Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B19/00—Engines characterised by precombustion chambers
• • C—CHEMISTRY; METALLURGY
  • C01—INORGANIC CHEMISTRY
  • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
  • C01B3/00—Hydrogen; Gaseous mixtures containing hydrogen; Separation of hydrogen from mixtures containing it; Purification of hydrogen
  • C01B3/02—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen
  • C01B3/32—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen by reaction of gaseous or liquid organic compounds with gasifying agents, e.g. water, carbon dioxide, air
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10K—PURIFYING OR MODIFYING THE CHEMICAL COMPOSITION OF COMBUSTIBLE GASES CONTAINING CARBON MONOXIDE
  • C10K1/00—Purifying combustible gases containing carbon monoxide
  • C10K1/04—Purifying combustible gases containing carbon monoxide by cooling to condense non-gaseous materials
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
  • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
  • F02D19/0668—Treating or cleaning means; Fuel filters
  • F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
• • 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
  • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
  • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
  • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
  • F02M21/0227—Means to treat or clean gaseous fuels or fuel systems, e.g. removal of tar, cracking, reforming or enriching
• • 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
  • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
  • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
  • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
  • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
• • 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
  • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
  • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
  • F02M21/06—Apparatus for de-liquefying, e.g. by heating
• • 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
  • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
  • F02M25/022—Adding fuel and water emulsion, water or steam
  • F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
  • F02M25/0222—Water recovery or storage
• • C—CHEMISTRY; METALLURGY
  • C01—INORGANIC CHEMISTRY
  • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
  • C01B2203/00—Integrated processes for the production of hydrogen or synthesis gas
  • C01B2203/02—Processes for making hydrogen or synthesis gas
  • C01B2203/0205—Processes for making hydrogen or synthesis gas containing a reforming step
  • C01B2203/0227—Processes for making hydrogen or synthesis gas containing a reforming step containing a catalytic reforming step
  • C01B2203/0244—Processes for making hydrogen or synthesis gas containing a reforming step containing a catalytic reforming step the reforming step being an autothermal reforming step, e.g. secondary reforming processes
• • C—CHEMISTRY; METALLURGY
  • C01—INORGANIC CHEMISTRY
  • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
  • C01B2203/00—Integrated processes for the production of hydrogen or synthesis gas
  • C01B2203/04—Integrated processes for the production of hydrogen or synthesis gas containing a purification step for the hydrogen or the synthesis gas
  • C01B2203/0465—Composition of the impurity
  • C01B2203/0495—Composition of the impurity the impurity being water
• • C—CHEMISTRY; METALLURGY
  • C01—INORGANIC CHEMISTRY
  • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
  • C01B2203/00—Integrated processes for the production of hydrogen or synthesis gas
  • C01B2203/06—Integration with other chemical processes
• • C—CHEMISTRY; METALLURGY
  • C01—INORGANIC CHEMISTRY
  • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
  • C01B2203/00—Integrated processes for the production of hydrogen or synthesis gas
  • C01B2203/08—Methods of heating or cooling
  • C01B2203/0872—Methods of cooling
  • C01B2203/0888—Methods of cooling by evaporation of a fluid
  • C01B2203/0894—Generation of steam
• • C—CHEMISTRY; METALLURGY
  • C01—INORGANIC CHEMISTRY
  • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
  • C01B2203/00—Integrated processes for the production of hydrogen or synthesis gas
  • C01B2203/12—Feeding the process for making hydrogen or synthesis gas
  • C01B2203/1276—Mixing of different feed components
• • 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
  • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
  • Y02P20/00—Technologies relating to chemical industry
  • Y02P20/10—Process efficiency
  • Y02P20/129—Energy recovery, e.g. by cogeneration, H2recovery or pressure recovery turbines
• • 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
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies
• • 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
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

• Internal combustion engine in particular stationary gas engine, comprising a
• the present invention relates to an internal combustion engine, in particular a stationary gas engine, comprising a combustion chamber to which a fuel from a first fuel source can be supplied via a combustion chamber conduit, a prechamber, which can be supplied with a purge gas via a purge gas conduit, wherein a purge gas mixer is provided a fuel supplied from a fuel line from the first fuel source or from a second fuel source and a syngas fed via a syngas synthesis gas are miscible and wherein a mixer outlet opens into the welligasieitung, wherein the synthesis gas is generated by a reformer, via a reformer feed a fuel from a Fuel source can be supplied and the reformer output opens into the synthesis gas line.
