FI126318B - Drive system and procedure for operating the same - Google Patents

Drive system and procedure for operating the same Download PDF

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Publication number
FI126318B
FI126318B FI20135499A FI20135499A FI126318B FI 126318 B FI126318 B FI 126318B FI 20135499 A FI20135499 A FI 20135499A FI 20135499 A FI20135499 A FI 20135499A FI 126318 B FI126318 B FI 126318B
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FI
Finland
Prior art keywords
internal combustion
combustion engine
fuel
exhaust gas
air
Prior art date
Application number
FI20135499A
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Finnish (fi)
Swedish (sv)
Other versions
FI20135499A (en
Inventor
Max Eder
Thomas Seidl
Petra Steffe
Original Assignee
Man Diesel & Turbo Se
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Publication of FI20135499A publication Critical patent/FI20135499A/en
Application granted granted Critical
Publication of FI126318B publication Critical patent/FI126318B/en

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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
    • F02B73/00—Combinations of two or more engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D25/00—Controlling two or more co-operating engines
    • 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
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • 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
    • F02D19/0639—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 characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0657—Heavy or light fuel oils; Fuels characterised by their impurities such as sulfur content or differences in grade, e.g. for ships
    • 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

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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)
  • Thermal Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Exhaust Gas After Treatment (AREA)

Description

DRIVE SYSTEM AND METHOD FOR OPERATING THE SAME
The invention relates to a drive system with an internal combustion engine provided with an exhaust gas recirculation and to a method for operating such a drive system. A drive system with a large diesel engine as internal combustion engine, wherein the drive system is provided with an exhaust gas recirculation for the large diesel engine as a measure for reducing the nitric oxide emissions is known for example from DE 10 2010 003 002 A1.
The most cost-effective fuel for large diesel engines is heavy fuel oil. However, heavy fuel oil contains undesirable substances such as sulphur to a substantial degree. In the combustion process in the large diesel engine, the sulphur is converted into sulphur dioxide and/or sulphur trioxide and during the cooling down of the exhaust gas mass flow to be recirculated within the scope of an exhaust gas recirculation, further into sulphurous acid or sulphuric acid in connection with condensate. The acidic compounds that develop have a highly corrosive effect on the engine components concerned in the air supply line, which can require correspondingly high- quality (expensive) material packages and under certain conditions complicated water conditioning.
The invention is based on the object of providing a drive system and a method for operating said drive system so that a reduction of the nitric oxide emissions of the internal combustion engine which protects the engine can be realised independently on the type of the fuel combusted in the internal combustion engine.
This is achieved with a drive system according to Claim 1 and a method according to Claim 6. Further developments of the invention are defined in the respective dependent claims.
According to a first aspect of the invention, a drive system is provided with; a first internal combustion engine, which is provided for the operation with a first fuel and which has an air inlet, a second internal combustion engine, which is provided for operation with a second fuel differing from the first fuel and which has an exhaust gas outlet, and a branch-off line, which connects the exhaust gas outlet of the second internal combustion engine with the air inlet of the first internal combustion engine, so that exhaust gas emitted from the second internal combustion engine can be fed to the air inlet of the first internal combustion engine.
The invention is based on the realisation that it is substantial for the reduction of the oxidation speed of the fuel molecules and thus the lowering of the combustion temperatures and thus the nitric oxide emissions of an internal combustion engine to introduce an inert gas into the combustion chamber.
Owing to the fact that according to the invention it is not the exhaust gas of the first internal combustion engine but the exhaust gas of the second internal combustion engine which as inert gas is recirculated into the first internal combustion engine, a reduction of the nitric oxide emissions which protects the engine can be realised for the first internal combustion engine independently of the type of the fuel combusted therein, in that the second internal combustion engine is operated with a suitable (preferably low-emission) fuel.
Preferably command control means (such as for example a control valve) are provided in the branch-off line, by means of which a mass flow of the exhaust gas to be branched off via the branch-off line can be controlled or regulated.
