EP2647821B1 - Recirculation de gaz d'échappement pour de grands moteurs à combustion interne - Google Patents

Recirculation de gaz d'échappement pour de grands moteurs à combustion interne Download PDF

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Publication number
EP2647821B1
EP2647821B1 EP12163335.8A EP12163335A EP2647821B1 EP 2647821 B1 EP2647821 B1 EP 2647821B1 EP 12163335 A EP12163335 A EP 12163335A EP 2647821 B1 EP2647821 B1 EP 2647821B1
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EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
high temperature
operation mode
engine
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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EP12163335.8A
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German (de)
English (en)
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EP2647821A1 (fr
Inventor
Carsten Rickert
Udo Schlemmer-Kelling
Michael Sturm
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Caterpillar Motoren GmbH and Co KG
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Caterpillar Motoren GmbH and Co KG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/33—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage controlling the temperature of the recirculated gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/34—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with compressors, turbines or the like in the recirculation passage

Definitions

  • the present disclosure generally refers to using exhaust gas recirculation (EGR) with large internal combustion engines, and more particularly to performing cooling within a high pressure EGR line.
  • EGR exhaust gas recirculation
  • air pollutants may include particulate matter, nitrogen oxides (NOx), and sulphur components.
  • EGR Engine Manufacturers developed various approaches to reduce the generation and/or exhaust of air pollutants to the environment.
  • a well known technique to reduce the generation of NOx is EGR.
  • EGR may be performed by recirculating a portion of the exhaust gas to the combustion unit, thereby lowering the combustion chamber temperature and, thus, reducing the generation of NOx.
  • EGR lines may branch off at different positions in the exhaust gas system of an internal combustion engine.
  • the inlet into the EGR line may be arranged upstream of a (high pressure) exhaust gas turbine (the extracted exhaust gas, thus, has a "high pressure” compared to ambient pressure) and the outlet may open into the charge air manifold of the internal combustion engine, for example, downstream of a charge air cooler.
  • a (high pressure) exhaust gas turbine the extracted exhaust gas, thus, has a "high pressure” compared to ambient pressure
  • the outlet may open into the charge air manifold of the internal combustion engine, for example, downstream of a charge air cooler.
  • WO 2011/066871 A1 discloses inter alia a high pressure EGR line with its own super high temperature (SHT) cooling circuit for cooling the exhaust gas with a coolant of 150°C.
  • SHT super high temperature
  • US Patent 5,732,688 discloses a system for controlling the temperature of recirculated exhaust gas supplied to an internal combustion engine.
  • a heat exchanger of the system defines a number of exhaust gas flow passages there through and a number of gas flow control valves are disposed between the exhaust gas inlet of the heat exchanger and the number of exhaust gas flow passages.
  • the exhaust gas flow control valves are selectively actuated to disable exhaust gas flow through any number of subsets of the exhaust gas flow passages, thereby controlling the temperature of recirculated exhaust gas supplied by the heat exchanger.
  • the present disclosure is directed, at least in part, to improving or overcoming one or more aspects of prior systems.
  • an internal combustion engine may comprise a combustion unit with a charge air inlet and an exhaust gas outlet, an exhaust gas recirculation line for extracting and recirculating exhaust gas to the charge air inlet of the internal combustion engine.
  • the exhaust gas recirculation line may fluidly connect the exhaust gas outlet to the charge air inlet.
  • the internal combustion engine may further comprise a high temperature cooler arranged in the exhaust gas recirculation line configured to use a first coolant within a first preset temperature range for cooling the extracted exhaust gas, an exhaust gas compressor arranged in the exhaust gas recirculation line downstream of the high temperature cooler for compressing the extracted exhaust gas, a low temperature cooler arranged in the exhaust gas recirculation line downstream of the exhaust gas compressor configured to use a second coolant within a second preset temperature range for cooling the compressed extracted exhaust gas, an engine operation mode detecting unit configured to provide a parameter indicating an engine operation mode; and a control unit.
