JP2017186999A - Marine engine system and marine vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To readily renovate a marine vessel compatible with NOx second regulation into a marine vessel compatible with NOx third regulation.SOLUTION: In a marine engine system, a turbosupercharger 12 is operated by an exhaust gas supplied from an exhaust receiver 23 and air compressed by a compressor 12C of the turbosupercharger 12 is supplied to a scavenging-air receiver 20 through a scavenging-air passage 16. The marine engine system is provided with an exhaust gas bypass pipe 27 that bypasses an entrance side and an exit side of a turbine 12T of the turbosupercharger and is provided with an exhaust-gas bypass valve 27V.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship equipped with a marine engine system that can be easily modified to comply with tertiary regulations while complying with NOx secondary regulations of exhaust gas.

  In recent years, exhaust gas regulations for engines related to harmful substances such as NOx have been implemented in stages. For ships laid down in 2016 or later, when operating in NOx emission control areas (ECA), NOx tertiary regulations ( It is necessary to correspond to TierIII). As a technique for meeting the NOx tertiary regulation, exhaust gas recirculation (EGR), an exhaust gas treatment system using a high pressure selective reduction catalyst (high pressure SCR), and a low pressure selective reduction catalyst (low pressure SCR) are known ( Patent Document 1).

JP 2012-240446 A

  However, if the vessel is scheduled to operate on a regular route and is not scheduled to operate in the NOx emission control area (ECA), it may be possible to enter service in compliance with the NOx secondary control (Tier II). In such a ship, when the navigation route is changed and the NOx emission regulation sea area (ECA) is operated, a repair corresponding to the NOx tertiary regulation is required.

  An object of the present invention is to make it possible to easily repair a ship compliant with NOx secondary regulation to a ship compliant with NOx tertiary regulation.

  The marine engine system corresponding to the NOx secondary regulation of the present invention supplies a turbocharger operated by exhaust gas supplied from an exhaust receiver and air pressurized by a compressor of the turbocharger to a scavenging receiver. And an exhaust gas bypass path that bypasses the inlet side and the outlet side of the turbine of the turbocharger.

  The marine engine system of the present invention is provided with a pipe mounting portion for connecting a pipe of an EGR system or a high pressure SCR system corresponding to the NOx tertiary regulation.

  The pipe attachment part corresponds to, for example, an EGR system, and the pipe attachment part is provided in the scavenging path and the exhaust receiver. The turbocharger is preferably arranged on the stern side for the space required for the EGR system. The scavenging path is preferably provided with an auxiliary blower made of a material suitable for the EGR system.

  The pipe attachment portion corresponds to, for example, a high-pressure SCR system, and the pipe attachment portion is provided in the scavenging receiver, the exhaust receiver, and the exhaust pipe that leads from the exhaust receiver to the inlet side of the turbocharger turbine. Preferably, an auxiliary blower with a capacity and output adapted to the high pressure SCR system and its drive motor are provided in the scavenging path.

  Moreover, the low pressure SCR system used for NOx tertiary regulation may be attachable to the exit side of the turbine. The marine engine system may further include a marine engine control console, and a space for a device added in accordance with the NOx tertiary regulation may be provided in advance in the marine engine control console.

  A ship according to the present invention includes any of the above-described marine engine systems.

  According to the present invention, a ship compliant with NOx secondary regulation can be easily modified to a ship compliant with NOx tertiary regulation.

It is a block diagram which shows the structure of the marine engine system of 1st Embodiment of this invention. It is a perspective view which shows the structure of a piping attachment part. It is an engine side view which shows the attachment position of the turbocharger and cooler in the marine engine system of 1st Embodiment. It is a block diagram which shows the structure of the marine engine system of 2nd Embodiment. It is a block diagram which shows the structure of the marine engine system of 3rd Embodiment.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a block diagram showing a configuration of a marine engine system according to the first embodiment of the present invention.

