JP2011236892A - Large-scale two-cycle diesel engine including exhaust emission control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a large-scale two-cycle turbo supercharging type diesel engine capable of being operated with an SCR reactor in a wide range of engine load conditions.SOLUTION: An exhaust conduit 10 connects an outlet of a selective catalyst reduction reactor 8 to a turbine 12 of a turbo supercharger. A controllable bypass line 26 extending from a scavenging receiver 22 to the exhaust conduit is provided. In a low engine load, a controlled scavenging flow is led from the scavenging receiver to an upstream position of the turbine of the turbo supercharger at the downstream of the selective catalyst reduction reactor in the exhaust conduit. In accordance with the measures, a temperature of the exhaust gas entering the selective catalyst reduction reactor rises. Further, a cooler 18 in the scavenging path is controlled so that partial or full cooling effect is obtained. As an alternative, the cooler may be controlled so as to be a heater, and the heater is provided at the scavenging path.

Description

  The present invention relates to a crosshead large turbocharged two-cycle internal combustion piston diesel engine, preferably a diesel engine equipped with an exhaust gas purification system, and specifically, a crosshead large two-cycle diesel equipped with a selective catalytic reduction reactor. Related to the engine.

  Crosshead large two-cycle engines are typically used in large ship propulsion systems or as power plant prime movers. In these engines, meeting emission standards is becoming increasingly difficult, especially with respect to nitric oxide (NOx) levels.

  Selective catalytic reduction (SCR) reactors are known as a means of reducing the NOx emissions of diesel engines. In order for the SCR reactor to operate properly, the temperature of the exhaust gas entering the SCR converter is required to be at least approximately 300 ° C to 350 ° C.

  However, due to the characteristics of the two-cycle turbocharged engine, when the engine load is low, for example, when the engine load is less than 40% of the maximum continuous rated output, the exhaust gas temperature is relatively low and the exhaust gas is discharged into the SCR reactor Too low for processing.

  In a large turbocharged two-cycle diesel engine, it is difficult to maintain a sufficient scavenging pressure under such a low load condition. Therefore, in such a low load condition, an auxiliary blower is used to maintain the scavenging pressure. For this reason, any means for raising the temperature of the exhaust gas at the inlet of the SCR reactor should not adversely affect the scavenging pressure.

  Accordingly, there is a need for a turbocharged two-cycle diesel engine that overcomes or at least mitigates the aforementioned drawbacks.

  From such a background, an object of the present invention is to provide a large turbocharged two-cycle diesel engine that can operate with an SCR reactor under a wide range of engine load conditions.

  The purpose is to turbocharge the plurality of cylinders connected to the exhaust gas receiver and the scavenge receiver, the selective catalytic reduction reactor whose inlet is connected to the outlet of the exhaust gas receiver, and the outlet of the selective catalytic reduction reactor. An exhaust conduit connected to a turbine of the machine, a compressor of the turbocharger driven by the turbine, for sending scavenging to the scavenging receiver via a scavenging path having a scavenging cooler, and a low load An auxiliary blower provided in the scavenging path and a position downstream of the auxiliary blower in the scavenging path, or the scavenging receiver, in the exhaust conduit to assist the compressor in conditions A controllable bypass line extending to a position between an outlet and the turbine inlet, and controlling the bypass line In the electronic control unit connected to the bypass line, when the engine load is less than a predetermined threshold, or the temperature of the exhaust gas entering the selective catalytic reduction reactor is less than a predetermined threshold An electronic control unit configured to allow scavenging to flow from the scavenger receiver to the exhaust conduit through the bypass line. To achieve.

  At low engine load, a controlled scavenging air is directed from the scavenging receiver to a location in the exhaust conduit downstream of the selective catalytic reduction reactor and upstream of the turbine of the turbocharger. This measure increases the temperature of the exhaust gas entering the selective catalytic reduction reactor without adversely affecting the scavenging pressure.

  The exhaust conduit may include a three-port mixing point for mixing the bypassed scavenging air with the exhaust gas.

  The bypass line may include a valve for controlling the scavenging air flowing through the bypass line.

  The valve may be an on / off type electronic control valve controlled in an open loop by the electronic control unit 33.

  Alternatively, the valve can be a proportional electronic control valve controlled in a closed loop by the electronic control unit.

  The engine may further include a temperature sensor near an inlet of the selective catalytic reduction reactor.

