outlet valve (13) are sequentially arranged at the downstream of an exhaust manifold (400) and connected to an upstream exhaust pipe on the exhaust side of the supercharger (200) at the downstream end of the outlet valve (13).
3. The system according to claim 2, wherein: the bypass unit (20) comprises an exhaust main valve (21), a supercharging exhaust bypass valve (22) and a reaction intake bypass valve (23), wherein the supercharging exhaust bypass valve (22) can directly discharge the exhaust gas discharged by the exhaust main valve (21) out of the exhaust side of the supercharger (200) in a controllable manner, and the reaction intake bypass valve (23) can be used for connecting the denitration purification exhaust gas discharged by the outlet valve (13) to a scavenging manifold (500) in a controllable bypass manner.
4. The high pressure selective catalytic reduction denitration system according to claim 3, wherein: and the exhaust pipe at the downstream end of the outlet valve (13) of the denitration reaction unit (10) is connected to the downstream of the exhaust main valve (21).
5. The 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.
6. The system according to claim 5, wherein: the injection valve (42) is integrated in the exhaust manifold (400).
7. The 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 system according to claim 1, wherein: the marine diesel engine suitable oil for the ship comprises but is not limited to light oil, marine fuel oil or heavy oil.
CN202022054280.8U 2020-09-18 2020-09-18 Marine diesel engine tail gas high pressure selective catalytic reduction denitration system Active CN214973078U (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202022054280.8U CN214973078U (en) 2020-09-18 2020-09-18 Marine diesel engine tail gas high pressure selective catalytic reduction denitration system
JP2020005652U JP3231231U (en) 2020-09-18 2020-12-28 High-pressure selective catalytic reduction denitrification system for marine diesel engine exhaust gas

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Application Number Priority Date Filing Date Title
CN202022054280.8U CN214973078U (en) 2020-09-18 2020-09-18 Marine diesel engine tail gas high pressure selective catalytic reduction denitration system

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CN214973078U true CN214973078U (en) 2021-12-03

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Effective date of registration: 20230710

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.