JP3463096B2 - Gas engine with deodorizer - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gas engine with a deodorizing device, which uses a gas such as city gas or propane gas to which an odorant is added as a measure against gas leakage as a fuel.

[0002]

2. Description of the Related Art When a gas fuel mixed with an odorant is supplied to a gas engine, the S component in the odorant causes S in the combustion chamber.
Ox is generated, and this is combined with water vapor to cause corrosion of the exhaust path. Further, it causes corrosion of external objects other than the exhaust passage or the gas engine exposed to the exhaust gas. Furthermore, the odorant is not sufficiently oxidized and H in the exhaust gas
It may be discharged together with the C component and may give off a bad odor.

[0003]

Therefore, the applicant has proposed to dispose the odorant by disposing a catalyst in the intake passage and the exhaust passage. When a catalyst is used, the ability of the catalyst to remove the odorant is reduced due to the use of the catalyst. Therefore, it is possible to increase the activity of the catalyst by supplying air,
It is desired that the air supply does not affect the engine operation, and that the air supply does not change the gas flow rate due to the mixing of the fuel gas and the air.

The present invention has been made in view of the above points, and an object thereof is to provide a gas engine with a deodorizing device capable of maintaining the activity of the catalyst without affecting the engine operation or the gas flow rate. .

[0005]

In order to solve the above-mentioned problems and to achieve the object, an invention according to claim 1 is to provide an intake passage for supplying a fuel gas mixed with odorous gas by mixing with air. In a gas engine with a deodorizing device, which comprises an exhaust passage for exhausting exhaust gas, and a deodorizing catalyst is arranged in the intake passage, a catalyst activity decrease detecting means for detecting a decrease in the activity of the catalyst, and the catalyst. Is provided with a catalyst regenerating means for supplying air to the catalyst when the engine is not operating.

According to a second aspect of the present invention, an intake passage for supplying the fuel gas mixed with the odorous gas by mixing with the air and an exhaust passage for exhausting the exhaust gas are provided, and the deodorizing catalyst is arranged in the exhaust passage. In the gas engine with the deodorizing device, a catalyst activity decrease detecting means for detecting a decrease in the activity of the catalyst, and a catalyst regeneration for supplying air to the catalyst while the engine is stopped when the activity of the catalyst is decreased It is characterized by the provision of means.

The invention according to claim 3 is characterized in that the catalyst regenerating means has a heating means for heating the catalyst when air is supplied to the catalyst.

According to a fourth aspect of the present invention, the catalyst regenerating means has an air passage for guiding the air passing through the catalyst to the neutralizer.

According to a fifth aspect of the present invention, the catalyst activity lowering detecting means is provided with a predetermined activity based on the data from the catalyst activity sensor, or a predetermined cumulative operating time from the data from the cumulative operating time meter, or a cumulative engine speed meter. It is characterized in that the decrease in the catalyst activity is detected from at least one of the predetermined cumulative engine speeds based on the above data.

According to a sixth aspect of the present invention, in which the decrease in the catalyst activity is detected based on the predetermined cumulative operating time, the time until the catalyst is regenerated becomes shorter as the number of times the catalyst is regenerated every predetermined operating time. It is characterized by setting.

According to a seventh aspect of the present invention, in which the decrease in the catalyst activity is detected by the predetermined cumulative engine speed, the greater the number of times the catalyst is regenerated for each predetermined engine speed,
It is characterized in that the engine speed until the catalyst is regenerated is set low.

[0012]

According to the present invention, the odorant in the fuel gas is removed by the catalyst arranged in the intake passage, and when the activity of the catalyst is lowered, air is supplied to the catalyst while the engine is not operating, Are regenerated to maintain activity.

According to the second aspect of the present invention, the odorant in the fuel gas is removed by the catalyst arranged in the exhaust passage, and when the activity of the catalyst is lowered, air is supplied to the catalyst while the engine is not operating, Are regenerated to maintain activity.

According to the third aspect of the invention, the catalyst is heated when air is supplied to the catalyst, and this heating regenerates the catalyst to maintain its activity.

According to the fourth aspect of the invention, air is supplied to the catalyst for regeneration, and the air containing SOx by this regeneration is guided to the neutralizer through the air passage.

According to the fifth aspect of the present invention, a predetermined activity is obtained from the data obtained by the catalyst activity sensor, a predetermined cumulative operating time is obtained from the cumulative operating time meter data, or a predetermined cumulative engine speed is obtained from the cumulative engine speed meter data. At least one detects a decrease in catalyst activity.