According to an embodiment of the drive system according to the invention, an air feed train is connected to the air inlet of the first internal combustion engine, wherein the air feed train comprises an air cooler with a cooler outlet connected to the air inlet of the first internal combustion engine, and wherein the branch-off line upstream of the air flow of the air cooler is connected to the air feed train of the first internal combustion engine .
By means of this, a cooling of the exhaust gas recirculated into the first internal combustion engine via the branch-off line and thus a further lowering of the combustion temperatures and thus of the nitric oxide emissions is advantageously brought about.
According to a further embodiment of the drive system according to the invention, said drive system additionally comprises a first exhaust gas turbocharger, which has an exhaust gas turbine with a turbine inlet which is connected to an exhaust outlet of the first internal combustion engine, and a compressor with a compressor outlet, which is connected to a cooler inlet of the air cooler via a first connecting line of the air feed train, and wherein the branch-off line downstream of the air flow of the compressor is connected to the first connecting line.
Alternatively to this, the branch-off line is connected downstream of the air flow of the compressor to a compressor inlet of said compressor.
According to yet another embodiment of the drive system according to the invention, said drive system additionally comprises a second exhaust gas turbocharges, which has an exhaust gas turbine with a turbine inlet, which is connected to the exhaust gas outlet of the second internal combustion engine via a second connecting line, and a compressor with a compressor outlet, which is connected to an air inlet of the second internal combustion engine, and wherein the branch-off line upstream of the exhaust gas flow of the exhaust gas turbine is connected to the second connecting line.
Alternatively to this, the branch-off line is connected to a turbine outlet of the exhaust gas turbine downstream of the exhaust gas flow of said exhaust gas turbine .
According to yet another embodiment of the drive system according to the invention, said drive system is formed as a ship's drive system, wherein the first internal combustion engine is designed as main engine (for the propulsion of the ship), in particular as a large diesel engine to be preferably operated with heavy fuel oil, of the ship's drive system, and wherein the second internal combustion engine is designed as auxiliary, in particular as drive engine of a generator set (genset) of the ship's drive system in particular to be operated preferably with fuel gas (such as CNG, LPG or hydrogen).
According to this configuration of the invention, an operation of the main engine of the ship's drive system (with heavy fuel oil) that is optimal with respect to the fuel costs can thus be achieved while ensuring reduced nitric oxide emissions which protects the engine since the exhaust gas of the auxiliary engine operated with fuel gas and/or diesel fuel is comparatively very "clean" or low- emission (in particular low on sulphuric oxides), substantially no or only small quantities of corrosive reaction products develop during its cooling.
According to a second aspect of the invention, a method for operating a drive system according to one, a plurality or all previously described embodiments of the invention in any conceivable combination is provided, wherein the method comprises at least the following steps: operating the first internal combustion engine with the first fuel, operating the second internal combustion engine with the second fuel differing from the first fuel, branching-off of exhaust gas from the exhaust gas outlet of the second internal combustion engine, and feeding of the exhaust gas branched off the second internal combustion engine to the air inlet of the first internal combustion engine.
Owing to the fact that according to the invention, it is not the exhaust gas of the first internal combustion engine but the exhaust gas of the second internal combustion engine which is recycled as inert gas into the first internal combustion engine, a reduction of the nitric oxide emissions which protects the engine can be realised for the first internal combustion engine independently of the type of fuel combusted therein, in that that second internal combustion engine is operated with a suitable (preferably low-emission) fuel.
According to an embodiment of the method according to the invention, the first fuel has a first sulphur content, wherein the second fuel has a second sulphur content that is reduced compared with the first sulphur content.
In this way, the exhaust gas of the second internal combustion engine recirculated into the first internal combustion engine can be designed relatively in a very "clean" or low in sulphuric oxides compared with the exhaust gas of the first internal combustion engine, as a result of which substantially no or only minor quantities of corrosive reaction products develop during its cooling.
According to a further embodiment of the method according to the invention, heavy fuel oil is used as first fuel, wherein as second fuel a fuel which differs from heavy fuel oil is used.
By means of this, an operation of the first internal combustion engine with heavy fuel oil that is optimal with respect to the fuel costs can be achieved while a reduction of nitric oxide emissions which protects the engine can be ensured.