  • a high temperature cooler arranged in the exhaust gas recirculation line configured to use a first coolant within a first preset temperature range for cooling the extracted exhaust gas
  • an exhaust gas compressor arranged in the exhaust gas recirculation line downstream of the high temperature cooler for compressing the extracted exhaust gas
  • a low temperature cooler arranged in the exhaust gas recirculation line downstream of the exhaust gas compressor configured to use a second coolant within a second prese
  • the control unit may comprise a cooling performance determination unit configured to control the cooling performance of the high temperature cooler in dependence of the detected parameter such that a temperature of the extracted exhaust gas at an exit of the high temperature cooler may be maintained at a temperature above a dew point of sulphuric acid independently of the engine operation mode.
  • Setting the cooling performance of the high temperature cooler according to a cooling performance/engine operation information may prevent a temperature below a dew point of sulphuric acid independently of an engine operation mode.
  • the cooling performance determination unit may comprise cooling performance/engine operation mode information that may comprise, in dependence of the engine operation mode, a cooling performance that may ensure cooling of the extracted exhaust gas to a temperature above a dew point of sulphuric acid at an exit of the high temperature cooler.
  • the present disclosure may be based in part on the realization that, burning, for example, low sulfur marine diesel oil (LSMDO) with a fuel sulphur content of, for example, 1000 ppm may affect EGR systems of internal combustion engines as the exhaust gas may contain sulphur components and particulate matter.
  • LSMDO low sulfur marine diesel oil
  • a certain amount of the exhaust gas may be branched off and recirculated to the combustion unit.
  • condensation may occur within the cooler, which may lead - in combination with particulate matter - to, for example, a blockage and fouling of the cooler.
  • an increased pressure drop may occur across the cooler.
  • the condensed sulphuric acid may cause corrosion within piping and devices arranged on the downstream side of the cooler.
  • An exemplary embodiment of an internal combustion engine with an EGR line comprising a high temperature cooler, an exhaust gas compressor, and a low temperature cooler is described in the following with reference to Fig. 1 .
  • An internal combustion engine 100 may comprise a combustion unit 10 with one or more cylinders and associated combustion chambers 15 and an EGR system 17.
  • Combustion unit 10 may be, for example, a diesel, heavy fuel, and/or gas powered combustion unit.
  • the cylinders may be arranged, for example, in an in-line, V, W, or any other known configuration.
  • Combustion unit 10 may further comprise an air inlet 20 (for example, configured as an intake manifold). Air inlet 20 may be connected to a charge air system 30. Charge air system 30 may comprise one or more stages of a charger system (not shown), which may compress fresh air prior charging combustion chambers 15 of combustion unit 10.
  • Combustion engine 100 may further comprise an exhaust gas outlet 25 (for example, configured as an outlet manifold). Via exhaust gas line 35, exhaust gas outlet 25 may be connected to an exhaust gas system (not shown) that may, for example, include turbines of the charger system and additional exhaust gas treatment devices.
  • exhaust gas system not shown
  • EGR system 17 may provide an exhaust gas recirculation path from exhaust gas outlet 25 to air inlet 20.
  • the exhaust gas recirculation path may comprise (in flow direction) a high temperature cooler 50, an exhaust gas compressor 70, and low temperature cooler 55.
  • EGR system 17 may further comprise one or more valves, sensors (such as temperature and pressure sensors), and a control unit 60.
  • Control unit 60 may be configured to communicate with the various components of the exhaust gas recirculation path via communication lines indicated by solid lines in Fig. 1 .
  • an exhaust gas recirculation line 80 may be branched off from exhaust gas line 35 such that high pressure exhaust gas directly from the combustion chambers may be returned to the charge air inlet 20.
  • a first valve 40 may be disposed in exhaust gas recirculation line 80 to open or shut off the exhaust gas recirculation as controlled by control unit 60.
  • High temperature cooler 50 may be arranged downstream of first valve 40 and may be controlled as described below by control unit 60.
  • An exhaust gas recirculation line 82 may fluidly connect high temperature cooler 50 and exhaust gas compressor 70.
  • Exhaust gas compressor 70 may be driven, for instance, by an electric motor or a drivingly coupled exhaust gas turbine (both not shown).
  • Low temperature cooler 55 may be arranged downstream of exhaust gas compressor 70 and may be connected to exhaust gas compressor 70 through an exhaust gas recirculation line 84.
  • An outlet of low temperature cooler 55 may be fluidly connected via exhaust gas recirculation 86 with air inlet 20, whereby a second valve 45 may be arranged within exhaust gas recirculation line 86 to open or shut off the recirculated exhaust gas.