According to the sixth aspect of the present invention, as the number of times of catalyst regeneration is increased every predetermined operating time, the time until the catalyst is regenerated is set shorter, and the decrease in the catalyst activity is detected according to the usage state of the catalyst. .

According to the seventh aspect of the present invention, as the number of times of catalyst regeneration is increased for each predetermined engine speed, the number of engine revolutions until the catalyst is regenerated is set to be low, and the catalyst activity is lowered according to the usage state of the catalyst. To detect.

[0019]

Embodiments of the gas engine with a deodorizing device of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram of an engine-driven heat pump including a gas engine with a deodorizing device.

The engine driven heat pump 1 is composed of an outdoor unit 2 and an indoor unit 3. The indoor unit 3 includes an indoor heat exchanger 4 for refrigerant and an expansion valve 11 for decompression. The outdoor unit 2 includes a gas engine 7 with a deodorizing device, a compressor 8, an accumulator 9, an outdoor heat exchanger 10 for refrigerant, and a four-way valve 13.

As the gas engine 7 with the deodorizing device, a 4-cycle water-cooled gas fuel engine is used. A starting motor 15 is connected to a crankshaft 14 of a gas engine 7 with a deodorizing device via a starting clutch 16, and an output clutch 1 is connected to an output shaft 17 of the gas engine 7 with a deodorizing device.
A compressor 8 is connected via 8.

An intake passage 20 is connected to an intake port 19 of the gas engine 7 with a deodorizing device, a throttle 21 and an air cleaner 22 are arranged in the intake passage 20, and an opening 20a of the intake passage 20 is opened to the outside. There is. The opening of the throttle 21 is adjusted by a governor device 23 using crank power connected to the crankshaft 14 so as to maintain the set engine speed. The set engine speed is set higher as the heat load of the engine-driven heat pump 1 increases to increase the refrigerant circulation amount.

A venturi portion 80 is provided in the intake passage 20 between the throttle 21 and the air cleaner 22. The fuel gas passage 24 is joined to the intake passage 20 in the mixing portion X constituted by the venturi portion 80, and the fuel gas source 25 is connected to the intake passage 20 by the fuel gas passage 24. A zero governor (pressure reducer) 26 is arranged in the fuel gas passage 24, and a flow control valve 28 is provided downstream of the zero governor 26.
Is arranged, and two opening / closing valves 27 and 29 are arranged on the upstream side.

An exhaust passage 31 is connected to the exhaust port 30 of the gas engine 7 with the deodorizing device.
An exhaust heat exchanger 32 and a silencer 33 are disposed in the exhaust passage 31, and an opening 31a of the exhaust passage 31 is open to the outside. The exhaust heat exchanger 32 and the silencer 33 are provided with pipes 90,
It is connected to the neutralizer 34 via 91, and when the water vapor in the exhaust gas cools and condenses into drain water, it is discharged to the neutralizer 34.

The engine driven heat pump 1 is provided with a cooling water circulation system S. The cooling water circulation system S includes a first circulation path S1 that circulates a cooling water jacket 35, a thermostat 36, and a first cooling water pump 37 of the gas engine 7 with a deodorizing device when the cooling water temperature is equal to or lower than a predetermined value. Exhaust heat exchanger 3 when cold
2, a linear three-way valve 38, a radiator 39 on one side, a heat exchange section 40 in the accumulator 9 and a second circulation path S2 circulating the second cooling water pump 41, and the cooling water temperature exceeds a predetermined value. When the engine is warmed up, it branches from the second cooling water pump 41, one of which circulates to the first cooling water pump 37, the cooling water jacket 35 and the thermostat 36 of the gas engine 7 with the deodorizing device, and the other exhausts. After being circulated to the heat exchanger 32, they merge and form a linear three-way valve 38,
One has a radiator 39, and the other has a third circulation path S3 in which the heat exchange section 40 in the accumulator 9 and the second cooling water pump 41 circulate in this order.

The gas engine 7 with a deodorizing device has an output shaft 1
7, the compressor 8 is driven through the output clutch 18, and the discharge port of the compressor 8 has a refrigerant pipe 42, the four-way valve 13 switched to the cooling operation position, and a refrigerant pipe 43 through the refrigerant outdoor heat exchange. It is connected to the vessel 10, the expansion valve 11, and the refrigerant indoor heat exchanger 4. The two heat exchangers 10, 4 are connected to the refrigerant line 4
The accumulator 9 is connected to the suction port of the compressor 8 via the refrigerant pipe 46, the four-way valve 13, the refrigerant pipe 45, the heat exchange section 40 in the accumulator 9, and the refrigerant pipe 46. .