According to yet another embodiment of the method according to the invention, fuel gas or diesel fuel is used as a second fuel.
This advantageously ensures that the exhaust gas of the second internal combustion engine recirculated into the first internal combustion engine is relatively "clean" or low on emissions such as nitric oxides compared with the exhaust gas of the first internal combustion engine, as a result of which substantially no or only minor quantities of corrosive reaction products develop during its cooling.
According to yet another embodiment of the method according to the invention, the exhaust gas of the second internal combustion engine is fed to the air inlet of the first internal combustion engine with a high pressure that is present at the exhaust gas outlet of the second internal combustion engine.
Alternatively to this, the exhaust gas of the second internal combustion engine is fed to the air inlet of the first internal combustion engine with a low pressure that is reduced compared with the high pressure present on the exhaust gas outlet of the second internal combustion engine, which low pressure is preferentially an ambient pressure .
In conclusion it was recognised by the inventors that if it is not the exhaust gas for example of heavy fuel oil operated main engines but the exhaust gas for example of gas and/or diesel operated gensets that is used as inert gas the development of highly corrosive condensates can be substantially prevented. Because of this, a reduction of nitric oxide emissions of the main engine which protects the main engine can be ensured with any selectable fuel configuration.
The invention expressly extends also to such embodiments which are not realised through feature combinations from explicit references of the claims, by way of which the disclosed features of the invention - insofar as technically practical - can be combined with another as desired.
In the following, the invention is described in more detail by means of preferred embodiments and making reference to the attached figures.
Fig 1 shows a schematic view of a drive system according a first embodiment of the invention.
Fig 2 shows a schematic view of a drive system according to a second embodiment of the invention.
As is shown in Fig. 1 and Fig. 2, a drive system 1, 1' according to the invention comprises a first internal combustion engine 10, a second internal combustion engine 20, a first exhaust gas turbocharger 30 for the first internal combustion engine 10 and a second exhaust gas turbocharger 40 for the second internal combustion engine 20.
The first exhaust gas turbocharger 30 comprises an exhaust gas turbine 31 with a turbine inlet and a turbine outlet for the exhaust gas of the first internal combustion engine 10 and a compressor 32 with a compressor inlet and a compressor outlet for the charge air of the first internal combustion engine 10.
The second exhaust gas turbocharger 40 comprises an exhaust gas turbine 41 with a turbine inlet and a turbine outlet for the exhaust gas of the second internal combustion engine 20 and a compressor 42 with a compressor inlet and a compressor outlet for the charge air of the second internal combustion engine 20.
The drive system 1, 1' is designed as a ship's drive system, wherein the first internal combustion engine 10 is designed as main engine (for the propulsion of the ship) and the second internal combustion engine 20 is designed as auxiliary engine.
In detail, the first internal combustion engine 10 is preferably designed as a large diesel engine to be operated with heavy fuel oil (as a first fuel) and the second internal combustion engine 20 is preferably designed as a drive engine of a genset preferably to be operated with fuel gas and/or diesel fuel (as a second fuel differing from the first fuel).
The first internal combustion engine 10 comprises an air inlet 11 and an exhaust gas outlet 12. A first air feed train 50 is connected to the air inlet 11 of the first internal combustion engine 10 and a first exhaust gas discharge train 60 is connected to the exhaust gas outlet 12 of the first internal combustion engine 10.
The first air feed train 50 comprises an air cooler 51 with a cooler inlet and a cooler outlet for charge air to be cooled and to be fed to the first internal combustion engine 10 and a plurality of connecting lines 52, 53, 54.
The cooler outlet of the air cooler 51 of the first air feed train 50 is fluidically connected to the air inlet 11 of the first internal combustion engine 10 via a connecting line 52 of these connecting lines. The cooler inlet of the air cooler 51 of the first air feed train 50 is fluidically connected to the compressor outlet of the compressor 32 of the first exhaust gas turbocharger 30 via a connecting line 53 of these connecting lines.