  • first valve 40 and second valve 45 may receive control signals from control unit 60 causing first valve 40 and second valve 45 to unblock, block, or partly block exhaust gas recirculation line 80 and exhaust gas recirculation line 86, respectively.
  • the amount of exhaust gas flowing through the exhaust gas recirculation line (80, 82, 84, 86) may be adjusted by the control unit 60.
  • control unit 60 may adjust the amount of exhaust gas flowing through the exhaust gas recirculation line (80, 82, 84, 86) by controlling a speed of an electric motor (not shown) that drives the exhaust gas compressor 70.
  • control unit 60 may adjust the amount of exhaust gas flowing through the exhaust gas recirculation line (80, 82, 84, 86) by controlling a throttle upstream or downstream of a turbine (not shown) that is driven by a partial flow of the exhaust gas and that drives the exhaust gas compressor 70.
  • an engine operation mode detecting unit may be arranged at the internal combustion engine 100.
  • engine operation mode detecting unit may comprise exhaust gas pressure sensor 90.
  • Exhaust gas pressure sensor 90 may be arranged in or downstream of exhaust gas outlet 25, and may be configured to measure the exhaust gas pressure to provide control unit 60 with information on the operation mode of internal combustion engine 100.
  • engine operation detecting unit may comprise engine speed sensors, turbine speed sensors, fuel rack position and/or charge air pressure sensors (not shown) may be arranged at internal combustion engine 100 to provide control unit 60 with information on the operation mode of internal combustion engine 100.
  • control unit 60 may be a single microprocessor or plural microprocessors that may include means for controlling, among others, an operation of the various components of internal combustion engine 100, for example, high temperature cooler 50, low temperature cooler 55, valve 40, and valve 45.
  • Control unit 60 may be a general engine control unit (ECU) capable of controlling numeral functions associated with internal combustion engine 100 and/or its associated components.
  • ECU engine control unit
  • Control unit 60 may include all the components required to run an application such as, for example, a memory, a secondary storage device, and a processor such as a central processing unit, or any other means known in the art for controlling internal combustion engine 100 and its various components.
  • Control unit 60 may analyze and compare received and stored data, and, based on instructions and data stored in memory or input by a user, determine whether action is required. For example, control unit 60 may compare received values with target values stored in memory, and based on the results of the comparison, control unit 60 may transmit signals to one or more components to alter the operation status thereof.
  • Control unit 60 may include any memory device known in the art for storing data relating to operation of the internal combustion engine 100 and its components.
  • the data may be stored in the form of one or more maps that describe and/or relate, for example, injection timing.
  • Each of the maps may be in the form of tables, graphs, and/or equations, and include a compilation of data collected from lab and/or field operation of the combustion engine.
  • the maps may be generated by performing instrumented tests on the operation of the internal combustion engine 100 under various operating conditions while varying parameters associated therewith.
  • Control unit 60 may reference those maps and control operation of one component in response to the desired operation of another component.
  • combustion unit 10 for example, the cylinder liners and cylinders may be heated by the combustion process.
  • a so called high temperature cooling circuit is provided.
  • compressing the charge air results in heating the same and thus requires cooling the charge air if combustion unit 10 is intended to be charged with charge air at a temperature at about 40 °C.
  • high temperature coolers of high temperature cooling circuit may be provided within the charge air system.
  • a low temperature cooling circuit may be provided to further cool down the charge air.
  • high temperature cooler 50 and low temperature cooler 55 of the exhaust gas recirculation path may need to dissipate heat when cooling the passing exhaust gas and, thus, may be integrated in the high temperature cooling circuit and the low temperature cooling circuit, respectively.
  • High temperature cooling circuit 300 of a cooling system of an engine is schematically shown.
  • High temperature cooling circuit 300 may comprise a pump 390 to pump a coolant (e.g. water) through the various components for dissipating the heat acquired by those components.
  • a coolant e.g. water
  • high temperature cooling circuit 300 may pump the coolant through high temperature EGR cooler 350, combustion unit 310, and main high temperature cooler 352.
  • high temperature EGR cooler 350 and combustion unit 310 may correspond to high temperature cooler 50 and combustion unit 10 of Fig. 1 , respectively.