• the ignition of a fuel-air mixture takes place in the combustion chamber by ignition devices, the mixture ignition is usually initiated by a sparkover at the electrodes of a spark plug.
• a laser spark plug as the ignition device, in which the required ignition energy in the form of laser light is introduced into the combustion chamber.
• gas engines in which a propellant gas-air mixture is ignited, one uses the lean concept for larger combustion chamber volumes. This means that a relatively large excess of air is present, whereby at maximum power density and high efficiency of the engine, the emission of pollutants and the thermal load on the components is minimized.
• the ignition and combustion of very lean fuel-air mixtures represents a significant challenge for the development and operation of modern high-performance gas engines.
• boosters usually serve prechambers, which at the end of the Kompressionshubes highly compressed fuel-air mixture is ignited in a separated from the main combustion chamber of the cylinder relatively small side room.
• a main combustion chamber is limited by the working piston, the cylinder liner and the cylinder head base, wherein the secondary chamber (the antechamber) is connected by one or more overflow holes with the main combustion chamber.
• propellant gas during the charge cycle phase to fatten the fuel-air mixture and thus improve the combustion and combustion properties.
• a small amount of propellant gas is diverted from the propellant gas supply to the main combustion chamber and introduced via a suitable, provided with a check valve supply device in the antechamber. This amount of propellant flushes during the charge cycle the antechamber and is therefore often referred to as purge gas.
• the very lean fuel-air mixture of the main combustion chamber flows through the overflow holes in the antechamber and mixes there with the purge gas.
• the ratio of fuel to air in the mixture is given in the form of the excess air coefficient ⁇ .
• Large gas engines are usually operated lean at full load at a ⁇ of about 1, 9 to 2.0, that is, the amount of air in the mixture corresponds to about twice the stoichiometric amount of air.
• Object of the present invention is to remedy this situation and to achieve an increased life of the prechamber and arranged therein components.
• an unwanted thermal load eg hot corrosion
• This object is achieved by an internal combustion engine with the features of claim 1.
• Advantageous embodiments of the invention are indicated in the dependent claims. According to the invention, it is thus provided that a cooling device is provided for cooling the synthesis gas.
• the temperature of the prechamber supplied purge gas can be further reduced, whereby an unnecessarily high thermal load on the prechamber and the components arranged therein can be avoided.
• the cooling device has a first cooling stage and a second cooling stage connected downstream of the first cooling stage.
• the cooling device is part of a cooling circuit which also serves to cool further components of the internal combustion engine, preferably the cylinder liners and / or the cylinder heads.
• the reformer can be an autothermal chemical reactor to which a hydrocarbon-containing fuel (eg natural gas) can be fed from a fuel source to produce the synthesis gas.
• a hydrocarbon-containing fuel eg natural gas
• the fuel source for the reformer is the first fuel source or the second fuel source.
• a single source of fuel supplies both fuel for the combustion chamber and the purge gas and the fuel for the reformer.
• the supply of the fuel from a separate from the first fuel source and / or the second fuel source fuel source proves to be particularly advantageous when a very low-calorific propellant gas is used as the main fuel for the internal combustion engine.
• the use of the propellant gas of the internal combustion engine as a basis for the thermochemical conversion in the reformer would result in unfavorable combustion characteristics in the prechambers.
• high-calorific fuels for example for better storage in liquid form
• a relatively high-calorie synthesis gas with good combustion properties can be produced.
• the generation of an optimally assembled purge gas regardless of the nature of the main fuel for the internal combustion engine, allows a much better usability of very low-calorie propellant gases.
• blast furnace gas or blast furnace gases can be mentioned as the low-heating propellants.
• diesel fuel or heating oil, LPG (butane or propane) or biogenic fuels such as ethanol or methanol can be used as alternative purge gas fuels.
• At least one of the following material flows can be fed to the reformer via at least one material flow line: water and / or water vapor and / or air and / or a fuel-air mixture and / or an exhaust gas Internal combustion engine and / or the fuel.
• a reforming gas mixer can be provided, into which the material flow lines open, wherein the streams which can be fed to the reformer are miscible in the reformed gas mixer and a reform gas mixer outlet opens into the reformer feed line.