  The engine may be configured such that the scavenging cooler can be stopped by the electronic control unit.

  The electronic control unit may be configured to open the bypass line as a first strategy and stop the scavenging cooler as a second strategy.

  The engine can be configured such that the scavenging cooler can be converted into a heater by the electronic control unit.

  The engine may be configured such that the electronic control unit turns the scavenging cooler into a heater as a third strategy.

  Further, the above object is to provide a plurality of cylinders respectively connected to the exhaust gas receiver and the scavenge receiver, a selective catalyst reduction reactor whose inlet is connected to an outlet of the exhaust gas receiver, and an outlet of the selective catalyst reduction reactor. An exhaust conduit connected to a turbine of a supercharger; a compressor of the turbocharger driven by the turbine that sends scavenging to the scavenging receiver via a scavenging path having a scavenging cooler; An auxiliary blower provided in the scavenging path to assist the compressor under low load conditions, and when the engine load is less than a predetermined threshold, or the temperature of the exhaust gas entering the selective catalytic reduction reactor is a predetermined threshold An electronic control unit configured to reduce or stop the cooling function of the scavenging cooler when By providing Rosuheddo type large turbocharged two-stroke combustion engine is achieved.

  The engine may further include a scavenging bypass conduit for bypassing the scavenging cooler.

  The engine may further comprise one or more electronic control valves under control of the electronic control unit for controlling the scavenging air flow through the scavenging bypass conduit.

  The engine may further comprise a coolant supply conduit having an electronically controlled isolation valve, a coolant return conduit, and a coolant bypass circuit having an electronically controlled bypass valve. The engine may further comprise a recirculation conduit and a recirculation pump. The engine may further comprise a heat exchanger in the recirculation conduit for heating the medium flowing through the recirculation conduit.

  The engine may further include a second scavenging cooler. The electronic control unit is configured to control the cooling capacity of at least one of the scavenging coolers.

  The engine may further include a water vapor injection conduit connected to the scavenging path. The steam injection conduit has an electronically controlled steam injection control valve under the control of the electronic control unit.

  The engine may further include an exhaust gas injection conduit connected to the scavenging path. The exhaust gas injection conduit has an electronically controlled exhaust gas injection control valve under the control of the electronic control unit.

  The engine may further include a heating unit in the scavenging path. The heating unit can operate using hot air as a heating medium.

  The engine may include a heat exchanger in the cooling medium supply conduit for supplying heat to the medium flowing through the cooling medium supply conduit.

  Further objects, features, advantages, and characteristics of the large two-cycle internal combustion engine according to the present invention will become apparent from the detailed description.

In the following detailed portion of the present description, the present invention will be described in more detail with reference to exemplary embodiments shown in the drawings.
1 is a diagram of an engine according to a first embodiment of the present invention. Fig. 3 shows a diagram of a second embodiment of the invention. Fig. 4 shows a further embodiment for weakening scavenging cooling. Fig. 4 shows a further embodiment for weakening scavenging cooling. Fig. 4 shows a further embodiment for weakening scavenging cooling. Fig. 4 shows a further embodiment for weakening scavenging cooling. Fig. 4 shows a further embodiment for weakening scavenging cooling. Fig. 4 illustrates a further embodiment for actively warming scavenging. Fig. 4 illustrates a further embodiment for actively warming scavenging. Fig. 4 illustrates a further embodiment for actively warming scavenging. Fig. 4 illustrates a further embodiment for actively warming scavenging. Fig. 4 illustrates a further embodiment for actively warming scavenging.

Detailed Description of the Preferred Embodiment

  In the following, a detailed description of a crosshead large turbocharged two-cycle diesel engine according to the present invention and a method of operating a crosshead large turbocharged two-cycle diesel engine will be described using exemplary embodiments. The

  The construction and operation of a crosshead large turbocharged diesel engine is well known and will not need to be described in detail herein. This specification provides details regarding the operation of the exhaust gas purification system.

  FIG. 1 shows a first embodiment of a large two-cycle diesel engine 1 according to the present invention. The engine 1 may be used, for example, as a main engine of an ocean-going ship or as a stationary engine for operating a generator of a power plant. The total power of the engine can range from, for example, 5,000 kW to 110,000 kW.

