JP2010275954A - Internal combustion engine with denitration part - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine with a denitration part reducing NOx discharged from the internal combustion engine and effectively using the energy of consumed fuel. <P>SOLUTION: The internal combustion engine is provided with: a combustion chamber 2 supplied with air and the fuel, generating rotation driving force and discharging exhaust gas; a supercharger 5 driven by the exhaust gas discharged from the combustion chamber 2 and supercharging air to be supplied to the combustion chamber 2; the denitration part 7 having a catalyst reducing nitrogen oxides contained in the exhaust gas discharged from the supercharger 5; and a burner part 4 injecting fuel to the exhaust gas and burning it between the combustion chamber 2 and the supercharger 5. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an internal combustion engine with a denitration unit that is particularly suitable for application to a two-cycle low-speed diesel engine.

With the recent increase in interest in environmental conservation, it is necessary to reduce nitrogen oxides (hereinafter referred to as “NOx”) contained in exhaust gas discharged from main engines in ships, for example, two-cycle low-speed diesel engines. Has occurred. In order to reduce NOx, a method of passing exhaust gas of a diesel engine through a denitration catalyst is generally known (see, for example, Patent Documents 1 and 2).
Here, as the denitration catalyst, a catalyst based on a selective reduction method (SCR method) in which ammonia or the like is reduced to nitrogen using a reducing agent is generally used.

Japanese Patent Publication No. 07-006380 JP 05-288040 A

However, in the case of the two-cycle low-speed diesel engine as described above and provided with a supercharger turbine, the temperature of the exhaust gas discharged from the supercharger turbine is 300 ° C. or less.
In general, the reduction reaction of NOx in the denitration catalyst is preferably performed at a temperature higher than 300 ° C. to 320 ° C. When exhaust gas having a temperature lower than this is passed through the denitration catalyst, the denitration catalyst deteriorates in a short time, There has been a problem that the NOx reduction effect becomes low.

  In order to solve the above-mentioned problem, a denitration catalyst is arranged between the two-cycle low-speed diesel engine and the turbocharger turbine, in other words, a denitration catalyst is arranged on the upstream side of the inlet of the supercharger turbine. There is known a method of introducing high-temperature exhaust gas before the temperature is lowered to the catalyst.

  However, if a denitration catalyst is placed upstream of the inlet of the turbocharger turbine, the denitration catalyst has a heat capacity and acts as a buffer, so the load fluctuates transiently when the diesel engine is started or stopped. In this case, there has been a problem that the rotational speed of the turbocharger turbine does not follow the load fluctuation or is delayed.

On the other hand, a denitration catalyst is disposed on the downstream side of the turbocharger turbine, and a burner for combusting fuel is disposed between the turbocharger turbine and the denitration catalyst, and the temperature of the exhaust gas introduced into the denitration catalyst is adjusted. A way to raise is also conceivable.
However, since the energy of the fuel burned in the burner is used only for increasing the temperature of the exhaust gas and discharged outside the system without being recovered, there is a problem that it is not used effectively.

  The present invention has been made to solve the above-described problems, and is intended to reduce NOx discharged from an internal combustion engine and to effectively use the energy of consumed fuel, and an internal combustion engine with a denitration unit. The purpose is to provide an institution.

In order to achieve the above object, the present invention provides the following means.
The internal combustion engine with a denitration part of the present invention receives a supply of air and fuel to generate a rotational driving force, and is driven by a combustion chamber that discharges exhaust gas and the exhaust gas discharged from the combustion chamber, A supercharger that supercharges air supplied to the combustion chamber, a denitration unit having a catalyst that reduces nitrogen oxides contained in exhaust gas discharged from the supercharger, the combustion chamber, and the supercharger And a burner section for injecting fuel into the exhaust gas and burning it.

  According to the present invention, the temperature of the exhaust gas before flowing into the supercharger is increased by burning the fuel in the burner section. Thereby, compared with the case where the burner part is not provided, the temperature of the exhaust gas which flows out after exhaust gas drives a supercharger becomes high. Therefore, the temperature of the catalyst in the denitration part into which the exhaust gas flows is also increased, and the deterioration of the catalyst is prevented.

  Furthermore, compared with a method of arranging a burner part between the supercharger and the denitration part, increasing the temperature of the exhaust gas flowing out from the supercharger and flowing the heated exhaust gas into the denitration part, Heated exhaust gas flows into the turbocharger, and a part of the energy of the exhaust gas is used for supercharging the air supplied to the combustion chamber by the turbocharger, so the energy of the consumed fuel is effective Used for

  In the above invention, it is desirable that a control unit is provided that controls the flow rate of the fuel supplied to the burner unit based on at least the temperature of the exhaust gas flowing into the denitration unit.

  According to the present invention, the temperature of the catalyst in the denitration part is adjusted within a predetermined range by controlling the flow rate of the fuel supplied to the burner part based on the temperature of the exhaust gas flowing into the denitration part.

  That is, when the temperature of the exhaust gas flowing into the denitration unit is low, the flow rate of the fuel supplied to the burner unit is increased, and the temperature of the exhaust gas before flowing into the supercharger is made higher. Therefore, the temperature of the exhaust gas that flows out after driving the supercharger and flows into the denitration unit increases, and the temperature of the catalyst increases.