• a compressor can be provided by which the air supplied to the reformer and / or the fuel-air mixture supplied to the reformer can be compressed. It can also be provided that the air supplied to the reformer and / or the fuel-air mixture supplied to the reformer is a partial flow of the air or of the fuel-air mixture for the combustion chamber.
• a particular embodiment provides that a steam generating device is provided for generating the water vapor which can be fed to the reformer.
• the steam generating device uses an exhaust heat of the internal combustion engine or the waste heat generated during the generation of the synthesis gas for generating the steam by the steam generating device is arranged in an exhaust pipe or in the synthesis gas line.
• the heat, fuel and cooling circuits of the internal combustion engine and the pressure level of the exhaust gas of the internal combustion engine are used in such a way that for the heating of the streams before Entry into the reformer - especially for the start-up from the cold state - the exhaust heat, for the supply of carbon dioxide (C0 2 ), water (H 2 0) and oxygen (0 2 ) a part of the exhaust gas and for the re-cooling of the reformate or ., Synthesis gas, the mixture cooling water circuit are used.
• the exhaust gas of the internal combustion engine can be supplied to the reformer via a material flow line.
• This exhaust gas stream for the reformer can also be volume controlled via a corresponding material flow valve.
• the reformer, the exhaust gas is supplied before it flows through an exhaust gas turbocharger, whereby the prevailing pressure level in front of the exhaust gas turbine can be used accordingly.
• the material flow line for the exhaust gas branches off from the exhaust gas line, preferably in front of an exhaust gas turbocharger or between exhaust gas turbines of an exhaust gas turbocharger of the internal combustion engine.
• multi-stage exhaust gas turbochargers - for example with two exhaust gas turbines - can therefore be provided that the exhaust gas is removed between the two exhaust gas turbines and thus has the prevailing pressure level there. But it is of course also possible to remove the exhaust gas after it flows through the exhaust gas turbocharger and supply the reformer. In this case, the exhaust gas has a lower pressure level than before the exhaust gas turbocharger or between the exhaust gas turbines of the exhaust gas turbocharger.
• an exhaust gas filter is arranged in the material flow line for the exhaust gas. This has a positive effect on the service life of the catalyst surface of the reformer.
• exhaust gas is usually composed of the components water vapor of about 11% by volume, carbon dioxide (CO2) of about 5% by volume and oxygen (0 2 ) of about 10% by volume. The rest are nitrogen (N 2 ) and other trace components.
• CO2 carbon dioxide
• N 2 nitrogen
• the combustion behavior of the internal combustion engine can be influenced. With a higher proportion of exhaust gas combustion in the pre-chamber is cooler and the ignition pulse in the combustion chamber weaker. Thus, for example, increases the burning time and increases the knock resistance at the expense of a slightly poorer efficiency of the internal combustion engine and the maximum cylinder pressure can be reduced.
• the fuel quantity supplied to the reformer is about 1 to 2% by volume of the total fuel quantity of the internal combustion engine.
• the amount of exhaust gas supplied to the reformer may be about 3 times to 5 times that of the gas volume flow.
• exhaust gas also has chemical advantages in addition to the energetic ones, so that, ideally, the use of exhaust gas makes it possible to dispense with a separate metering in of steam.
• the cooling device is followed by a Kondensatabscheidevorraum. After a recooling of the synthesis gas to, for example, 45 ° C., a condensate, preferably water, accumulating in the condensate separation device can be traceable to the reformer via a condensate line.
• the condensate can be injected directly under pressure into the reformer or a reform gas mixer or in a material flow line for the exhaust gas of the internal combustion engine or introduced after evaporation as steam in the reformer or the reforming gas mixer or in a material flow line for the exhaust gas of the internal combustion engine become.
• the waste heat arising during the generation of the synthesis gas or the waste heat of the internal combustion engine, for example the exhaust gas waste heat can be used.
• the quantities of the material flows to be supplied to the reformer or the reform gas mixer can be conveyed via corresponding mass flow valves and the fuel to be supplied to the purge gas or the purge gas mixer or methane contained therein ( CH 4 ) are adjusted via a purge gas fuel valve, for example via a corresponding control or regulating device.
• a change in the corresponding mass flow and purge gas fuel quantities can also be made by an existing engine management system. This allows adjustment and regulation of the composition of the purge gas according to engine operating parameters by controlling the reformer on the material flow rates of the streams and thus reforming the optimum amount of the fuel and subsequent mixture of synthesis gas with non-reformed fuel.