When operating as cooling, the four-way valve 13 is operated so that the first port 13a and the third port 13c communicate with each other, and at the same time, the fourth port 13d and the second port 13b communicate with each other. It will be in a state of

As a result, the compressor 8 is driven by the gas engine 7 with the deodorizing device, the refrigerant is compressed, and the compressed high-temperature, high-pressure refrigerant gas is transferred to the outdoor heat exchanger 10 for refrigerant in the outdoor unit 2. It is cooled and liquefied by the outside air. The liquefied refrigerant is decompressed, and the refrigerant liquid having a low pressure evaporates by taking heat from the indoor air in the refrigerant indoor heat exchanger 4 of the indoor unit 3. A cooling effect is generated by the heat of vaporization at this time to cool the room. The evaporated refrigerant gas is separated from the liquid phase refrigerant by the accumulator 9, only the gas component returns to the compressor 8 again, and the same cycle is repeated.

When operating as heating, the four-way valve 13 is operated so that the first port 13a communicates with the fourth port 13d and the third port 13c communicates with the second port 13b. Let it be in the state where it was made.

As a result, the compressor 8 is driven by the gas engine 7 with a deodorizing device to compress the refrigerant, and the compressed refrigerant gas of high temperature and high pressure is transferred to the indoor heat exchanger 4 for refrigerant in the indoor unit 3. , Cooled by room air and liquefied. At this time, the indoor air is warmed by the heat of condensation to produce a heating effect. The liquefied refrigerant is decompressed, and the low-pressure refrigerant liquid is used as the refrigerant outdoor heat exchanger 1 of the outdoor unit 2.
At 0, the heat of the outside air is taken away, and the evaporated refrigerant gas is again compressed by the compressor 8
Then, the same cycle is repeated.

In this engine driven heat pump 1,
Fuel gas passage 24 upstream from the mixing portion X of air and fuel gas
Then, the catalyst H is arranged. The catalyst H is introduced into the fuel gas passage 24 upstream of the air-fuel gas mixing portion X in the zero governor 26.
Is arranged at the position A between the on-off valves 27 on the upstream side of the above, or at the position B between the flow control valves 28 on the downstream side of the zero governor 26. The catalyst H disposed at at least one of the positions A and B removes the odorant in the fuel gas.

Alternatively or additionally, the catalyst G is placed between the mixing portion X of the intake passage 20 and the intake port 19, and the catalyst G is placed at at least one of the upstream position C and the downstream position D of the throttle 21. It The catalyst G disposed at at least one of the positions C and D removes the odorant in the fuel gas.

Alternatively, or in addition, the catalyst G is placed between the silencer 33 of the exhaust passage 31 and the exhaust port 30 at at least one of the upstream position E and the downstream position F of the exhaust heat exchanger 32. . The catalyst G disposed at at least one of the positions E and F removes the odorant in the fuel gas and purifies the exhaust gas.

In the engine-driven heat pump 1, a fuel gas containing, for example, three kinds of odorants may be used as the fuel gas, and this deodorization is performed by a catalyst. Among the fuel gases, there are cases where three different odorants, that is, mercaptan odorants, sulfide odorants, and thiophene odorants are contained depending on the city gas manufacturing company. When such a fuel gas is used, as a catalyst for the mercaptan odorant, a Cu-H ion-exchange zeolite catalyst, a Mn oxide-ceramic catalyst, a Cu-Mn catalyst, a hopcalite catalyst, a Mn-Fe catalyst are used. As a catalyst for sulfide-based odorants, Mn oxide-
There are ceramic-based catalysts, Cu-Mn catalysts, hopcalite catalysts, Mn-Fe-based catalysts, and the like. As catalysts for thiophene-based odorants, Mn oxide-ceramic-based catalysts, C
It is preferable to use a u-Mn catalyst, a hopcalite catalyst, a Mn-Fe-based catalyst, or the like, and as a catalyst capable of removing both the sulfide-based odorant and the thiophene-based odorant,
Mn oxide-ceramic based catalyst, hopcalite catalyst, M
It is also possible to use an n-Fe-based catalyst or the like.