  On the other hand, when the temperature of the exhaust gas flowing into the denitration unit is high, the flow rate of the fuel supplied to the burner unit is reduced, and the temperature of the exhaust gas before flowing into the supercharger is lowered. Therefore, the temperature of the exhaust gas that flows out after driving the supercharger and flows into the denitration unit is lowered, and the temperature of the catalyst is lowered.

  In the said invention, it is desirable to provide the electric power generation part which drives with the said supercharger and produces electric power.

According to the present invention, by generating power by driving the power generation unit with the supercharger, a part of the energy of the heated exhaust gas is used for supercharging the air supplied to the combustion chamber by the supercharger. As it is used, it is recovered as electrical energy.
In other words, a part of the rotational driving force generated in the supercharger into which the exhaust gas has flowed is used for power generation, and the rest is used for air supercharging.

  In the above invention, a power generation unit that is driven by the supercharger and generates power is provided, and the control unit further generates a power generation amount in the power generation unit based on a flow rate and pressure of air supplied to the combustion chamber. It is desirable to control.

  According to the present invention, by controlling the power generation amount in the power generation unit based on the flow rate and pressure of air supplied to the combustion chamber, power generation and air out of the rotational driving force generated in the supercharger. The rate used for supercharging is controlled. Therefore, the flow rate and pressure of the air supplied to the combustion chamber are controlled within a predetermined flow rate range and a predetermined pressure range.

  That is, when the flow rate and pressure of the air supplied to the combustion chamber are lower than the predetermined flow rate range and the predetermined pressure range, the power generation amount in the power generation unit is reduced, and the rotational driving force used for air supercharging is reduced. The rate is increased. For this reason, the flow rate and pressure of the air supplied to the combustion chamber increase, and become within a predetermined flow rate range and a predetermined pressure range.

  On the other hand, when the flow rate and pressure of the air supplied to the combustion chamber exceed the predetermined flow rate range and the predetermined pressure range, the power generation amount in the power generation unit is increased, and the rotational drive used for supercharging the air The proportion of power is reduced. Therefore, the flow rate and pressure of air supplied to the combustion chamber are reduced, and the flow rate and pressure of air supplied to the combustion chamber are within a predetermined flow rate range and a predetermined pressure range.

  In the above invention, the exhaust gas branched from between the combustion chamber and the supercharger is led, and a power generation turbine section that generates power based on the led exhaust gas is supplied to the power generation turbine section. It is preferable that an adjusting unit for adjusting the flow rate of the exhaust gas is provided.

  According to the present invention, a part of the exhaust gas is led from the combustion chamber to the power generation turbine section and power is generated, so that a part of the energy of the exhaust gas is excess of the air supplied to the combustion chamber by the supercharger. In addition to being used for supply, it is recovered as electrical energy.

  Further, by adjusting the flow rate of the exhaust gas led from the combustion chamber to the power generation turbine unit by the adjusting unit, the exhaust gas used for supercharging of the air out of the exhaust gas discharged from the combustion chamber and used for power generation The ratio with the exhaust gas is adjusted.

  The branching of the exhaust gas may be performed before the exhaust gas is heated by the burner part, or may be performed after the heating, and is not particularly limited.

  In the above invention, the exhaust gas branched from between the combustion chamber and the supercharger is led, and a power generation turbine section that generates power based on the led exhaust gas is supplied to the power generation turbine section. And an adjustment unit for adjusting the flow rate of the exhaust gas. The control unit further controls the flow rate of the exhaust gas in the adjustment unit based on the flow rate and pressure of air supplied to the combustion chamber. It is desirable to do.

  According to the present invention, the exhaust gas discharged from the combustion chamber is adjusted by adjusting the flow rate of the exhaust gas guided from the combustion chamber to the power generation turbine section based on the flow rate and pressure of the air supplied to the combustion chamber. The ratio between the exhaust gas used for air supercharging and the exhaust gas used for power generation is adjusted, and the flow rate and pressure of air supplied from the supercharger to the combustion chamber are within a predetermined flow range and Control within the pressure range.

  In the above invention, a part of the exhaust gas is branched from between the combustion chamber and the burner part, and flows between the supercharger and the denitration part, and the exhaust gas flowing through the bypass part It is desirable that an adjusting unit for adjusting the flow rate of the

  According to the present invention, a part of the exhaust gas discharged from the combustion chamber flows into the bypass flow path, and the remaining exhaust gas is heated by the combustion of the fuel in the burner portion and then flows into the supercharger. Part of the exhaust gas that has flowed into the bypass channel flows into the denitration unit together with the exhaust gas that has flowed out of the supercharger. Therefore, compared with a method in which a part of the exhaust gas is not bypassed, when the exhaust gas is heated to a predetermined temperature, the amount of fuel burned in the burner portion is reduced. Furthermore, the rotation speed of the supercharger is adjusted by adjusting the flow rate of the exhaust gas flowing into the supercharger.

  In the above invention, a part of the exhaust gas is branched from between the combustion chamber and the burner part, and flows between the supercharger and the denitration part, and the exhaust gas flowing through the bypass part It is desirable that the control unit further controls the power generation amount in the power generation unit based on the flow rate and pressure of air supplied to the combustion chamber.