• Such adjustment and regulation of a suitable composition of the purge gas which is dependent on an operating parameter of the internal combustion engine (eg engine load), enables, among other things, optimization of engine operation with regard to efficiency, optimization of engine operation with regard to emissions and minimization of energy losses due to the high temperatures in the reformer (exothermic reforming reaction).
• this can be achieved that in the reformer only that amount of hydrogen (H 2 ) is produced, which is necessary for optimum purge gas properties.
• H 2 hydrogen
• optimum and economical operation can be ensured even in fluctuating operating states of the internal combustion engine and partial load cases.
• this can be used to react to changes in engine operation (eg partial load) and thereby achieve minimum nitrogen oxide (NO x ) emissions while minimizing soot and total hydrocarbon emissions (THC).
• the composition of the purge gas can be adjusted so that it has a hydrogen content of 10 - 35 vol .-% and a methane content of 10 - 35 vol .-%.
• the hydrogen and methane content in the purge gas may also be in an analytical function to an operating parameter of the internal combustion engine (eg engine load) and the fuel composition.
• sensors for hydrogen and / or carbon monoxide and / or carbon dioxide can be present at sensors at suitable measurement points in the internal combustion engine installation known to the person skilled in the art.
• the volume flows of the material streams to the reformed gas mixer and to the purge gas mixer can be measured at suitable locations with suitable measuring devices.
• the gas composition of the synthesis gas can be measured with gas sensors at the reformer outlet and used for metering the material flows to be fed to the reformer as a function of an operating parameter of the internal combustion engine (eg engine load).
• the synthesis gas and purge gas compositions may also be over the measured volume flows of the streams and the known operating characteristics of the reformer can be calculated.
• the purge gas must be brought to the appropriate boost pressure, for example 3 to 4.5 bar (g), ie 3 to 4.5 bar overpressure with respect to the atmospheric pressure of approximately 1 bar.
• the material streams e.g., water, air, fuel-air mixture, water vapor, exhaust gas, fuel
• At least one purge gas heating device is provided for heating the purge gas.
• Preheating of the purge gas may also be accomplished using engine waste heat (e.g., exhaust, engine cooling water) or using the syngas heat.
• a partial flow of the purge gas can be supplied to the combustion chamber via a partial flow line which opens into the combustion chamber conduit. This is particularly advantageous if a regulation of the amount of purge gas is carried out via a bypass.
• a regulation of the amount of purge gas is carried out via a bypass.
• a desulphurisation device can be provided for desulfurizing the fuel. This has a positive effect on the service life of the catalyst surface of the reformer.
• FIG. 2a shows another embodiment of a proposed internal combustion engine with air and water vapor streams for the reformer
• Fig. 2b is a schematic detail of a reformer with preheating of the entire mass flow mixture for the reformer and
• Fig. 3 shows another embodiment of a proposed internal combustion engine with a steam generating device in an exhaust pipe of the internal combustion engine and supply of fuel-air mixture to the reformer.
• the combustion chamber 1 shows an internal combustion engine 1 with a combustion chamber 2 and an antechamber 5, which is assigned to the combustion chamber 2 and serves as an ignition amplifier for the combustion chamber 2.
• the combustion chamber 2 is supplied via a combustion chamber line 3, a fuel Bi from a first fuel source 4.
• the first fuel source 4 may be a natural gas supply (eg natural gas pipeline).
• the fuel B ⁇ for the combustion chamber 2 is mixed in this example in a main flow mixer 29 with ambient air L to a fuel-air mixture and passed through an exhaust gas turbocharger 25.
• the exhaust-gas turbocharger may have one or two compressor stages 25a, 25b (indicated by dashed lines), which are connected via one shaft (indicated by dashed lines) to one or two exhaust-gas turbines 25a ', 25b' in the exhaust gas line 23 of the internal combustion engine 1.
• the fuel-air mixture is passed through two main flow cooling stages 30a and 30b to allow the To cool the fuel-air mixture and thus to improve the combustion properties in a known manner.
• a purge gas S is introduced via a purge gas line 6.
• This purge gas S comprises a fuel B 2 and a synthesis gas R, which is generated in a reformer 1 1.
• a purge gas mixer 7 the synthesis gas R and via a fuel line 8 of the fuel B 2 is introduced and mixed via a synthesis gas line 9.