The first exhaust gas discharge train 60 comprises a plurality of connecting lines 61, 62, wherein the turbine inlet of the exhaust gas turbine 31 of the first exhaust gas turbocharger 30 is fluidically connected to the exhaust gas outlet 12 of the first internal combustion engine 10 via a connecting line 61 of these connecting lines .
The second internal combustion engine 20 comprises of air inlet 21 and exhaust gas outlet 22. A second air feed train 70 is connected to the air inlet 21 of the second internal combustion engine 20 and second exhaust gas discharge train 80 is connected to the exhaust gas outlet 22 of the second internal combustion engine 20.
The second air feed train 70 comprises an air cooler 71 with a cooler inlet and a cooler outlet for charged air to be cooled and to be fed to the second internal combustion engine 20 as well as a plurality of connecting lines 72, 73, 74.
The cooler outlet of the air cooler 71 of the second air feed train 70 is fluidically connected to the air inlet 21 of the second internal combustion engine 20 via a connecting line 72 of these connecting lines. The cooler inlet of the air cooler 71 of the second air feed train 70 is fluidically connected to the compressor outlet of the compressor 42 of the second exhaust gas turbocharger 40 via a connecting line 73 of these connecting lines.
The second exhaust gas discharge train 80 comprises a plurality of connecting lines 81, 82, wherein the turbine inlet of the exhaust gas turbine 41 after second exhaust gas turbocharger 40 is fluidically connected to the exhaust gas outlet 22 of the second internal combustion engine 20 via a connecting line 81 of these connecting lines.
The drive system 1, 1' additionally comprises a branch-off line 90, 90' , which connects the exhaust gas outlet 22 of the second internal combustion engine 20 to the air inlet 11 of the first internal combustion engine 10, so that exhaust gas emitted from the second internal combustion engine 20 can be fed to the air inlet 11 of the first internal combustion engine 10. More precisely, the branch-off line 90, 90' is connected to the first air feed train 50 of the first internal combustion engine 10 upstream of the air flow of the air cooler 51.
In the branch-off line 90,90', control means in the form of a control valve 91,91' are provided, by means of which a mass flow of the exhaust gas to be branched off via the branch-off line 90,90' can be controlled or regulated .
According to the embodiment of the invention shown in Fig. 1, the branch-off line 90 in the drive system 1 is connected to the connecting line 53 connecting the compressor outlet of the compressor 32 to the cooler inlet of the air cooler 51 of the first air feed train 50 downstream of the air flow of the compressor 32 of the first exhaust gas turbocharger 30 of the first internal combustion engine 10.
In addition to this, the branch-off line 90 in the drive system 1 according to the invention shown in Fig. 1 is connected to the connecting line 81 of the second exhaust gas discharge train 80 connecting the exhaust gas outlet 22 of the second internal combustion engine 20 to the exhaust gas turbine 41 upstream of the exhaust gas flow of the exhaust gas turbine 41 of the second exhaust gas turbocharger 40 of the second internal combustion engine 20.
Control means in the form of a control valve 83 are incorporated in this connecting line 81 of the second exhaust gas discharge train 80 downstream of the exhaust gas flow of the connection of the branch-off line 90, by means of which a mass flow of the exhaust gas to be fed to the exhaust gas turbine 41 of the second exhaust gas turbocharger 40 via the connecting line 81 can be controlled or regulated.
According to the embodiment of the invention shown in Fig 2, the branch-off line 90' in the drive system 1' is connected to the compressor inlet of the compressor 32 upstream of the airflow of the compressor 32 of the first exhaust gas turbocharger 30 of the first internal combustion engine 10 via a connecting line 54 of the first air feed train 50 of the first internal combustion engine 10.
In addition to this, the branch-off line 90' in the embodiment of the drive system 1' according to the invention shown in Fig. 2 is connected to the turbine outlet of the exhaust gas turbine 41 downstream of the exhaust gas flow of the exhaust gas turbine 41 of the second exhaust gas turbocharger 40 of the second internal combustion engine 20 via a connecting line 82 of the second exhaust gas discharge train 80.