  According to the present invention, by controlling the flow rate of the exhaust gas in the adjustment unit based on the flow rate and pressure of the air supplied to the combustion chamber, supercharging of the air out of the exhaust gas discharged from the combustion chamber can be achieved. The ratio between the exhaust gas used and the exhaust gas flowing into the bypass flow path is adjusted so that the flow rate and pressure of the air supplied from the supercharger to the combustion chamber are within a predetermined flow rate range and a predetermined pressure range. Be controlled.

  That is, when the flow rate and pressure of the air supplied to the combustion chamber are lower than the predetermined flow rate range and the predetermined pressure range, the exhaust gas flow rate in the adjustment unit is reduced. Therefore, the flow rate of the exhaust gas heated by the burner unit and flowing into the supercharger increases, and the rotation speed of the supercharger increases, so the flow rate of air supercharged by the supercharger increases and the pressure increases. . As a result, the flow rate and pressure of the air supplied to the combustion chamber increase and become within a predetermined flow rate range and a predetermined pressure range.

  On the other hand, when the flow rate and pressure of the air supplied to the combustion chamber exceed the predetermined flow rate range and the predetermined pressure range, the exhaust gas flow rate in the adjustment unit is increased. Therefore, the flow rate of the exhaust gas heated by the burner unit and flowing into the supercharger is reduced, and the rotational speed of the supercharger is reduced, so that the flow rate of air supercharged to the supercharger is reduced and the pressure is reduced. . As a result, the flow rate and pressure of the air supplied to the combustion chamber are reduced to be within a predetermined flow rate range and a predetermined pressure range.

According to the internal combustion engine with a denitration part of the present invention, the temperature of the exhaust gas flowing into the denitration part is increased by injecting fuel into the exhaust gas and burning it between the combustion chamber and the supercharger. As a result, the temperature of the catalyst in the part can be increased, and the NOx exhausted from the internal combustion engine can be reduced.
Further, by raising the temperature of the exhaust gas before flowing into the supercharger, a part of the energy of the exhaust gas is used for supercharging the air supplied to the combustion chamber by the supercharger. It is possible to effectively use the energy of the fuel to be used.

It is a mimetic diagram explaining composition of an internal combustion engine with a NOx removal part concerning a 1st embodiment of the present invention. It is a block diagram explaining the structure of the control part of FIG. It is a schematic diagram explaining the structure of the internal combustion engine with a NOx removal part which concerns on the 2nd Embodiment of this invention. It is a block diagram explaining the structure of the control part of FIG. It is a schematic diagram explaining the structure of the internal combustion engine with a NOx removal part which concerns on the 3rd Embodiment of this invention. It is a block diagram explaining the structure of the control part of FIG.

[First Embodiment]
Hereinafter, an internal combustion engine according to a first embodiment of the present invention will be described with reference to FIGS. 1 and 2.
FIG. 1 is a schematic diagram illustrating the configuration of an internal combustion engine with a denitration unit according to the present embodiment. FIG. 2 is a block diagram illustrating the configuration of the control unit in FIG.
In the present embodiment, an explanation will be given by applying the internal combustion engine (internal combustion engine with a denitration unit) 1 of the present invention to a two-cycle low-speed diesel engine mainly used as a main engine of a ship.

  As shown in FIGS. 1 and 2, the internal combustion engine 1 includes a cylinder portion 2C, a piston portion 2P, an exhaust collecting portion 3, a burner portion 4, a supercharger 5, a power generation portion 6, and a denitration portion. 7 and a control unit 8 are mainly provided.

The cylinder portion 2 </ b> C and the piston portion 2 </ b> P constitute the combustion chamber 2.
As shown in FIG. 1, the combustion chamber 2 is connected to an intake pipe 21 that is supplied with air supercharged by the supercharger 5 and an exhaust pipe 22 that discharges exhaust gas generated by fuel combustion. Further, a fuel nozzle (not shown) that ejects fuel into the combustion chamber 2 is provided in the cylinder portion 2C.
An exhaust valve 23 for opening and closing the opening is disposed at the opening of the exhaust pipe 22 with respect to the combustion chamber 2.

  In addition, as a structure of cylinder part 2C and piston part 2P, the structure of a well-known 2 cycle low speed diesel engine can be used, and it does not specifically limit.

The exhaust collecting portion 3 is a flow path into which exhaust gases discharged from the plurality of combustion chambers 2 through the exhaust pipes 22 flow, and is a portion where these exhaust gases merge.
As shown in FIG. 1, a plurality of exhaust pipes 22 and one first exhaust flow path 31 are connected to the exhaust collecting portion 3, and a burner portion 4 is provided.

  The first exhaust passage 31 is a passage connecting the exhaust collecting portion 3 and the supercharger 5, and guides exhaust gas from the exhaust collecting portion 3 to the supercharger 5.

The burner unit 4 jets fuel into the exhaust collecting unit 3 and burns it to increase the temperature of the exhaust gas.
As shown in FIG. 1, the burner portion 4 is provided with a nozzle portion 41 and a fuel adjustment valve 42.

The nozzle part 41 ejects the supplied fuel toward the inside of the exhaust collecting part 3.
The fuel adjustment valve 42 is a flow rate adjustment valve that adjusts the flow rate of the fuel supplied to the nozzle unit 41. As shown in FIGS. 1 and 2, the fuel adjustment valve 42 is based on a control signal input from the control unit 8. The flow rate is adjusted.
In addition, as a structure of the nozzle part 41 and the fuel control valve 42, a well-known thing can be used and it does not specifically limit.