• the mixer outlet 10 opens into the purge gas line 6.
• the fuel B 2 which is introduced via the fuel line 8 in the purge gas mixer 7, for example, from the first fuel source 4 and / or a separate second fuel source 4 'originate.
• the reformer 11 is supplied with a fuel B 3 via a reformer feed line 12 for the reforming process.
• the reformer feed line 12 is preceded by a reform gas mixer 26 into which a plurality of material streams can be supplied and mixed via material flow lines 20a, 20e, 20f.
• the fuel B 3 is thus supplied to the reformed gas mixer 26 via the material flow line 20f here.
• the desulfurization reduces the deactivation of the catalyst and thus increases the life of the catalyst.
• the optional desulfurization device 32 is indicated by dashed lines in the material flow line 20f.
• the desulfurized fuel B 3 with the other streams of water W and exhaust A, which can be supplied via the Stoffstromtechnischen 20 a and 20 e, are mixed.
• the reformer gas mixer outlet 27 then flows into the reformer feed line 12.
• the streams of material which can be fed to the reform gas mixer 26 in addition to the fuel B 3 are water W which can be supplied to the reformed gas mixer 26 via the material flow line 20a and a partial stream of the exhaust gas A of the internal combustion engine 1 which is filtered according to an optional (dashed line) filtering Exhaust filter 31 can be supplied to the reformed gas mixer 26 via the material flow line 20e.
• a partial flow of the exhaust gas A for example, at a pressure of 4 bar (g) and a temperature of 500 ° C at the 1
• Material flow line may lie 20e, both the favorable for a reforming chemical composition of the exhaust gas A and its pressure and temperature level can be used for the reforming advantageous.
• the material flow line branches off 20e for the exhaust gas A from the exhaust pipe 23, preferably in front of an exhaust gas turbocharger 25 or between exhaust gas turbines 25a ', 25b' of an exhaust gas turbocharger 25 of the internal combustion engine 1. It can also be provided that the exhaust gas A is diverted to the exhaust gas turbines 25a ', 25b' of the exhaust gas turbocharger 25.
• the exhaust gas A is removed in front of the exhaust gas turbocharger 25 and thus at a pressure level of, for example, 4 bar (g), the alternative options are indicated by dashed lines.
• a division of the fuel may preferably be such that 99% of the fuel the fuel source 4 for the fuel Bi and 1% of the fuel for the fuel B 2 and the fuel B 3 are used.
• the fuel source 4 may be a natural gas source providing a natural gas with a pressure greater than 4 bar (g), and the distribution of this natural gas flow may be accomplished with the aid of suitable dosing or control valves 39a, 39b known in the art.
• the reformer 1 1 in the example shown is an autothermal reformer, which provides a hydrogen-enriched synthesis gas R at its reformer outlet 14.
• This synthesis gas R has at the reformer exit 14 typically at a temperature of 500 ° C to 900 ° C.
• a arranged in the synthesis gas line 9 heat exchanger 13 can be used to use this high temperature of the synthesis gas R.
• the heat exchanger 13 can be used to heat the feed streams fed to the reform gas mixer 26 or the entire mass flow mixture which is fed to the reformer 11 after the reform gas mixer 26 via the reformer feed line 12.
• the synthesis gas R heat energy is removed in the heat exchanger 13
• the heat exchanger 13 can also be regarded as a cooling device according to the invention.
• the material flows supplied to the reform gas mixer 26 can also be conveyed via other heat exchange devices of the internal combustion engine 1 to be preheated.
• the engine waste heat eg exhaust gas heat
• the synthesis gas R is guided in the embodiment shown after the heat exchanger 13 by a cooling device 15, which in this example comprises a first cooling stage 15a and a second cooling stage 15b.
• the cooling device 15 in this embodiment part of a cooling circuit 16, which also serves to cool other components of the internal combustion engine 1.
• the main flow cooling stages 30a and 30b are part of the cooling circuit 6.
• the cooling energy required for this purpose can be provided, for example, via cooling water (for example well water cooling) or a refrigerating machine.
• the cooling device 15 is a Kondensatabscheidevorraum 17 downstream, controlled in the condensate K from the synthesis gas R. can be deposited.
• the resulting in the Kondensatabscheidevoriques 17 condensate K can be recycled via a condensate line 18 back to the reformer 1 1.