As the catalyst G arranged in the exhaust passage 31, it is desirable to arrange both the catalyst for removing the odorant and the catalyst for purifying the exhaust gas. The exhaust gas purifying catalyst may be of any type as long as it can purify the exhaust gas, but usually a three-way catalyst, an oxidation catalyst or a reduction catalyst can be used.
There is a problem that SOx generated in the combustion chamber becomes a negative catalyst when the fuel gas from which the odorant is not removed is used as in the conventional case, but various catalysts can be removed by removing the odorant. Can be used. As the three-way catalyst, for example,
Pt / Pd / Rh catalyst, Pt / Pd catalyst, Pt / R
Examples include h-based catalysts and Pd / Rh-based catalysts. As the oxidation catalyst, for example, zeolite catalyst, Al ₂ O ₃ catalyst,
Examples thereof include Pt catalysts, Pd catalysts, Pt / Pd-based catalysts, Au-based catalysts, and the like. As the reduction catalyst, for example, Pt / Al
_{A 2} O ₂ catalyst, a Cu-ZSM-5 catalyst, a perovskite-based catalyst, an Au-based catalyst and the like can be used.

The catalyst G is a carrier made of a heat-resistant alloy (for example, stainless steel) formed in a honeycomb shape, and when placed in the exhaust passage 31, any one of the above exhaust gas purifying catalyst powder and the above odorant are used. In the case where the removing catalyst powder is carried in a mixed state and is arranged in the intake passage 20, the odorant removing catalyst powder is carried.

A catalyst activity decrease detecting means Z for detecting a decrease in the activity of the catalyst and a catalyst regenerating means Y for supplying air to the catalyst G during engine stoppage when the activity of the catalyst G is decreased are provided. The catalyst regenerating means Y is provided in the intake passage 20.
2 or 3 in which the catalyst G is arranged. 2 shows a case where the catalyst G is placed at the position C in FIG. 1. In the catalyst regenerating means Y, an air passage 50 is connected between the catalyst G arranged in the intake passage 20 and the throttle 21. Is provided with an air opening / closing valve 51 and an air pump 52. Further, an air passage 56 is connected between the catalyst G and the mixing section X, and the neutralizer 3 is connected via this air passage 56.
4, an air opening / closing valve 57 is arranged in the air passage 56.

When the activity of the catalyst G decreases, the engine operation is stopped, and during this operation stop, the throttle 21 is closed, the air opening / closing valve 57 is opened, and the air pump 52 is driven. It is guided to the catalyst G in the fuel gas passage 24 via the air passage 50.

Here, the catalyst G is regenerated with air, but the component that does not react with the catalyst G is discharged into the atmosphere from the opening 20a of the intake passage 20, and the SOx component that has reacted with the catalyst G flows into the neutralizer 34. . For the air pump 52, for example, a pressure pump is used. Further, the air pump 52 may be driven by cranking by a starting motor of the engine. Further, an opening adjustment valve may be arranged instead of the air opening / closing valve 51.

The air is supplied while the operation is stopped. After the operation is stopped, the two air valves 52 and 29 are closed and the air pump 52 is immediately driven to supply the air. Further, the air is supplied for a longer time, for example, as the previous operation time before the operation is stopped is longer.

Further, the supply amount of air can be increased or decreased by driving the air pump 52, and the air amount is increased as the activity is lowered by adjusting the air amount to effectively regenerate the catalyst G. You can

Further, the catalyst regenerating means Y has a heating means K for heating the catalyst G when air is supplied to the catalyst G, and the heating means K is composed of a heater 54 such as a nichrome wire.
By heating the catalyst G, the catalyst G can be regenerated to a state close to the initial state, and further, the reusable time of the catalyst G can be lengthened or the number of regenerations can be increased.
The heating means K may be composed of a high frequency heater or the like. According to the temperature information from the temperature sensor 55, the heater 54
The temperature is controlled, and the heating temperature is preferably 80 to 250 ° C.
Above, there is a problem in durability due to overheating.
50-200 degreeC is preferable.

In the embodiment of FIG. 3, the valve 8 is provided on both sides of the catalyst G.
0, 81 are arranged, the valves 80, 81 are fully closed, the air opening / closing valve 57 is opened, and the air pump 52 is driven, whereby air is sucked from the air intake 53 and the catalyst in the intake passage 20 is passed through the air passage 50. Guided by G. Place the catalyst G at position C in FIG.
2 on the right side of FIG.
1 can be shared by the throttle 21. Also, the air pump 5
Instead of 2, the air opening / closing valve 57 of the air passage 56 and the neutralizer 3
The suction pump may be arranged at the position H between the four.