  The marine engine system 10 of the first embodiment is an engine system compliant with NOx secondary regulation, and is equipped with an exhaust gas bypass (Low Load Optimize Tuning (Low Load Optimize Tuning)) that is close to the engine tuning of an engine compliant with NOx tertiary regulation. ), Part load optimization tuning (Part Load Optimize) or tuning for exhaust heat recovery, etc.) is adopted, and a configuration for retrofitting the EGR system 11 in the future is provided. In addition, the torsional vibration of the shaft system when complying with the NOx tertiary regulation is examined in advance, and as a countermeasure against torsional vibration, the flywheel is enlarged, the tuning wheel is added, and a high-strength shaft is adopted. If necessary, the torsional vibration countermeasure corresponding to the tertiary regulation engine is equipped in advance. The marine engine system 10 includes a turbocharger 12, rotates the turbine 12T using the exhaust gas of the uniflow scavenging diesel engine 13, and supplies the air pressurized by the compressor 12C to the engine 13.

  That is, the compressor 12C is rotated by the rotation of the turbine 12T, and the air is compressed by the compressor 12C. The air pressurized by the compressor 12C is sent out to the scavenging path 16, and to the scavenging receiver 20 via the cooler 17, the water mist catcher (WMC) 18 provided in the scavenging path 16, and the auxiliary blower 19 at low load. Then, the gas is further supplied from the scavenging port 21 of the engine 13 into the combustion chamber 13C. The auxiliary blower 19 is made of a material suitable for the EGR system.

  The exhaust gas in the combustion chamber 13C is discharged from the exhaust port 22 to the exhaust receiver 23, sent to the turbine 12T through the exhaust pipe 24, and after exhausting the turbine 12T, the exhaust gas is exhausted through the turbine outlet side pipe 25. The Further, the marine engine system 10 of the present embodiment is provided with an exhaust gas bypass (EGB) pipe 27 that communicates the exhaust pipe 24 and the turbine outlet side pipe 25, and the exhaust gas bypass (EGB) pipe 27 has an exhaust to be bypassed. An exhaust gas bypass valve 27V capable of adjusting the amount of gas is provided. Here, the exhaust gas bypass (EGB) pipe 27 provided with the exhaust gas bypass valve 27V is a path (exhaust gas bypass path) for bypassing the turbine 12T.

  The marine engine system 10 of the first embodiment includes at least four pipe attachment portions 28 to 31 for attaching the pipes of the EGR system 11 in order to facilitate retrofit of the EGR system 11. The pipe attachment portions 28 and 29 are provided in the exhaust receiver 23, and the pipe attachment portion 30 is provided between the compressor 12 </ b> C and the cooler 17 in the scavenging path 16. The pipe mounting portion 31 is provided between the water mist catcher (WMC) 18 and the auxiliary blower 19 in the scavenging path 16. For example, as shown in FIG. 2A, the pipe attachment portions 28 to 31 are configured as a branch pipe 32 provided in the exhaust receiver 23 or the scavenging path 16, and the EGR system 11 is provided around the opening of the branch pipe 32. A flange 32F for connecting the pipes is provided. Until the EGR system 11 is retrofitted, as shown in FIG. 2B, the opening of the branch pipe 32 is covered with a lid 32C, and as shown in FIG. The lid 32C is fixed to the flange 32F with a fastener such as. That is, the opening of the branch pipe 32 is closed by the lid 32C. Note that an opening / closing valve may be provided instead of the lid 32C.

  An EGR path 34 that cleans and cools the exhaust gas in the exhaust receiver 23 and returns to the scavenging side is connected to the pipe mounting portion 28. In the EGR system 11, the EGR path 34 is connected to the EGR unit 33 through a shutoff valve 35 and a prespray 36. In the EGR unit 33, a cooler spray 37, an EGR cooler 38, and a water mist catcher (WMC) 39 are provided in the EGR path 34. Further, the EGR path 34 is provided with an EGR blower 40 and a valve 41, and the downstream end thereof is connected to the pipe mounting portion 31. That is, the exhaust gas recirculated through the EGR system 11 is sent from the pipe mounting portion 31 to the scavenging receiver 20 at high loads and to the scavenging receiver 20 through the auxiliary blower 19 at low loads.