• the condensate line 18 opens into the material flow line 20a through which water W can be introduced into the reformed gas mixer 26.
• the condensate K in the form of water is injected into the reformed gas mixer 26 or the material flow line 20e for the exhaust gas A of the internal combustion engine 1 after an increase in pressure in a condensate pump 35 via the material flow line 20a directly or via an optional evaporator 36 (indicated by dashed lines).
• heat from the exhaust gas A or the synthesis gas R can be used for the evaporation.
• a purge gas compressor 19 is provided in the purge gas line 6.
• purge gas S arranged in the purge gas line 6 can be heated before being introduced into the prechamber 5.
• a purge gas buffer 28 is arranged in the purge gas line 6 in this example.
• a partial flow of the purge gas S via a partial flow line 37, which opens into the combustion chamber conduit 3, the combustion chamber 2 can be fed.
• a regulation of the amount of purge gas is to take place via a bypass, which is formed by the partial flow line 37.
• a corresponding flow control device 38 can be used for controlling this bypass purge gas amount.
• air and water vapor can also be supplied to the reform gas mixer 26 as separate material streams.
• This variant is shown schematically in FIG. 2a.
• ambient air L is compressed in a compressor 21 and fed to the reformed gas mixer 26 via the material flow line 20c.
• Water W is converted into steam D in a steam generating device 22 and this water vapor D is supplied to the reformed gas mixer 26 via the material flow line 20b.
• Fig. 2b shows schematically a detailed representation of a reformer 1 1 of FIG. 2a.
• a heat utilization of the synthesis gas heat takes place in such a way that the heat removed from the synthesis gas R by a heat exchanger 13 is used to preheat the entire mass flow mixture which is present at the reformed gas mixer outlet 27.
• the reformer feed line 12 is guided through the heat exchanger 3 and thus heats the material flow mixture flowing through the reformer feed line 12.
• the heat exchanger 13 thus undergoes a double use, since on the one hand the synthesis gas R cooled on the one hand and the other part, the entire material flow mixture for the reformer 1 1 is preheated.
• the compressed fuel-air mixture G which bears against the combustion chamber conduit 3 for the combustion chamber 2 of the internal combustion engine 1, can also be supplied to the reform gas mixer 26.
• This example is shown schematically in FIG.
• a partial flow of the compressed for the combustion chamber 2 of the internal combustion engine 1 fuel-air mixture G is supplied to the reformed gas mixer 26 via the material flow line 20d.
• a steam generating device 22 is arranged in the exhaust pipe 23 of the internal combustion engine 1 and thus makes use of the exhaust heat of the internal combustion engine 1 use.
• the high temperature of the synthesis gas R could be used after the reformer 1 1 using the heat exchanger 13.
• the waste heat of the heat exchanger 13 can also generally be used for preheating the material flows to be fed to the reformer 11 or the reform gas mixer 26, for preheating the purge gas S for reducing the relative humidity, or for integration into heat utilization of the gas engine plant (eg district heating integration).
• an integration of the sensible heat and the heat of condensation from the synthesis gas cooling by means of heat exchanger 13 and / or cooling device 15 into the engine cooling water circuits can take place in the sense of an economic waste heat utilization of the entire system. This can be done in several stages, for example, by integration into the engine cooling water system for waste heat utilization and / or additional integration into the cooling water circuit of the mixture cooling.
• a change in the corresponding mass flow and purge gas fuel quantities can also be made by a motor control or - regulation.
• This enables an adjustment and regulation of the composition of the purge gas S as a function of at least one engine operating parameter by control of the reformer 1 1 via the material flow amounts of the material flows W, D, L, G, A, B 3 and reforming of the optimal quantity of fuel B 3 and subsequent mixing of the synthesis gas R produced in the reformer 1 1 with non-reformed fuel B 2 .
• Such a setting and regulation of a suitable composition of the purge gas S dependent on an operating parameter of the internal combustion engine 1 eg engine load
• this makes it possible to achieve minimal nitrogen oxide emissions (NO x ) while simultaneously minimizing soot and total hydrocarbon emissions (THC).
• gas engine system exhaust gas, fuel, fuel-air mixture, cooling water
• gas engine-reformer unit By using existing plant components and appropriate process engineering interconnection, an efficient overall system can be achieved. By an optimized interconnection of the material and energy flows of the internal combustion engine and the reformer unit as economical as possible operation of the entire system can be made possible.

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