Control means in the form of control valve 83' are incorporated in this connecting line 82 of the second exhaust gas discharge train 80 downstream of the exhaust gas flow of the connection of the branch-off line 90' , by means of which a mass flow of the exhaust gas to be discharged via the connecting line 82 can be controlled or regulated.
Embodiments of a method according to the invention for operating the drive systems 1,1' shown in the Fig 1 and 2 are described in the following, wherein the method according to the invention comprises at least the following steps: operating the first internal combustion engine 10 with the first fuel, operating the second internal combustion engine 20 with the second fuel which differs from the first fuel, branching-off exhaust gas from the exhaust gas outlet 22 of the second internal combustion engine 20, and feeding the exhaust gas branch of the second internal combustion engine 20 to the air inlet 11 of the first internal combustion engine 10.
Owing to the fact that according to the invention, it is not the exhaust gas of the first internal combustion engine 10 but the exhaust gas of the second internal combustion engine 20 which is recirculated as inert gas into the first internal combustion engine 10, a reduction of the nitric oxide emissions which protects the first internal combustion engine 10 independently of the type of fuel combusted therein can be realised, in that the second internal combustion engine 20 is operated with a suitable (preferably low-emission) fuel.
According to an embodiment of the method according to the invention, the first fuel has a first sulphur content, wherein the second fuel has a second sulphur content which is reduced compared with the first sulphur content. In this way, the exhaust gas of the second internal combustion engine 20 recirculated into the first internal combustion engine 10 can be designed relatively "clean" or low in sulphuric oxide compared with the exhaust gas of the first internal combustion engine 10, as a result of which substantially no or only minor quantities of corrosive reaction products are created during its cooling.
According to a further embodiment of the method according to the invention, heavy fuel oil is used as a first fuel, wherein as a second fuel a fuel which differs from the heavy fuel oil is used. By means of this, operation of the first internal combustion engine 10 which is optimal with respect to the fuel costs using heavy fuel oil can be achieved while ensuring a reduction of nitric oxide emissions which protects the engine.
According to yet another embodiment of the method according to the invention, fuel gas or diesel fuel is used as a second fuel. This ensures in an advantageous manner that the exhaust gas of the second internal combus- tion engine 20 recirculated into the first internal combustion engine 10 is relatively "clean" or low in emissions such as sulphuric oxides compared with the exhaust gas of first internal combustion engine 10, as a result of which substantially no or only minor quantities of corrosive reaction products are created during its cooling.
According to an embodiment of the method according to the invention, which is provided for operating the drive system 1 according to Fig. 1, the exhaust gas of the second combustion engine 20 is fed to the air inlet 11 of the first internal combustion engine 10 if a high pressure which is present on the exhaust gas outlet 22 of the second internal combustion engine 20.
According to an embodiment of the method according to the invention, which is provided for operating the drive system 1' according to Fig. 2, the exhaust gas of the second internal combustion engine 20 is fed to the air inlet 11 of the first internal combustion engine 10 with a low pressure that is reduced compared with the high pressure that is present on the exhaust gas outlet 22 of the second internal combustion engine 20, which low pressure is preferably an ambient pressure.
In conclusion it must be noted according to the invention that if it is not the exhaust gas of the first internal combustion engine 10 but the low-emission exhaust gas of the second internal combustion engine 20 that is used as inert gas, the development of highly corrosive condensates are substantially prevented and thereby, with fuel configuration of the first internal combustion engine 10 being selectable as desired, a reduction of its nitric oxide emissions which protects the engine can be ensured.