The supercharger 5 generates rotational driving force using energy such as heat energy of exhaust gas, and supercharges air supplied to the combustion chamber 2 using at least a part of the rotational driving force. It is.
As shown in FIG. 1, the supercharger 5 is connected with a first exhaust passage 31 and a second exhaust passage 51 through which exhaust gas flows, and an intake pipe 21 through which supercharged air flows. Furthermore, a power generation unit 6 that is rotationally driven by the supercharger 5 is provided.
In addition, as a supercharger 5, a well-known supercharger can be used and it does not specifically limit.

  The second exhaust flow path 51 is a flow path that connects the supercharger 5 and the denitration unit 7, and guides exhaust gas from the supercharger 5 to the denitration unit 7.

The power generation unit 6 is rotationally driven by the supercharger 5 to generate power, and the power generation amount is controlled based on a control signal input from the control unit 8 as shown in FIG.
In addition, as a structure of the electric power generation part 6, a well-known thing can be used and it does not specifically limit.

The denitration unit 7 reduces NOx contained in the exhaust gas, and has a catalyst for reducing NOx inside.
In addition, as a catalyst which reduces NOx, a well-known catalyst can be used and it does not specifically limit.
As shown in FIG. 1, a second exhaust passage 51 through which exhaust gas flows and a third exhaust passage 71 are connected to the denitration unit 7. The third exhaust passage 71 is a passage that guides the exhaust gas flowing out from the denitration unit 7 to the outside.

As shown in FIGS. 1 and 2, the control unit 8 controls the fuel adjustment valve 42 and the power generation unit 6.
The control unit 8 receives the exhaust gas temperature measured by the exhaust gas temperature sensor 52, the air flow rate measured by the air flow sensor 24, and the air pressure measured by the air pressure sensor 25. Yes. On the other hand, the control unit 8 outputs a control signal for controlling the opening degree of the fuel control valve 42 and a control signal for controlling the power generation amount in the power generation unit 6.

The exhaust gas temperature sensor 52 is a temperature sensor disposed in the second exhaust flow path 51, and is a sensor that measures the temperature of the exhaust gas that flows out of the supercharger 5 and flows into the denitration unit 7.
The air flow rate sensor 24 is a flow rate sensor disposed in the intake pipe 21, and is a sensor that measures the flow rate of air that is supercharged by the supercharger 5 and that is supplied to the combustion chamber 2.
The air pressure sensor 25 is a pressure sensor disposed in the intake pipe 21, and is a sensor that measures the pressure of the air supercharged by the supercharger 5 and supplied to the combustion chamber 2.

Next, an outline of operation in the internal combustion engine 1 having the above-described configuration will be described.
When the internal combustion engine 1 is operated, as shown in FIG. 1, exhaust gas is generated in the combustion chamber 2, and the exhaust gas is discharged from the combustion chamber 2 to the exhaust collecting portion 3 through the exhaust pipe 22.
The fuel is ejected from the nozzle part 41 of the burner part 4 into the exhaust collecting part 3 to burn the fuel. The exhaust gas inside the exhaust collecting part 3 is heated by the heat generated when the fuel burns, and the temperature rises.

  The heated exhaust gas is supplied to the supercharger 5 via the first exhaust flow path 31, and rotationally drives an exhaust turbine (not shown) of the supercharger 5. A compressor (not shown) disposed coaxially with the exhaust turbine is rotationally driven together with the exhaust turbine, thereby sucking air from the outside and increasing the pressure. In other words, supercharge the air. The supercharged air is supplied to the combustion chamber 2 through the intake pipe 21.

  On the other hand, the exhaust gas that has rotationally driven the exhaust turbine of the supercharger 5 has a temperature that decreases in response to the energy lost by rotationally driving the exhaust turbine. It flows out to the second exhaust passage 51.

  The exhaust gas flowing into the second exhaust flow channel 51 flows into the denitration unit 7 and comes into contact with the catalyst, so that NOx contained in the exhaust gas is reduced. Thereafter, the exhaust gas is discharged to the outside from the denitration unit 7 through the third exhaust flow path 71.

Next, control of the fuel control valve 42 and the power generation unit 6 by the control unit 8 will be described.
A control signal for the exhaust gas temperature flowing into the denitration unit 7 measured by the exhaust gas temperature sensor 52 is input to the control unit 8. Based on the input measurement signal, the control unit 8 determines whether or not the temperature of the exhaust gas flowing into the denitration unit 7 is a predetermined temperature range, for example, at least a temperature at which the catalyst of the denitration unit 7 is effective. Determine.

When it is determined that the temperature of the exhaust gas flowing into the denitration unit 7 is lower than the predetermined temperature range, the control unit 8 controls the fuel control valve 42 to increase the exhaust gas temperature. Outputs a control signal that opens the opening.
The fuel control valve 42 to which the control signal is input increases the valve opening, and increases the flow rate of fuel supplied to the nozzle portion 41. Then, the amount of fuel injected from the nozzle portion 41 increases, and the amount of heat generated inside the exhaust collecting portion 3 increases. As a result, the temperature of the exhaust gas inside the exhaust collecting part 3 rises, and the temperature of the exhaust gas flowing from there into the denitration part 7 also rises.