  The engine 1 is provided with a plurality of cylinders arranged in a line. Each cylinder is provided with an exhaust valve in its cylinder cover. The exhaust passage can be opened and closed by an exhaust valve. The engine crosshead connects the piston rod to the large end of the crankshaft. The exhaust bend is connected to the exhaust gas receiver 6. The exhaust gas receiver 6 is arranged in parallel with the row of cylinders. The exhaust gas receiver 6 is a large container having dimensions that match the characteristics of the engine in terms of optimal gas flow, back pressure, and acoustic considerations. Typically, the exhaust gas receiver 6 is a large hollow cylinder made of a steel plate. Due to its large size and weight, the exhaust gas receiver is installed to be suspended from the engine structure in order to cope with vibrations.

  The exhaust gas flow is guided from the outlet of the exhaust gas receiver 6 through the selective catalyst reactor 8 (SCR reactor) and the exhaust conduit 10 toward the turbocharger turbine 12. Accordingly, the outlet of the exhaust gas receiver 6 is connected to the inlet of the SCR reactor 8. As exhaust gas flows through the SCR reactor 8, NOx is converted to nitrogen and oxygen, so that NOx in the exhaust gas is removed or at least reduced in amount. The outlet of the SCR reactor is connected to an exhaust conduit 10 that conducts high temperature and pressurized exhaust gas to the turbine 12. The exhaust gas is discarded into the atmosphere on the downstream side of the turbine 12.

  The turbocharger also has a compressor 14 driven by the turbine 12. The compressor 14 is connected to the air intake. The compressor 14 sends the pressurized scavenging air to the scavenging receiver 22 through the scavenging flow passage 16 having the scavenging cooler 18 and the auxiliary blower 20.

  The scavenging cooler 18 operates using water as a cooling medium. Various types of scavenging coolers 18 can be used. One possibility is a plate cooler where the cooling medium is not in direct physical contact with the scavenging. Another possibility is a scrubber where the cooling medium is in direct physical contact with the scavenging.

  The auxiliary blower 20 is typically driven by an electric motor. It may be driven by a hydraulic motor. The auxiliary blower 20 starts at low load conditions (typically 40% of maximum continuous rating) and assists the compressor 14 to maintain sufficient scavenging pressure. When the auxiliary blower is not used, the auxiliary blower is bypassed via a bypass (not shown).

  The scavenging receiver 22 is an elongated hollow cylindrical body extending along the cylinder of the engine. Scavenging is sent from the scavenging receiver 22 to the scavenging port of each cylinder.

  A controllable bypass line 26 branches off from the scavenging receiver 22. The other end of the bypass line is connected to the exhaust conduit 10 at a three-port mixing point 30. The mixing point 30 is located downstream of the outlet of the SCR reactor 8 and upstream of the inlet of the turbine 12.

  Alternatively, the start point of the controllable bypass line 26 may be a position downstream of the auxiliary blower 20 in the scavenging conduit 16.

  The electronic control valve 28 adjusts the scavenging air flow from the scavenging flow path 16 to the exhaust conduit 10 under the control of the electronic control unit 33. In one embodiment, the valve 28 is an on / off valve that is open-loop controlled by the electronic control unit 33. In this embodiment, the electronic control unit 33 is configured to open the valve 28 when the engine load drops below a predetermined threshold and close the valve 28 when the engine load rises above a predetermined threshold. Is done. These two thresholds need not be the same and can be defined as a percentage of the maximum continuous rating of the engine.

  In another embodiment, the electronic control valve 28 is a proportional valve that is closed-loop controlled by the electronic control unit 33. The control unit receives information about the exhaust gas temperature at the inlet of the SCR reactor 8 from the temperature sensor 35. The electronic control unit 33 is configured to control the degree of opening of the valve 28 according to the exhaust gas measurement temperature provided to the SCR reactor 8. That is, the electronic control unit 33 increases the degree of opening of the electronic control valve 28 so as to increase the temperature of the exhaust gas when the measured temperature is lower than the minimum desired temperature.

  The threshold can also be controlled by the mixing temperature at the turbine inlet. That is, the bypass line 26 is closed when it becomes higher than the temperature required for the SCR reactor 8, and the bypass line 26 is opened when it is likely to become lower than the temperature required for the SCR reactor 8.

  The on / off bypass is controlled based on a preset mixing temperature at the turbine inlet, as described for load control.