LIST OF REFERENCE NUMBERS 1; 1' Drive system 10 Internal combustion engine 11 Air inlet 12 Exhaust gas outlet 20 Internal combustion engine 21 Air inlet 22 Exhaust gas outlet 30 Exhaust gas turbocharger 31 Exhaust gas turbine 32 Compressor 40 Exhaust gas turbocharger 41 Exhaust gas turbine 42 Compressor 50 Air feed train 51 Air cooler 52-54 Connecting line(s) 60 Exhaust gas discharge train 61, 62 Connecting line(s) 70 Air feed train 71 Air cooler 72-74 Connecting line(s) 80 Exhaust gas discharge train 81, 82 Connecting line(s) 83; 83' Control valve 90; 90' Branch-off line 91; 91' Control valve

Claims (7)

1. Käyttövoima]ärjestelmä, jossa on ensimmäinen polttomoottorikone (10), joka on järjestetty käytettäväksi ensimmäisellä polttoaineella ja jossa on ilman sisääntulo (11), toinen polttomoottorikone (20), joka on järjestetty käytettäväksi ensimmäisestä polttoaineesta poikkeavalla toisella polttoaineella ja jossa on pakokaasun ulostulo (22) ja haaroitusjohto (90; 90'), joka yhdistää toisen polttomoottorikoneen (20) pakokaasun ulostulon (22) ensimmäisen polttomoottorikoneen (10) ilman sisäänmenoon (11), niin että toisesta polttomoottorikoneesta (20) ulospuhallettu pakokaasu on johdettavissa ensimmäisen polttomoottorikoneen (10) ilman sisäänmenoon (11), jolloin ensimmäisen polttomoottorikoneen (10) ilman sisäänmeno (11) on yhdistetty ilmansyöttölinjaan (50), jolloin ilmansyöttölinjassa (50) on ilmanjäähdytin (51), jossa on ensimmäisen polttomoottorikoneen (10) ilman sisäänmenoon (11) yhdistetty jäähdyttimen ulostulo, ja jolloin haaroitusjohto (90; 90') ilmanjäähdyttimen (51) ilmavirtauksen ylävirran puolella on kytketty ensimmäisen polttomoottorikoneen (10) ilma-syöttölinjaan (50), jossa on lisäksi pakokaasuturboahdin (30), jossa on pakokaasuturbiini (31) ja siinä turbiinin sisääntulo, joka on yhdistetty ensimmäisen polttomoottori-koneen (10) pakokaasun ulostuloon (12), ja kompressori (32) kompressorin ulostuloineen, joka on yhdistetty ilman-syöttölinjan (50) ensimmäisellä liitosjohdolla (53) ilman-jäähdyttimen (51) jäähdytinsisääntuloon, ja jolloin haa-roitusjohto (90; 90') lauhduttimen (32) alavirran puolella on kytketty ensimmäiseen liitosjohtoon (53) tai lauhduttimen (32) ylävirran puolella lauhduttimen sisääntuloon, ja jossa on lisäksi toinen pakokaasuturboahdin (40), jossa on pakokaasuturbiini (41) ja siinä turbiinin sisääntulo, joka on yhdistetty toisella liitosjohdolla (81) toisen polttomoottorikoneen (20) pakokaasun ulostuloon (22), ja kompressori (42) kompressorin ulostuloineen, joka on yhdistetty toisen polttomoottorikoneen (20) ilman sisään-menoon (21), ja jolloin haaroitusjohto (90; 90') pakokaa- suturbiinin (41) pakokaasun ylävirran puolella on yhdistetty toiseen liitosjohtoon (81) tai pakokaasuturbiinin (41) pakokaasun alavirran puolella turbiinin sisääntuloon.A propulsion system having a first internal combustion engine (10) configured to operate on a first fuel and having an air intake (11), a second internal combustion engine (20) configured to operate on a second fuel different from the first fuel and having an exhaust outlet (10). 22) and a branch line (90; 90 ') connecting the exhaust outlet (22) of the second internal combustion engine (20) to the air inlet (11) of the first internal combustion engine (20) so that the exhaust gas discharged from the second internal combustion engine (20) the air inlet (11), the air inlet (11) of the first internal combustion engine (10) being connected to the air supply line (50), the air supply line (50) having an air cooler (51) having a radiator outlet connected to the air inlet (11) of the first , and where the branch line (90 90 ') upstream of the airflow of the air cooler (51) is connected to an air supply line (50) of a first internal combustion engine (10), further comprising an exhaust turbocharger (30) having an exhaust turbine (31) and a turbine inlet connected thereto; an exhaust outlet (12) of the machine (10), and a compressor (32) with a compressor outlet connected by a first connecting