On the other hand, when it is determined that the temperature of the exhaust gas flowing into the denitration unit 7 is higher than the predetermined temperature range, the control unit 8 controls the fuel adjustment valve 42 to lower the exhaust gas temperature. Output a control signal for closing the valve opening.
The fuel control valve 42 to which the control signal is input reduces the valve opening and reduces the flow rate of the fuel supplied to the nozzle portion 41. Then, the amount of fuel injected from the nozzle portion 41 is reduced, and the amount of heat generated inside the exhaust collecting portion 3 is reduced. Thereby, the temperature of the exhaust gas inside the exhaust collecting portion 3 is lowered, and the temperature of the exhaust gas flowing into the denitration portion 7 is also lowered.

Further, the control unit 8 is supplied with a measurement signal of the flow rate of supercharged air supplied to the combustion chamber 2 measured by the air flow sensor 24 and the combustion chamber 2 measured by the air pressure sensor 25. And a measurement signal of the pressure of the supercharged air. The control unit 8 determines whether or not the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are within a predetermined range based on these input measurement signals.
Here, examples of the predetermined range in the flow rate and pressure of the supercharged air include a range in which fuel consumption in the internal combustion engine 1 is improved.

When it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are below a predetermined range, the control unit 8 generates power in order to increase the flow rate and pressure of the air. A control signal for reducing the power generation amount is output to the unit 6.
The power generation unit 6 to which the control signal is input reduces the power generation amount, and the ratio of the rotational driving force consumed in the power generation unit 6 out of the rotational driving force generated in the exhaust turbine of the supercharger 5 is reduced. On the other hand, the ratio of the rotational driving force consumed in the compressor of the supercharger 5 is increased. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 increase.

  On the other hand, when it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 exceed the predetermined range, the control unit 8 decreases the flow rate and pressure of the air. Therefore, a control signal for increasing the power generation amount is output to the power generation unit 6.

  The power generation unit 6 to which the control signal is input increases the amount of power generation, and the ratio of the rotational driving force consumed in the power generation unit 6 out of the rotational driving force generated in the exhaust turbine of the supercharger 5 is increased. On the other hand, the ratio of the rotational driving force consumed in the compressor of the supercharger 5 is reduced. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 are reduced.

  According to said structure, the temperature in the exhaust gas before flowing into the supercharger 5 becomes high by burning fuel in the burner part 4. Thereby, compared with the case where the burner part 4 is not provided, the temperature of the exhaust gas which flows out after exhaust gas drives the supercharger 5 becomes high. Therefore, the temperature of the catalyst in the denitration unit 7 into which the exhaust gas flows is also increased, the catalyst can be prevented from being deteriorated, and NOx discharged from the internal combustion engine 1 can be reduced.

  Furthermore, the burner part 4 is arrange | positioned between the supercharger 5 and the denitration part 7, the temperature of the exhaust gas which flowed out from the supercharger 5 is raised, and the heated exhaust gas flows into the denitration part 7 Compared to the above, the heated exhaust gas flows into the supercharger 5 and a part of the energy of the exhaust gas is used for supercharging the air by the supercharger 5, so that the energy of the consumed fuel is reduced. It can be used effectively.

  By controlling the flow rate of the fuel supplied to the burner unit 4 based on the temperature of the exhaust gas flowing into the denitration unit 7, the temperature of the catalyst in the denitration unit 7 can be adjusted within a predetermined range. Therefore, it is possible to more reliably reduce NOx discharged from the internal combustion engine 1.

  By generating power by driving the power generation unit 6 with the supercharger 5, a part of the energy of the heated exhaust gas is used for supercharging the air by the supercharger 5 and is recovered as electric energy. The In other words, a part of the rotational driving force generated in the supercharger 5 into which the exhaust gas has flowed is used for power generation, and the rest is used for air supercharging. Therefore, the energy of the consumed fuel can be used more effectively.

  Further, by controlling the power generation amount in the power generation unit 6 based on the flow rate and pressure of air supplied to the combustion chamber 2, out of the rotational driving force generated in the supercharger 5, The rate used for feeding is controlled. Therefore, the flow rate and pressure of the air supplied to the combustion chamber 2 can be controlled within a predetermined flow rate range and a predetermined pressure range.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG. 3 and FIG.
The basic configuration of the internal combustion engine of the present embodiment is the same as that of the first embodiment, but the peripheral configuration of the power generation unit is different from that of the first embodiment. Therefore, in the present embodiment, only the peripheral configuration of the power generation unit will be described with reference to FIGS. 3 and 4 and description of other components and the like will be omitted.
FIG. 3 is a schematic diagram illustrating the configuration of the internal combustion engine with a denitration unit according to the present embodiment. FIG. 4 is a block diagram illustrating the configuration of the control unit in FIG.
In addition, the same code | symbol is attached | subjected to the component same as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIGS. 3 and 4, the internal combustion engine (internal combustion engine with a denitration unit) 101 includes a cylinder part 2 </ b> C, a piston part 2 </ b> P, an exhaust collecting part 3, a burner part 4, a supercharger 5, A power generation turbine unit 160, a denitration unit 7, and a control unit 180 are mainly provided.