Further, when the catalyst G is placed at the position D in FIG. 1, when the right side of FIG. 2 is on the engine side, the valve 80 of FIG. 2 can also serve as the throttle 21. , All flow to the neutralizer 34.

When the catalyst G is arranged at the positions E and F in the exhaust passage 31 of FIG. 1, valves 80 and 81 are arranged on both sides of the catalyst G as shown in FIG. The air passage 56 can be connected between the valve 80 and the valve 80, and the air passage 50 can be connected between the catalyst G and the valve 81 to guide the air to the catalyst to regenerate it.

In all of the above, the positions of the parts such as the air passage 50 and the air pump 52 and the parts such as the air passage 56 and the neutralizer 34 may be reversed.

The embodiment shown in FIG. 4 shows a case where the catalyst G is arranged at the position C shown in FIG. 1 by another air supply method. In this embodiment, the throttle 21 is fully opened, the starting clutch 16 is connected, the output clutch 18 is disengaged, and the starting motor 15 is operated for a predetermined time. During the operation of the starting motor 15, the gas main valve including the two on-off valves 27 and 29 is fully closed. Opening 20a of intake passage 20
From the combustion chamber, air is introduced into the catalyst G and the catalyst G is regenerated, whereby air containing SOx is discharged from the combustion chamber to the atmosphere through the exhaust passage 31. During this time, the SOx component is liquefied and flows into the neutralizer 34 via the pipe 90 or the pipe 91 to be neutralized.

In the case where the odorant-removing catalyst G is arranged in the intake passage 20 as described above, the odorant is removed before entering the combustion chamber, so that the exhaust passage 31 is corroded and exposed to the outside. Not only the problem of foul odor discharge of the present application is solved, but SOx is generated in the combustion chamber due to the S component in the odorant, and this is combined with water vapor, which causes corrosion of the combustion chamber portion or blow-by leakage into the crank chamber. S due to odorant in gas
It is also possible to solve the problem that Ox is mixed, is combined with water vapor to become an acid, is sent to the lubrication part of each part together with the oil in the crank chamber, and corrodes the lubricating oil.

The embodiment shown in FIG. 5 shows the case where the catalyst G is arranged at the position E shown in FIG. Also in the case of this embodiment, as in the embodiment of FIG. 4, the throttle 21 is fully opened, the starting clutch 16 is connected, the output clutch 18 is disengaged, and the starting motor 15 is operated for a predetermined time. This starting motor 15
At the time of the operation of 1, the gas main valve including the two on-off valves 27 and 29 is fully closed.

The embodiment shown in FIG. 6 shows the case where the catalyst G is arranged at the position F shown in FIG. Also in the case of this embodiment, as in the embodiment of FIG. 4, the throttle 21 is fully opened, the starting clutch 16 is connected, the output clutch 18 is disengaged, and the starting motor 15 is operated for a predetermined time. This starting motor 15
At the time of the operation of 1, the gas main valve including the two on-off valves 27 and 29 is fully closed.

In the embodiment of FIGS. 5 and 6, the air passage 50 in which the air intake 53, the air pump 52 and the air opening / closing valve 51 are arranged in this order is connected to the upstream side of the catalyst G, and the upstream side of this connecting portion. A valve 80 or the like may be disposed in the. In this case, when the catalyst is regenerated, the valve 80 is closed and the air opening / closing valve 51 is closed.
Is opened and the air pump 51 is driven instead of engine cranking.

The neutralizer 34 is constructed as shown in FIG. The neutralizer 34 is configured by joining the lower case 300 and the upper case 301. A neutralizer 302 is stored inside the lower case 300, and the weir 300 a formed in the lower case 300 allows the upper case 301 and the lower case 300 to be separated.
And a discharge passage 303 is formed between and. Lower case 3
An outlet 304 is provided at the bottom of 00.

The neutralizer 34 is provided with a short introduction pipe 305 and a long introduction pipe 306. The short introduction pipe 305 is connected to the exhaust heat exchanger 32 and the silencer 33 via pipes 90 and 91 to guide condensed water, and the long introduction pipe 306 is connected to the air passage 56. Since the weir 300a is provided in the neutralizer 34, the gas after the catalyst E is regenerated by the pressure of the air pump 52 is discharged from the air passage 56 into the water through the tip of the long introduction pipe 306. , Water that is dissolved in water and reacts with the neutralizing agent 302 to be neutralized, and overflows from the weir 300a
It is discharged from 03 through the discharge port 304.