  FIG. 2 shows a second embodiment of a large two-cycle diesel engine 1 according to the present invention. The same reference numbers represent the same parts in FIG. The embodiment according to FIG. 2 is substantially the same as the embodiment of FIG. 1 except for the following aspects of the scavenging cooler 18 in the scavenging path 16.

  The supply conduit 40 sends cold water to the scavenging cooler 18 and the return conduit 42 carries hot water away from the scavenging cooler 18. In the second embodiment, the electronically controlled bypass valve 44 and the electrically controlled isolation valve 46 (which are under the control of the controller 33) in the coolant bypass circuit 43 allow the supply of cold water in the supply conduit 40 to be scavenged. It is possible to divert to the return conduit 42 without passing through the cooler 18. By means of a recirculation conduit 48 having a pump 50 and a heater (or heat exchanger) 52, the scavenging cooler 18 is converted into a heater and substantially functions as a heat exchanger. The water flows through the scavenging cooler 18 so made. The heater 52 is provided with a warm heating medium, such as hot water from the engine cooling system, to heat the medium circulating in the scavenging cooler 18.

  In the second embodiment, the electronic control unit 33 can stop the cooler 18 via the valves 44 and 46 by bypassing the cooling medium. At the same time, the controller 33 operates the pump 50 to ensure that the medium circulates through the scavenging cooler 18. Further, the control unit 33 can send the heating medium to the heater 52 to activate the heater 52, thereby turning the scavenging cooler 18 into a heater.

  The electronic control unit 33 is configured to take various measures to increase the scavenging temperature in connection with the need to increase the temperature of the exhaust gas entering the SCR reactor 8. If it is sufficient to direct some scavenging to the exhaust conduit 10 through the controllable bypass line 26, the electronic control unit 33 takes no further measures. However, if this first measure is not sufficient, the electronic control unit 33 stops the cooling function of the scavenging cooler 18. If this second strategy is not sufficient, the electronic control unit 33 changes the scavenging cooler 18 to a heater to actively heat the scavenging as a third strategy.

  FIG. 2 shows examples of exhaust gas scavenging temperatures at various locations in the system. These examples are for low engine load conditions, eg, less than 40% of the maximum continuous rating of the engine. The numbers without parentheses are the temperatures at which scavenging is passed through the bypass line 26 and heat is being added to the scavenging at the scavenging cooler 18. The numbers in parentheses are temperatures when the engine is operated in a state where scavenging is not passed through the bypass line 26 and the scavenging cooler 18 cools the scavenging as in the conventional case. With the new strategy, the temperature of the exhaust gas entering the SCR reactor 8 will be 325 degrees Celsius and the exhaust gas will be hot enough to be converted in the SCR reactor 8. If new measures are not taken, the temperature of the exhaust gas entering the SCR reactor 8 is 220 degrees Celsius and the exhaust gas is not sufficient as a temperature to be converted in the SCR reactor 8.

  FIG. 3 shows the supply and return of the cooling medium to the scavenging cooler 18 via the cooling medium supply conduit 40 and the cooling medium return conduit 42.

  4-7 illustrate various embodiments for reducing the cooling capacity of the scavenging cooler 18 in a controlled manner.

  In FIG. 4, the engine is provided with a scavenging bypass conduit 17 for bypassing the scavenging cooler 18. The scavenging bypass conduit 17 has an electronic control valve 23 for opening and closing the scavenging bypass conduit 17 under the control of the electronic control unit 33. The scavenging path 16 has another electronic control valve 21 for opening and closing the scavenging path 16 under the control of the electronic control unit 33. Therefore, the electronic control unit 33 controls the scavenging air flow through the scavenging bypass conduit 17 according to the necessity of increasing the scavenging temperature, thereby increasing the temperature of the exhaust gas entering the SCR reactor 8. it can.

  In FIG. 5, the coolant supply conduit 40 is provided with an electronically controlled isolation valve 46 and an electronically controlled bypass valve 44, and the coolant bypass circuit directly connects the coolant supply tube 40 to the coolant return conduit 42. 43 is provided. The electronic control unit 33 sends commands to the electronic valves 44 and 46, thereby controlling the degree to which the cooling medium passes through the scavenging cooler 18 (which may be on / off control or proportional control). .

  In FIG. 6, a recirculation conduit 48 having a recirculation pump 50 (under the control of the electronic control unit 33) is added to the embodiment shown in FIG. To be.