  In the present embodiment, the description will be made by applying to an example in which the nozzle portion 41 of the burner portion 4 is disposed in the first exhaust flow path 31, but in the exhaust collecting portion 3, as in the first embodiment. The nozzle part 41 may be provided and is not particularly limited.

As shown in FIG. 3, the power generation turbine section 160 receives the supply of exhaust gas branched from the exhaust collection section 3 and generates power.
The power generation turbine section 160 is provided with a bypass flow path 161, a flow rate control valve (control section) 162, an exhaust turbine 163, and a power generation section 6.

  The bypass flow path 161 is a flow path that connects the exhaust collecting portion 3 and the exhaust turbine 163, and guides exhaust gas from the exhaust collecting portion 3 to the exhaust turbine 163. A flow rate adjustment valve 162 is disposed in the bypass channel 161.

The flow rate adjustment valve 162 adjusts the flow rate of the exhaust gas flowing through the bypass passage 161. The flow rate adjustment valve 162 is configured to receive a control signal for controlling the opening degree of the valve from the control unit 180.
In addition, as a structure of the flow control valve 162, a well-known structure can be used and it does not specifically limit.

The exhaust turbine 163 is rotationally driven by the exhaust gas supplied via the bypass passage 161, and rotationally drives the power generation unit 6.
In addition, as the exhaust turbine 163, a well-known thing can be used and it does not specifically limit.

As shown in FIGS. 3 and 4, the control unit 180 controls the fuel adjustment valve 42 and the flow rate adjustment valve 162.
The control unit 180 receives the exhaust gas temperature measured by the exhaust gas temperature sensor 52, the air flow rate measured by the air flow sensor 24, and the air pressure measured by the air pressure sensor 25. Yes. On the other hand, the control unit 180 outputs a control signal for controlling the opening degree of the fuel control valve 42 and a control signal for controlling the flow rate of the exhaust gas in the flow rate control valve 162.

Next, an outline of operation in the internal combustion engine 101 having the above-described configuration will be described.
When the internal combustion engine 101 is operated, as shown in FIG. 3, exhaust gas is generated in the combustion chamber 2, and the exhaust gas is discharged from the combustion chamber 2 to the exhaust collecting portion 3 through the exhaust pipe 22.
A part of the exhaust gas in the exhaust collecting part 3 flows into the bypass passage 161 and is guided to the exhaust turbine 163. The exhaust turbine 163 is rotationally driven by the supplied exhaust gas, and transmits the rotational driving force to the power generation unit 6. The power generation unit 6 generates power by being rotationally driven.

  On the other hand, fuel is ejected from the nozzle part 41 of the burner part 4 into the first exhaust flow path 31, and the fuel is combusted. The exhaust gas that has flowed into the first exhaust flow path 31 from the exhaust collecting portion 3 is heated by the heat generated when the fuel burns, and the temperature rises.

  The heated exhaust gas is supplied from the first exhaust passage 31 to the supercharger 5 to rotate and drive an exhaust turbine (not shown) of the supercharger 5. A compressor (not shown) arranged coaxially with the exhaust turbine supercharges the air by being rotationally driven together with the exhaust turbine.

  The exhaust gas that rotationally drives the exhaust turbine of the supercharger 5 decreases in temperature in response to energy lost by rotationally driving the exhaust turbine, and the second exhaust flow from the supercharger 5 in a state where the temperature has decreased. It flows out to the road 51.

  The exhaust gas flowing into the second exhaust flow channel 51 flows into the denitration unit 7 and comes into contact with the catalyst, so that NOx contained in the exhaust gas is reduced. Thereafter, the exhaust gas is discharged to the outside from the denitration unit 7 through the third exhaust flow path 71.

  Next, control of the fuel adjustment valve 42 and the flow rate adjustment valve 162 by the control unit 180 will be described. Note that the control of the fuel adjustment valve 42 by the control unit 180 is the same as that in the first embodiment, and thus the description thereof is omitted.

  The control unit 180 has a measurement signal of the flow rate of the supercharged air supplied to the combustion chamber 2 measured by the air flow sensor 24 and the supercharge supplied to the combustion chamber 2 measured by the air pressure sensor 25. And a measurement signal of the measured air pressure. The control unit 180 determines whether or not the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are within a predetermined range based on these input measurement signals.

  When it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are below a predetermined range, the control unit 180 increases the flow rate and pressure to increase the air flow rate and pressure. A control signal for reducing the flow rate of the exhaust gas is output to the control valve 162.

The flow control valve 162 to which the control signal is input closes the valve opening, reduces the flow rate of the exhaust gas, and the ratio of the exhaust gas supplied to the exhaust turbine 163 out of the exhaust gas discharged from the combustion chamber 2 is Reduced. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is increased.
Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 increase.

  On the other hand, when it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 exceed the predetermined range, the control unit 180 decreases the flow rate and pressure of the air. Therefore, a control signal for increasing the flow rate of the exhaust gas is output to the flow rate adjustment valve 162.

The flow rate control valve 162 to which the control signal is input increases the flow rate of the exhaust gas, and the ratio of the exhaust gas supplied to the exhaust turbine 163 in the exhaust gas discharged from the combustion chamber 2 is increased. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is reduced.
Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 are reduced.