  • Main high temperature cooler 352 may be part of an external cooling circuit comprising external pump 392 pumping an external coolant through the external cooling circuit. Additionally, external cooling circuit may comprise temperature sensors 346A-B and valves (not shown). External coolant may be ambient air in land applications such as power plants, or sea water in marine applications on ships/vessels.
  • High temperature cooling circuit 300 may further be used for dissipating heat of one or more air intake coolers 354, 356, which is indicated in Fig. 2 by dashed lines and dashed-line boxes.
  • one or more air intake coolers 354 may be arranged in line (upstream or downstream) or parallel to each other. Moreover, one or more air intake coolers 354 may be arranged in line
  • a valve 342 may be arranged in high temperature cooling circuit 300 and be configured to adjust a volume flow of the coolant.
  • valve 342 and one or more temperature sensors 344A, 344B, 344C may be connected to a control unit (not shown), which may correspond to control unit 60 of Fig. 1 .
  • valve 342 in the bypass of main high temperature cooler 352 may be configured to direct all or a certain amount of the coolant to main high temperature cooler 352, thereby adjusting the amount of heat taken out of high temperature cooling circuit 300 by the external coolant of the external cooling circuit.
  • the highest temperature of the coolant pumped through the high temperature cooling circuit 300 may be measured by temperature sensor 344A that may be positioned downstream of the combustion unit 310and may be, for example, about 90°C.
  • the temperature of the coolant downstream of high temperature EGR cooler 350 may be, for example, about 80°C, which may be measured by temperature sensor 344B.
  • the advantage of integrating high temperature EGR cooler 350 into high temperature cooling circuit 300 may be that the EGR cooling circuit may be integrated into and combined with the existing high temperature engine cooling circuit.
  • exhaust gas may leave combustion unit 10 through exhaust gas outlet 25 to exhaust gas line 35.
  • a partial flow of the exhaust gas may be branched off (extracted) to be guided into exhaust gas recirculation line 80.
  • the extracted exhaust gas may flow through exhaust gas line 80 and may enter high temperature exhaust gas cooler 50.
  • High temperature exhaust gas cooler 50 may be connected to and controlled by control unit 60.
  • Control unit 60 may set a cooling performance parameter dependent on an engine operation mode of the internal combustion engine 100 such that a temperature of the extracted exhaust gas may be maintained above a preset minimum temperature at an exit of high temperature cooler 50 independently of the load at which the engine may be operated.
  • the temperature of the exhaust gas at the exit of high temperature cooler 50 may be above a dew point of sulphuric acid.
  • condensation of sulphuric acid within high temperature cooler 50, exhaust gas recirculation line 82, and exhaust gas compressor 70 may be prevented or at least reduced.
  • effects such as corrosion, blocking, and unacceptable fouling within high temperature cooler 50, exhaust gas recirculation line 82, and exhaust gas compressor 70 may be reduced. Severe fouling and blocking in those components may occur because condensed sulphuric acid together with the particulate matter within the exhaust gas may form deposits in the respective component.
  • Control unit 60 may control high temperature cooler 50 in accordance with cooling performance/engine operation mode information.
  • an engine operation mode detection unit may comprise an exhaust gas pressure sensor. Measured values for the exhaust gas pressure may be utilized by control unit 60 as parameter to indicate an engine operation mode. Control unit 60 may set a cooling performance in accordance to the indicated engine operation mode.
  • the axis of ordinate indicates a dew point of sulphuric acid in °C.
  • the axis of ordinate indicates a dew point of sulphuric acid in °C.
  • the axis of ordinate indicates a dew point of sulphuric acid in °C.
  • four exemplary graphs are shown in Fig. 3 .
  • the cooling performance of high temperature cooler 50 may be controlled within a wide range parameters (such as exhaust gas pressure, fuel sulphur content, ambient temperature, ambient humidity).
  • ISO conditions may refer to an ambient barometric pressure of 1 bar, an ambient temperature of 25°C and an ambient relative humidity of 30 % according to ISO 3046-1:2002(E) and ISO 15550:2002(E).
  • tropical conditions may refer to an ambient barometric pressure of 1 bar, an ambient temperature of 45°C and an ambient relative humidity of 60 % according to IACS rule M28.
  • the dotted line relates to tropical conditions and a low sulphur content and, thus, represents a dew point of sulphuric acid within an exhaust gas flow at tropical conditions.