  On the other hand, the pipe attachment part 29 of the exhaust receiver 23 is connected to the pipe attachment part 30 through the cylinder bypass pipe 42. That is, the cylinder bypass pipe 42 is a path that bypasses the engine 13 and bypasses the air pressurized by the compressor 12C to the exhaust receiver 23. The amount of bypassed air is a valve 42V provided in the cylinder bypass pipe 42. Adjusted by.

  FIG. 3 is a diagram illustrating an arrangement around the engine 13 of the turbocharger 12 and the cooler 17 in the first embodiment. FIG. 3 is a side view of the engine 13, and the left side corresponds to the propeller side (stern side). In FIG. 3, a position where the EGR unit 33 is attached when the EGR system 11 is retrofitted is indicated by a broken line. In the first embodiment, considering the retrofit of the EGR system 11, the turbocharger 12 and the cooler 17 are attached to the stern side in advance by installing the EGR system 11, that is, the EGR unit 33.

  As described above, according to the marine engine system of the first embodiment, it becomes possible to retrofit the EGR system easily in the future.

  Next, with reference to the block diagram of FIG. 4, the marine engine system of 2nd Embodiment is demonstrated.

  The marine engine system 50 of the second embodiment is an engine system that assumes a retrofit of the high-pressure SCR system 51. The marine engine system 50 is different from the marine engine system 10 of the first embodiment in that the configuration of the pipe mounting portion and the reactor bypass valve 24V are provided in the exhaust pipe 24, but the other configurations are the first implementation. It is the same as the form. Therefore, about structures other than the piping attachment part of the marine engine system 50, the same reference number as 1st Embodiment is used, and the description is abbreviate | omitted.

  In the marine engine system 50 of the second embodiment, a pipe mounting portion 52 is provided in the exhaust receiver 23, a pipe mounting portion 53 is provided in the exhaust pipe 24, and a pipe mounting portion 54 is provided in the scavenging receiver 20. When the high-pressure SCR system 51 is retrofitted, the inlet side of the high-pressure SCR pipe 55 of the high-pressure SCR system 51 is attached to the pipe attachment portion 52, and a reactor sealing valve 55A is provided at the inlet of the high-pressure SCR pipe 55. . In the high-pressure SCR system 51, urea water or ammonia water is first supplied as a reducing agent in the vaporizer / mixer 57 to the exhaust gas sent from the exhaust receiver 23 through the reactor sealing valve 55A. That is, the reducing agent is vaporized in the vaporizer / mixer 57 and mixed with the exhaust gas. The reducing agent is vaporized by the vaporizer / mixer 57, decomposed into ammonia, and then led to the SCR reactor 58 together with the exhaust gas. In the SCR reactor 58, a NOx reduction reaction is caused, and the reactor / throttle valve 55B is passed through. The high pressure SCR pipe 55 is supplied to the exhaust pipe 24 (upstream side of the turbine 12T) from the pipe mounting portion 53 to which the downstream end is connected. In addition, a cylinder bypass pipe 59 is connected to the high pressure SCR pipe 55 downstream of the valve 55B of the high pressure SCR system 51 in the pipe mounting portion 54 provided in the scavenging receiver 20, and the main engine has a low exhaust gas temperature. In order to secure the reaction temperature in the SCR reactor, the exhaust gas temperature is raised by reducing the amount of air supplied from the scavenging receiver 20 to the cylinder by the cylinder bypass valve 55C. In addition, what is equipped with the capacity | capacitance and output suitable for the high voltage | pressure SCR system 51 is used for the auxiliary blower 19 installed in the scavenging path | route 16 of this embodiment, and its drive motor.

  As described above, according to the marine engine system of the second embodiment, it becomes possible to retrofit the high-pressure SCR system easily in the future.