  According to the above configuration, a part of the exhaust gas is guided to the power generation turbine unit 160 and power generation is performed, so that a part of the energy of the exhaust gas is used for supercharging the air by the supercharger 5, and It can be recovered as energy.

  Based on the flow rate and pressure of the air supplied to the combustion chamber 2, the exhaust gas discharged from the combustion chamber 2 is supercharged by adjusting the flow rate of the exhaust gas guided to the power generation turbine unit 160. The ratio between the exhaust gas used and the exhaust gas used for power generation is adjusted, and the flow rate and pressure of the air supplied from the supercharger 5 to the combustion chamber 2 are within a predetermined flow rate range and a predetermined pressure range. Be controlled.

  By branching the exhaust gas before the exhaust gas is heated by the burner unit 4, the temperature of the exhaust gas guided to the power generation turbine unit 160 and the surroundings of the bypass channel 161 are compared with the case of branching after the heating. The temperature difference from the ambient temperature can be reduced. Therefore, heat loss of the exhaust gas between the exhaust collecting unit 3 and the power generation turbine unit 160 can be suppressed.

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS.
The basic configuration of the internal combustion engine of the present embodiment is the same as that of the first embodiment, but the peripheral configuration of the supercharger is different from that of the first embodiment. Therefore, in the present embodiment, only the peripheral configuration of the supercharger will be described with reference to FIGS. 5 and 6, and description of other components and the like will be omitted.
FIG. 5 is a schematic diagram illustrating the configuration of the internal combustion engine with a denitration unit according to the present embodiment. FIG. 6 is a block diagram illustrating the configuration of the control unit in FIG.
In addition, the same code | symbol is attached | subjected to the component same as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIGS. 5 and 6, the internal combustion engine (internal combustion engine with a denitration unit) 201 includes a cylinder part 2 </ b> C, a piston part 2 </ b> P, an exhaust collecting part 3, a burner part 4, a supercharger 5, A bypass unit 260, a denitration unit 7, and a control unit 280 are mainly provided.

As shown in FIG. 5, the bypass unit 260 bypasses the supercharger 5 and supplies a part of the exhaust gas to the denitration unit 7.
The bypass unit 260 is provided with a bypass channel 261 and a flow rate adjustment valve (adjustment unit) 262.

  The bypass flow path 261 is a flow path that connects the exhaust collecting section 3 and the second exhaust flow path 51, and guides exhaust gas from the exhaust collecting section 3 to the denitration section 7. A flow rate adjustment valve 262 is disposed in the bypass channel 261.

The flow rate adjustment valve 262 adjusts the flow rate of the exhaust gas flowing through the bypass passage 261. The flow control valve 262 is configured to receive a control signal for controlling the opening degree of the valve from the controller 280.
In addition, as a structure of the flow control valve 262, a well-known structure can be used and it does not specifically limit.

The control unit 280 controls the fuel adjustment valve 42 and the flow rate adjustment valve 262 as shown in FIGS. 5 and 6.
The control unit 280 receives the exhaust gas temperature measured by the exhaust gas temperature sensor 52, the air flow rate measured by the air flow sensor 24, and the air pressure measured by the air pressure sensor 25. Yes. On the other hand, the control unit 280 outputs a control signal for controlling the opening degree of the fuel adjustment valve 42 and a control signal for controlling the flow rate of the exhaust gas in the flow rate adjustment valve 262.

Next, an outline of operation in the internal combustion engine 201 having the above-described configuration will be described.
When the internal combustion engine 201 is operated, as shown in FIG. 5, exhaust gas is generated in the combustion chamber 2, and the exhaust gas is discharged from the combustion chamber 2 to the exhaust collecting portion 3 through the exhaust pipe 22.
A part of the exhaust gas in the exhaust collecting part 3 flows into the bypass flow path 261 and is guided to the second exhaust flow path 51.

  On the other hand, fuel is ejected from the nozzle part 41 of the burner part 4 into the first exhaust flow path 31, and the fuel is combusted. The exhaust gas that has flowed into the first exhaust flow path 31 from the exhaust collecting portion 3 is heated by the heat generated when the fuel burns, and the temperature rises.

  The heated exhaust gas is supplied from the first exhaust passage 31 to the supercharger 5 to rotate and drive an exhaust turbine (not shown) of the supercharger 5. A compressor (not shown) arranged coaxially with the exhaust turbine supercharges the air by being rotationally driven together with the exhaust turbine.

  The exhaust gas that rotationally drives the exhaust turbine of the supercharger 5 decreases in temperature in response to energy lost by rotationally driving the exhaust turbine, and the second exhaust flow from the supercharger 5 in a state where the temperature has decreased. It flows out to the road 51.

  The exhaust gas flowing into the second exhaust flow channel 51 joins with the exhaust gas flowing through the bypass flow channel 261, and then flows into the denitration unit 7 to come into contact with the catalyst, thereby reducing NOx contained in the exhaust gas. Is done. Thereafter, the exhaust gas is discharged to the outside from the denitration unit 7 through the third exhaust flow path 71.

  Next, control of the fuel control valve 42 and the flow rate control valve 262 by the control unit 280 will be described. Note that the control of the fuel control valve 42 by the control unit 280 is the same as that in the first embodiment, and thus the description thereof is omitted.