  • the dotted line relates to burning fuel with a fuel sulphur content of 100 ppm at an air-fuel ration (AFR) of 1.8.
  • the dashed/dotted line relates to ISO conditions and a low sulphur content and, thus, the dashed/dotted line represents a dew point of sulphuric acid within an exhaust gas flow at ISO conditions. Specifically, the dashed/dotted line relates to burning fuel with a fuel sulphur content of 100 ppm at an AFR of 1.8.
  • the solid line relates to tropical conditions and a high sulphur content and, thus, represents the dew point of sulphuric acid within an exhaust gas flow at tropical humid conditions.
  • the solid line relates to burning fuel with a fuel sulphur content of 1000 ppm at an AFR of 1.8.
  • the dashed line relates to ISO conditions and a high sulphur content and, thus, represents a dew point of sulphuric acid within an exhaust gas flow at ISO conditions.
  • the solid line relates to burning fuel with a fuel sulphur content of 1000 ppm at an AFR of 1.8.
  • the cooling performance of high temperature cooler 50 may be set by control unit 60 such that a temperature of the extracted exhaust gas may be maintained above a correspondent line indicative of the aforementioned parameters at an exit of high temperature cooler 50. Therefore, it may be ensured that the temperature of the exhaust gas leaving high temperature cooler 50 may be above a dew point temperature of sulphuric acid and condensation of sulphuric acid within the cooler may be prevented or reduced.
  • an exhaust gas pressure may be measured by a pressure sensor, which may be arranged in or downstream of exhaust gas outlet 25.
  • Engine operation mode may be determined on basis of the measured exhaust gas pressure.
  • engine operation mode may be determined on basis of one or more parameters of internal combustion engine 100. These parameters may be engine speed, turbine speed of super- or turbochargers, fuel rack position and/or charge air pressure. To measure those parameters, an engine operation mode may comprise an engine speed sensor, turbine speed sensors, fuel rack position sensor, and/or a charge air pressure sensor may be arranged at suitable positions in/at the internal combustion engine 100.
  • an ambient temperature, ambient humidity, and/or fuel sulphur content may be measured by sensors and/or may be input in a user interface by a user. Sensors and/or user interface may be connected to control unit 60.
  • control unit 60 may control the cooling performance of high temperature cooler 50.
  • the cooling performance may be adjusted by increasing or decreasing a cooling surface size, and/or increasing or decreasing a volume flow of a coolant acquiring the heat of high temperature cooler 50, and/or other techniques of varying the cooling performance of a cooler known by a skilled person.
  • the extracted exhaust gas may leave high temperature cooler 50 with a temperature above a dew point of sulphuric acid and enter exhaust gas compressor 70 through exhaust gas recirculation line 82.
  • Exhaust gas compressor 70 may compress the extracted exhaust gas to a predetermined pressure, thereby also increasing a temperature of the extracted exhaust gas.
  • the compressed and extracted exhaust gas may be guided into exhaust gas recirculation line 84.
  • Exhaust gas recirculation line 84 may guide the extracted exhaust gas into low temperature cooler 55, which may cool the compressed exhaust gas to a temperature below a dew point of sulphuric acid.
  • Low temperature cooler 55 may be connected to and controlled by control unit 60.
  • the cooled and compressed extracted exhaust gas may leave low temperature cooler 55 through exhaust gas recirculation line 86 and may be fed into air inlet 20.
  • the recirculated exhaust gas may further be mixed with charge air from charge air system 30.
  • the charge air may have passed one or more compressors of a one or more stage charging system (not shown) prior to enter air inlet 20.
  • a method for cooling exhaust gas within an exhaust gas recirculation line will be described with reference to Fig. 4 .
  • the method's beginning and end is indicated by a rounded box 410 and a rounded box 490, respectively.
  • an engine operation mode may be determined. This may be done based on a pressure value of the exhaust gas and/or on values for engine speed, turbine speed of a turbocharger, and/or charge air pressure.
  • a cooling performance of a cooler may be set in dependence of the determined engine operation mode of step 420.
  • the cooling performance may be set to maintain a temperature of the passing exhaust gas above a dew point of sulphuric acid after cooling independently of a load at which the engine may be operated.
  • the cooling of the exhaust gas may be performed in accordance with the set cooling performance of step 430.