line (53) of the air supply line (50) to the radiator inlet of the air cooler (51); 90 ') downstream of the condenser (32) is connected to a first connecting conduit (53) or upstream of the condenser (32) to a condenser inlet, and further comprising a second exhaust turbocharger (40) having an exhaust turbine (41) connected thereto a second connecting line (81) to the exhaust outlet (22) of the second internal combustion engine (20), and a compressor (42) with a compressor outlet connected to the air inlet (21) of the second internal combustion engine (20), - the upstream side of the exhaust turbine (41) is connected to a second connecting line (81) or downstream of the exhaust turbine (41) to the turbine inlet. 2. Patenttivaatimuksen 1 mukainen käyttövoimajär-jestelmä, jolloin käyttövoimajärjestelmä on muodostettu laivan käyttövoimajärjestelmäksi, jolloin ensimmäinen polttomoottorikone (10) on muodostettu laivan käyttövoima-järjestelmän pääkoneeksi, ja jolloin toinen polttomoottorikone (20) on muodostettu laivan käyttövoimajärjestelmän sivukoneeksi.The propulsion system of claim 1, wherein the propulsion system is configured as a ship propulsion system, wherein the first internal combustion engine (10) is configured as the main propulsion system of the ship, and wherein the second internal combustion engine (20) is configured as a sidecar. 3. Menetelmä patenttivaatimuksen 1 mukaisen käyttövoima j ärj estelmän käyttämiseksi käsittäen: ensimmäisen polttomoottorikoneen (10) käyttämisen ensimmäisellä polttoaineella, toisen polttomoottorikoneen (20) käyttämisen ensimmäisestä polttoaineesta poikkeavalla toisella polttoaineella, pakokaasun haaroittamisen toisen polttomoottorikoneen (20) pakokaasun ulostulosta (22), ja toisesta polttomoottorikoneesta (20) haaroitetun pakokaasun johtamisen ensimmäisen polttomoottorikoneen (10) ilman sisääntuloon (11) .A method of operating a propulsion system according to claim 1, comprising: operating a first internal combustion engine (10) with a first fuel, operating a second internal combustion engine (20) with a second fuel different from the first fuel, extracting the exhaust gas from a second internal combustion engine (20); (20) introducing the branched exhaust gas into the air inlet (11) of the first internal combustion engine (10). 4. Patenttivaatimuksen 3 mukainen menetelmä, jolloin ensimmäisessä polttoaineessa on ensimmäinen rikkipitoisuus, ja jolloin toisessa polttoaineessa on ensimmäiseen polttoaineeseen verrattuna pienennetty toinen rikkipitoisuus .The method of claim 3, wherein the first fuel has a first sulfur content, and wherein the second fuel has a reduced sulfur content compared to the first fuel. 5. Patenttivaatimuksen 3 tai 4 mukainen menetelmä, jolloin ensimmäisenä polttoaineena käytetään raskasöljyä, ja jolloin toisena polttoaineena käytetään raskasöljystä poikkeavaa polttoainetta.The method of claim 3 or 4, wherein the first fuel is a heavy oil, and wherein the second fuel is a fuel other than heavy oil. 6. Jonkin patenttivaatimuksen 3-5 mukainen menetelmä, jolloin toisena polttoaineena käytetään polttokaa-sua tai dieselpolttoainetta.A method according to any one of claims 3 to 5, wherein the second fuel is fuel gas or diesel fuel. 7. Jonkin patenttivaatimuksen 3-6 mukainen menetelmä, jolloin toisen polttomoottorikoneen (20) pakokaasu johdetaan ensimmäisen polttomoottorikoneen (10) ilman sisääntuloon (11) toisen polttomoottorikoneen (20) pakokaasun ulostulossa (22) olevalla korkeapaineella tai toisen polttomoottorikoneen (20) ulostulossa (22) olevaan korkeapaineeseen nähden alennetulla matalapaineella.A method according to any one of claims 3 to 6, wherein the exhaust gas of the second internal combustion engine (20) is fed to the air inlet (11) of the first internal combustion engine (10) at high pressure at the exhaust outlet (22) of the second internal combustion engine (20) or at a reduced pressure relative to the existing high pressure.
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