  The control unit 280 includes a measurement signal of the flow rate of the supercharged air supplied to the combustion chamber 2 measured by the air flow sensor 24 and the supercharge supplied to the combustion chamber 2 measured by the air pressure sensor 25. And a measurement signal of the measured air pressure. The control unit 280 determines whether the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are within a predetermined range based on these input measurement signals.

  When it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are below a predetermined range, the control unit 280 increases the flow rate and pressure to increase the air flow rate and pressure. A control signal for reducing the flow rate of the exhaust gas is output to the control valve 262.

The flow rate control valve 262 to which the control signal is input closes the valve opening, reduces the flow rate of the exhaust gas, and the ratio of the exhaust gas flowing into the bypass passage 261 out of the exhaust gas discharged from the combustion chamber 2 is Reduced. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is increased.
Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 increase.

  On the other hand, when it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 exceed the predetermined range, the control unit 280 decreases the flow rate and pressure of the air. Therefore, a control signal for increasing the flow rate of the exhaust gas is output to the flow rate adjustment valve 262.

The flow rate control valve 262 to which the control signal is input increases the flow rate of the exhaust gas, and the ratio of the exhaust gas flowing into the bypass passage 261 is increased among the exhaust gas discharged from the combustion chamber 2. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is reduced.
Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 are reduced.

  According to the above configuration, a part of the exhaust gas discharged from the combustion chamber 2 flows into the bypass passage 261, and the remaining exhaust gas is heated by the combustion of fuel in the burner unit 4, and then the supercharger. 5 flows into. Part of the exhaust gas that has flowed into the bypass channel 261 flows into the denitration unit 7 together with the exhaust gas that has flowed out of the supercharger 5. Therefore, the amount of fuel burned in the burner unit 4 is reduced when the exhaust gas is heated to a predetermined temperature as compared with a method in which a part of the exhaust gas is not bypassed. Further, the rotational speed of the supercharger 5 is adjusted by adjusting the flow rate of the exhaust gas flowing into the supercharger 5.

  Further, by controlling the flow rate of the exhaust gas in the flow rate control valve 262 based on the flow rate and pressure of the air supplied to the combustion chamber 2, the supercharging of the air out of the exhaust gas discharged from the combustion chamber 2 is performed. The ratio between the exhaust gas used and the exhaust gas flowing into the bypass passage 261 is adjusted, and the flow rate and pressure of the air supplied from the supercharger 5 to the combustion chamber 2 are within a predetermined flow rate range and a predetermined pressure. Controlled within range.

1,101,201 Internal combustion engine (internal combustion engine with denitration part)
2 Combustion chamber 4 Burner section 5 Supercharger 6 Power generation section 7 Denitration section 8, 180, 280 Control section 160 Power generation turbine section 162 Flow control valve (control section)
260 Bypass unit 262 Flow control valve (control unit)

Claims (8)

A combustion chamber for receiving a supply of air and fuel to generate a rotational driving force and exhausting exhaust gas;
A supercharger that is driven by the exhaust gas discharged from the combustion chamber and supercharges the air supplied to the combustion chamber;
A denitration unit having a catalyst for reducing nitrogen oxides contained in the exhaust gas discharged from the supercharger;
Between the combustion chamber and the supercharger, a burner unit that injects and burns fuel into the exhaust gas;
An internal combustion engine with a denitration unit is provided.   2. The internal combustion engine with a denitration unit according to claim 1, further comprising a control unit that controls a flow rate of fuel supplied to the burner unit based on at least a temperature of exhaust gas flowing into the denitration unit.   The internal combustion engine with a denitration unit according to claim 1, further comprising a power generation unit that is driven by the supercharger and generates power. A power generation unit that is driven by the supercharger and generates power is provided,
The internal combustion engine with a denitration unit according to claim 2, wherein the control unit further controls a power generation amount in the power generation unit based on a flow rate and pressure of air supplied to the combustion chamber. A power generation turbine section that guides the exhaust gas branched from between the combustion chamber and the supercharger, and generates power based on the guided exhaust gas;
An adjusting unit for adjusting the flow rate of the exhaust gas supplied to the power generation turbine unit;
The internal combustion engine with a denitration unit according to claim 1 or 2, wherein A power generation turbine section that guides the exhaust gas branched from between the combustion chamber and the supercharger, and generates power based on the guided exhaust gas;
An adjustment unit for adjusting the flow rate of the exhaust gas supplied to the power generation turbine unit,
The internal combustion engine with a denitration unit according to claim 2, wherein the control unit further controls the flow rate of the exhaust gas in the adjustment unit based on a flow rate and pressure of air supplied to the combustion chamber. A bypass unit that branches a part of the exhaust gas from between the combustion chamber and the burner unit, and flows between the supercharger and the denitration unit;
An adjusting unit for adjusting the flow rate of the exhaust gas flowing through the bypass unit;
The internal combustion engine with a denitration unit according to claim 1 or 2, wherein A bypass unit that branches a part of the exhaust gas from between the combustion chamber and the burner unit, and flows between the supercharger and the denitration unit;
An adjusting unit for adjusting the flow rate of the exhaust gas flowing through the bypass unit,
The internal combustion engine with a denitration unit according to claim 2, wherein the control unit further controls a power generation amount in the power generation unit based on a flow rate and pressure of air supplied to the combustion chamber.

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