  Next, a marine engine system according to a third embodiment will be described with reference to the block of FIG.

  The marine engine system 60 of the third embodiment is an engine system that assumes a retrofit of the low-pressure SCR system 61. Further, at the time of retrofit, the low pressure SCR system 61 is connected to the turbine outlet side pipe 25 (downstream side of the turbine 12T), and a pipe fitting portion dedicated to the retrofit apparatus is provided as in the first and second embodiments. It will never be done. Since other configurations are the same as those in the first embodiment, the same reference numerals are used and description thereof is omitted.

  The low pressure SCR pipe 62 of the low pressure SCR system 61 connected to the turbine outlet side pipe 25 is branched into two branches. One of the low-pressure SCR pipes 62 is bypassed to the chimney via a reactor bypass valve 62A, and the other is connected to the ammonia injection grid 63 via a reactor sealing valve 62B. Ammonia is supplied from the injection control unit 64 to the ammonia injection grid 63 as a reducing agent. In the ammonia injection grid 63, the exhaust gas mixed with ammonia causes a NOx reduction reaction in the SCR reactor 65, and is discharged to the chimney through the reactor / throttle valve 62C. A part of the exhaust gas from the SCR reactor 65 is sent to the burner 67 of the injection control unit 64 by the blower 66 provided in the injection control unit 64 and heated, and then sent to the evaporator 68. Urea water or ammonia water is supplied as a reducing agent to the evaporator 68, decomposed into ammonia by the evaporator 68, and then supplied to the ammonia injection grid 63 for reaction in the SCR reactor 65.

  As described above, according to the marine engine system of the third embodiment, it is possible to retrofit the low-pressure SCR system easily in the future.

  In each embodiment, the retrofit system requires an operation unit and a display unit for controlling each device included in the system. Therefore, it is desirable to prepare a space for the added system in advance in the control console of the marine engine system.

10, 50, 60 Marine Engine System 11 EGR System 12 Turbocharger 13 Engine 20 Scavenging Receiver 23 Exhaust Receiver 27 Exhaust Gas Bypass Pipe (Exhaust Gas Bypass Path)
28-31, 52-54 Piping mounting part 27V Exhaust gas bypass valve 51 High pressure SCR system 61 Low pressure SCR system

Claims (10)

A turbocharger operated by exhaust gas supplied from an exhaust receiver;
A scavenging path for supplying air pressurized by a compressor of the turbocharger to a scavenging receiver;
An exhaust gas bypass path that bypasses an inlet side and an outlet side of a turbine of the turbocharger is provided. A marine engine system that complies with NOx secondary regulation.   The marine engine system according to claim 1, further comprising a pipe mounting portion for connecting a pipe of an EGR system or a high-pressure SCR system corresponding to the NOx tertiary regulation.   The marine engine system according to claim 2, wherein the pipe attachment portion corresponds to an EGR system, and the pipe attachment portion is provided in the scavenging path and the exhaust receiver.   The marine engine system according to claim 2, wherein the turbocharger is disposed on the stern side for a space required for the EGR system.   The marine engine system according to claim 3 or 4, wherein an auxiliary blower made of a material suitable for an EGR system is provided in the scavenging path.   The pipe attachment portion corresponds to a high-pressure SCR system, and the pipe attachment portion is provided in the scavenging receiver, the exhaust receiver, and an exhaust pipe that communicates from the exhaust receiver to an inlet side of the turbine. The marine engine system according to 2.   The marine engine system according to claim 6, wherein an auxiliary blower having a capacity and an output adapted to a high-pressure SCR system and a drive motor thereof are provided in the scavenging path.   The marine engine system according to claim 1, wherein a low-pressure SCR system used for NOx tertiary regulation can be attached to an outlet side of the turbine.   The marine engine according to any one of claims 1 to 8, further comprising a marine engine control console, wherein a space for a device added in accordance with the NOx tertiary regulation is provided in the marine engine control console. Engine system.   A ship provided with the marine engine system according to any one of claims 1 to 9.

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