  • the exhaust gas may be further compressed in a step 450, thereby increasing its temperature.
  • the exhaust gas may be cooled down to a low temperature below a dew point of sulphuric acid.
  • This temperature may correspond to a charge air temperature and may be, for example, about 45°C.
  • the cooled and compressed recirculated exhaust gas may be mixed with cooled and compressed charge air (step 470) and may be provided together with the cooled and compressed charge air to the combustion process (step 480), for example, to an air inlet of the combustion unit.
  • the exhaust gas pressure sensor (90) may be arranged in the exhaust gas recirculation line (80, 82, 84, 86) upstream of the high temperature cooler (50).
  • the cooling performance/engine operation unit may comprise a table, a map, a model, an equation, a graph, a diagram or a mathematic algorithm representing cooling performance/engine operation mode information.
  • internal combustion engine as used herein is not specifically restricted and comprises any engine, in which the combustion of a fuel occurs with an oxidizer to produce high temperature and pressure gases, which may be directly applied to a movable component of the engine, such as pistons or turbine blades, and move it over a distance thereby generating mechanical energy.
  • internal combustion engine comprises piston engines and turbines.
  • internal combustion engine used herein may refer to internal combustion engines, in particular capable of burning LSMDO with a fuel sulphur content, for example, up to 1000 ppm. Those internal combustion engines may be used as main or auxiliary engines on marine ships, vessels, or in power plants to produce electricity and/or heat.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Analytical Chemistry (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (10)

  1. Moteur à combustion interne (100) comprenant :
    une unité de combustion (10) avec une entrée d'air de suralimentation (20) et une sortie de gaz d'échappement (25) ;
    une ligne de recirculation de gaz d'échappement (80, 82, 84, 86) pour extraire et remettre en circulation le gaz d'échappement vers l'entrée d'air de suralimentation (20) du moteur à combustion interne (100), la ligne de recirculation de gaz d'échappement (80, 82, 84, 86) reliant fluidiquement la sortie de gaz d'échappement (25) à l'entrée d'air de suralimentation (20) ;
    un refroidisseur à haute température (50) disposé dans la ligne de recirculation de gaz d'échappement (80, 82, 84, 86) conçu pour utiliser un premier liquide de refroidissement au sein d'un premier intervalle de température prédéfini pour refroidir le gaz d'échappement extrait ;
    un compresseur de gaz d'échappement (70) disposé dans la ligne de recirculation de gaz d'échappement (80, 82, 84, 86) en aval du refroidisseur à haute température (50) pour comprimer le gaz d'échappement extrait ;
    un refroidisseur à basse température (55) disposé dans la ligne de recirculation de gaz d'échappement (80, 82, 84, 86) en aval du compresseur de gaz d'échappement (70) conçu pour utiliser un second liquide de refroidissement au sein d'un second intervalle de température prédéfini pour refroidir le gaz d'échappement extrait comprimé ;
    une unité de détection de mode de fonctionnement de moteur conçue pour fournir un paramètre indiquant un mode de fonctionnement du moteur ; et
    une unité de commande (60) comprenant une unité de détermination de performance de refroidissement conçue pour commander la performance de refroidissement du refroidisseur à haute température (50) en fonction du paramètre détecté de telle sorte qu'une température du gaz d'échappement extrait au niveau d'une sortie du refroidisseur à haute température (50) est maintenue à une température supérieure à un point de rosée d'acide sulfurique indépendamment du mode de fonctionnement du moteur.
  2. Moteur à combustion interne (100) selon la revendication 1, dans lequel l'unité de détermination de performance de refroidissement comprend des informations de performance de refroidissement/mode de fonctionnement du moteur comprenant, en fonction du mode de fonctionnement du moteur, une performance de refroidissement qui assure un refroidissement du gaz d'échappement extrait à une température au-dessus d'un point de rosée d'acide sulfurique au niveau de la sortie du refroidisseur à haute température (50).
  3. Moteur à combustion interne (100) selon la revendication 1 ou 2, dans lequel les informations de performance de refroidissement/mode de fonctionnement du moteur comprennent un paramètre de performance de refroidissement en fonction du mode de fonctionnement du moteur, et éventuellement au moins un paramètre parmi une température ambiante, une humidité ambiante et une teneur en soufre du carburant.