  In FIG. 7, the engine is provided with an additional (second) scavenging cooler 19. The electronic control unit 33 is configured to control the cooling capacity of at least one of the scavenging coolers 18, 19 as described above.

  8-12 illustrate various embodiments for applying heat to the scavenging in a controlled manner.

  In FIG. 8, the engine is provided with a steam injection conduit 50 connected to the scavenging path 16. The steam injection conduit 90 has an electronically controlled steam injection control valve 92 under the control of the electronic control unit 33. By injecting water vapor based on the control of the electronic control unit 33, the temperature of the scavenging gas, and thus the temperature of the exhaust gas entering the SCR reactor 8, can be increased without lowering the scavenging pressure as required.

  In FIG. 9, the engine is provided with an exhaust gas injection conduit 60 connected to the scavenging path 16. This exhaust gas injection conduit 60 has an electronically controlled exhaust gas injection control valve 62 under the control of the electronic control unit 33. By injecting the exhaust gas based on the control of the electronic control unit 33, it is possible to raise the scavenging temperature, and thus the temperature of the exhaust gas entering the SCR reactor 8, without lowering the scavenging pressure, if necessary.

  In FIG. 10, the engine is provided with a heating unit 27 in the scavenging path 16. A heating medium (hot water or hot air or the like) is supplied to the heating unit 27 via the heating medium supply conduit 70, and the return medium is carried away by the heating medium return conduit 72. The heating medium supply conduit 70 and the heating medium return conduit 72 are provided with electronic control valves under the control of the electronic control unit 33. Thereby, if necessary, the scavenging temperature and thus the temperature of the exhaust gas entering the SCR reactor 8 can be raised without lowering the scavenging pressure.

  The embodiment of FIG. 11 is essentially the same as the embodiment of FIG. 6, but further includes a heat exchanger 52 for applying heat to the medium that is recirculated through the scavenging cooler 18.

  In the embodiment of FIG. 12, the engine is provided with a heat exchanger 80 in the cooling medium conduit 40 for supplying heat to the medium flowing through the cooling medium supply conduit 40.

  While the teachings of the present application have been described for purposes of illustration, such details are merely for purposes of the present invention and modifications may be made by those skilled in the art without departing from the scope of the present teachings. Please understand that.

  The above-described embodiments may be combined in any possible manner that improves engine functionality.

  It should also be noted that there are many alternative ways of implementing the apparatus taught in the present invention.

  The term “comprising”, when used in the claims, does not exclude other elements or steps. The singular terms in the claims do not exclude the plural. A single processor or other unit may fulfill the functions of several means recited in the claims.

Claims (22)