  4. Moteur à combustion interne (100) selon l'une quelconque des revendications 1 à 3, dans lequel l'unité de détection de mode de fonctionnement de moteur comprend un capteur de pression de gaz d'échappement (90), qui est relié à l'unité de commande (60) et conçu pour mesurer une pression du gaz d'échappement, et
    l'unité de détection de mode de fonctionnement de moteur est en outre conçue pour fournir la pression mesurée de gaz d'échappement en tant que paramètre indiquant le mode de fonctionnement du moteur à l'unité de commande (60).
  5. Moteur à combustion interne (100) selon la revendication 4, dans lequel le capteur de pression de gaz d'échappement (90) est disposé dans la ligne de recirculation de gaz d'échappement (80, 82, 84, 86) en amont du compresseur de gaz d'échappement (70).
  6. Moteur à combustion interne (100) selon l'une quelconque des revendications précédentes, dans lequel l'unité de détection de mode de fonctionnement de moteur comprend en outre au moins l'un parmi
    un capteur de régime moteur relié à l'unité de commande (60) et conçu pour mesurer un régime moteur du moteur à combustion interne (100) ;
    un capteur de vitesse de turbine relié à l'unité de commande (60) et conçu pour mesurer une vitesse de turbine d'un turbocompresseur ; et
    un capteur de position de grille d'injection relié à l'unité de commande (60) et conçu pour mesurer une position de la grille d'injection,
    un capteur de pression d'air de suralimentation relié à l'unité de commande (60) et conçu pour mesurer une pression de l'air de suralimentation, dans lequel
    l'unité de détection de mode de fonctionnement de moteur est conçue pour fournir le régime moteur mesuré, et/ou la vitesse mesurée de turbine et/ou la pression mesurée d'air de suralimentation en tant que paramètre indiquant le mode de fonctionnement du moteur à l'unité de commande (60).
  7. Moteur à combustion interne (100) selon l'une quelconque des revendications précédentes, comprenant
    au moins un capteur pour mesurer une température ambiante, une humidité ambiante et/ou une teneur en soufre du carburant, et/ou
    une interface utilisateur pour recevoir des valeurs d'entrée pour au moins un paramètre parmi la température ambiante, l'humidité ambiante et/ou la teneur en soufre du carburant.
  8. Moteur à combustion interne (100) selon l'une quelconque des revendications précédentes, dans lequel l'unité de commande est conçue pour ajuster la performance de refroidissement du refroidisseur à haute température (50) en réglant un débit volumique du premier liquide de refroidissement à travers le refroidisseur à haute température (50), et/ou en réglant une taille de surface de refroidissement du refroidisseur à haute température (50).
  9. Moteur à combustion interne (100) de l'une quelconque des revendications précédentes, dans lequel le refroidisseur à haute température (50, 350) fait partie d'un circuit de refroidissement à haute température (300) qui est conçu pour refroidir le moteur à combustion interne (100) en pompant le premier liquide de refroidissement à travers un système de canal de refroidissement du moteur.
  10. Moteur à combustion interne (100) selon la revendication 9, dans lequel le circuit de refroidissement à haute température (300) comprend en outre au moins un refroidisseur d'air de suralimentation (354, 356).
EP12163335.8A 2012-04-05 2012-04-05 Recirculation de gaz d'échappement pour de grands moteurs à combustion interne Not-in-force EP2647821B1 (fr)

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US9719454B2 (en) 2014-11-12 2017-08-01 General Electric Company Human machine interface (HMI) guided mechanical fuel system adjustment

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NL1000211C2 (nl) * 1995-04-25 1996-10-28 Daf Trucks Nv Zuigverbrandingsmotor voorzien van een systeem voor het recirculeren van uitlaatgassen en systeem voor toepassing in een dergelijke motor.
US5732688A (en) * 1996-12-11 1998-03-31 Cummins Engine Company, Inc. System for controlling recirculated exhaust gas temperature in an internal combustion engine
US6725847B2 (en) * 2002-04-10 2004-04-27 Cummins, Inc. Condensation protection AECD for an internal combustion engine employing cooled EGR
EP2330287B1 (fr) 2009-12-04 2014-02-26 Caterpillar Motoren GmbH & Co. KG Procédé et système de recirculation des gaz d'échappement

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