A plurality of cylinders each coupled to an exhaust gas receiver (6) and a scavenge receiver (22);
A selective catalytic reduction reactor (8) whose inlet is connected to the outlet of the exhaust gas receiver (6);
An exhaust conduit (10) connecting the outlet of the selective catalytic reduction reactor (8) to a turbine (12) of a turbocharger;
The turbocharger compressor (14), driven by the turbine (12), sends scavenging to the scavenging receiver (22) via a scavenging path (16) having a scavenging cooler (18). A compressor (14);
An auxiliary blower (20) provided in the scavenging path (16) to assist the compressor (14) in low load conditions;
An outlet of the selective catalytic reduction reactor (8) and the turbine (12) in the exhaust conduit (10) from a position downstream of the auxiliary blower in the scavenging path (16) or from the scavenging receiver (22) A controllable bypass line (26) extending to a position between
An electronic control unit (33) connected to the bypass line (26) so as to control the bypass line (26), wherein the engine load is less than a predetermined threshold value, or the selective catalytic reduction reaction Enabling scavenging to flow from the scavenging receiver (22) to the exhaust conduit (10) through the bypass line (26) when the temperature of the exhaust gas entering the vessel (8) is below a predetermined threshold. An electronic control unit (33),
A crosshead type large turbocharged two-cycle combustion engine (1).   The crosshead large turbocharged two-cycle combustion engine according to claim 1, wherein the exhaust conduit (10) has a three-port mixing point (30) for mixing the bypassed scavenging gas with the exhaust gas. .   The crosshead large turbocharged two-stroke combustion engine according to claim 1, wherein the bypass line (26) has a valve (28) for controlling the flow of the scavenging gas through the bypass line (26). .   The crosshead large turbocharged two-cycle combustion engine according to claim 3, wherein the valve (28) is an on / off type electronic control valve controlled in an open loop by the electronic control unit (33). .   The crosshead large turbocharged two-cycle combustion engine according to claim 3, wherein the valve (28) is a proportional electronic control valve controlled in a closed loop by the electronic control unit (33).   The crosshead large turbocharged two-cycle combustion engine according to claim 6, further comprising a temperature sensor (35) in the vicinity of an inlet of the selective catalytic reduction reactor (8).   The crosshead large turbocharged two-stroke combustion engine according to claim 1, wherein the scavenging cooler (18) can be stopped by the electronic control unit (33).   The electronic control unit (33) is configured to open the bypass line (26) as a first strategy and stop the scavenging cooler (18) as a second strategy. Cross-headed large turbocharged two-cycle combustion engine.   The crosshead large turbocharged two-stroke combustion engine according to claim 7, wherein the scavenging cooler (18) can be converted into a heater by the electronic control unit (33).   The crosshead large turbocharged two-cycle combustion according to claim 8, wherein the electronic control unit (33) is configured to change the scavenging cooler (18) to a heater as a third strategy. engine. A plurality of cylinders each coupled to an exhaust gas receiver (6) and a scavenge receiver (22);
A selective catalytic reduction reactor (8) whose inlet is connected to the outlet of the exhaust gas receiver (6);
An exhaust conduit (10) connecting the outlet of the selective catalytic reduction reactor (8) to a turbine (12) of a turbocharger;
The turbocharger compressor (14), driven by the turbine (12), sends scavenging to the scavenging receiver (22) via a scavenging path (16) having a scavenging cooler (18). A compressor (14);
An auxiliary blower (20) provided in the scavenging path (16) to assist the compressor (14) in low load conditions;
When the engine load is less than a predetermined threshold, or when the temperature of the exhaust gas entering the selective catalytic reduction reactor (8) is less than a predetermined threshold, the cooling function of the scavenging cooler (18) is reduced. Or an electronic control unit (33) configured to stop;
A crosshead type large turbocharged two-cycle combustion engine (1).   The crosshead large turbocharged two-stroke combustion engine according to claim 11, further comprising a scavenging bypass conduit (17) for bypassing the scavenging cooler (18).   An electronic control valve for controlling the scavenging air flow through the scavenging bypass conduit (17), further comprising one or more electronic control valves (23, 21) under the control of the electronic control unit (33). The crosshead type large turbocharged two-cycle combustion engine according to claim 12.   A coolant supply conduit (40) having an electronically controlled isolation valve (46), a coolant return conduit (42), and a coolant bypass circuit (43) having an electronically controlled bypass valve (44). 11. A crosshead large turbocharged two-cycle combustion engine according to 11.   The crosshead large turbocharged two-stroke combustion engine of claim 14, further comprising a recirculation conduit (48) and a recirculation pump (50).   The crosshead large turbocharged two-stroke combustion engine according to claim 15, wherein the recirculation conduit comprises a heat exchanger (52) for heating the medium flowing through the recirculation conduit (48).   The electronic control unit (33) further controls a cooling capacity of at least one of the scavenging cooler and the second scavenging cooler (18, 19). The crosshead type large turbocharged two-cycle combustion engine according to claim 14, configured as described above.   The steam injection conduit (90) connected to the scavenging path (16) further comprises an electronically controlled steam injection control valve (92) under the control of the electronic control unit (33). The crosshead type large turbocharged two-cycle combustion engine according to claim 11.   An exhaust gas injection conduit (60) connected to the scavenging path (16) is further provided, and the exhaust gas injection conduit (60) is an electronically controlled exhaust gas injection control valve (62) under the control of the electronic control unit (33). The crosshead type large turbocharged two-cycle combustion engine according to claim 11.   The crosshead large turbocharged two-cycle combustion engine according to claim 11, further comprising a heating unit (27) in the scavenging path.   21. The crosshead large turbocharged two-stroke combustion engine according to claim 20, wherein the heating unit (27) operates using hot air as a heating medium.   The crosshead large turbocharger according to claim 14, wherein the cooling medium supply conduit (40) comprises a heat exchanger (80) for supplying heat to the medium flowing through the cooling medium supply conduit (40). Type 2 cycle combustion engine.

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