Next, the control when the activity of the catalyst E decreases will be described with reference to FIGS. 8 and 9. FIG. 8 is a control block diagram when the activity of the catalyst decreases.

The controller 60 includes two open / close valves 27, 2
A gas main valve opening / closing sensor 70 for detecting opening / closing of 9, an engine switch 71 for starting engine operation, a cumulative operation time meter 61, a cumulative engine speed meter 62, a catalyst activity sensor 63, a predetermined value data 64, a catalyst regeneration frequency meter 7
2 and a pressure sensor 7 for detecting the pressure at the discharge port of the compressor 8.
Data is input from 3. Further, the control device 60 includes an air passage open / close valve drive actuator 68, an air pump drive actuator 69, a start motor drive actuator 7
4, the fuel flow control valve drive actuator 75, the throttle opening / closing drive actuator 76, and the heater power supply device 77 are connected.

The catalyst activity decrease detecting means Z for judging the decrease of the catalyst activity is the predetermined activity from the data from the catalyst activity sensor 63, or the predetermined cumulative operating time from the data from the cumulative operating time meter 61, or the cumulative engine speed. From the data obtained by the several meters 62, the decrease in the catalyst activity is detected by at least one of the predetermined cumulative engine speeds. In the case of detecting the decrease in the catalyst activity based on the predetermined cumulative operating time, at least M at every predetermined operating time.
As the number of times the n-type catalyst is regenerated increases, the time until the catalyst is regenerated is set to be shorter, and the decrease in the catalyst activity is detected according to the usage state of the catalyst. Further, in the case of detecting the decrease in the catalyst activity based on the predetermined cumulative engine speed, the engine speed for regenerating the catalyst is set to be shorter as the Mn-based catalyst is regenerated more frequently at every predetermined engine speed. With this configuration, a decrease in catalyst activity is detected according to the usage state of the catalyst.

When the activity of the catalyst E is lowered, the catalyst regenerating means Y detects the closing of the two on-off valves 27 and 29 by the gas valve opening / closing sensor 70, and the engine switch 71 detects the stop of the engine operation. , While the engine is stopped,
The air passage open / close valve drive actuator 68 and the air pump drive actuator 69 are driven to supply air to the catalyst E.

The air passage opening / closing valve drive actuator 68 is operated by the accumulated operation time meter 61 at predetermined accumulated operation time intervals.
Also, the air pump drive actuator 69 or the engine starter motor 15 is driven to perform catalyst regeneration, and the catalyst regeneration time for supplying the catalyst regeneration air increases as the number of catalyst regeneration times increases. Alternatively, the amount of air for catalyst regeneration is increased.

Further, not only the engine speed but also the load increases, the amount of the air-fuel mixture supplied to the engine per unit time increases, so that the activity of the catalyst decreases faster. Therefore, not only the total number of engine revolutions, but the larger the load is, the larger the load coefficient is multiplied by the engine revolution number, and the multiplied value is stored in the total engine revolution meter. If the value becomes larger than the value of the predetermined value data, it may be determined that the catalyst activity has decreased, and the catalyst regeneration air supply device, for example, the opening / closing valve or the air pump 52 and the air opening / closing valve 51 may be operated.

Further, the pressure sensor 7 in the refrigerant circuit of FIG.
3 may be used as a load sensor and the load may be increased when the pressure on the downstream side of the compressor 8 becomes high.

Next, the control when the activity of the catalyst is lowered will be described with reference to the flowchart of FIG. When the operation is started, if the engine operation is stopped in step a, the gas main valve open / close sensor 70 detects full closure in step b, and if not closed, the open / close valves 27 and 29 which are gas main valves are closed in step c. . Then, in step d, any one of the cumulative operating time data a, the cumulative engine speed data b, and the catalyst activity data c is incorporated. In step e, the predetermined operating time data a and the predetermined value data a0 or b0 corresponding to the cumulative engine speed data b, or the predetermined value data c0 corresponding to the catalyst activity data c and the predetermined time data h0 are taken in, and further in step f. Incorporate m related to the air pump drive count data.

In step g, the predetermined cumulative operating time data a
0, the predetermined cumulative engine speed data b0, or the predetermined catalyst activity data c0 and the product of f (m) related to the air pump drive count data. F (m) related to the air pump drive count data is a coefficient of 1 or less that becomes smaller as the air pump drive count data m increases. If any of the cumulative operating time data a, the cumulative engine speed data b, and the catalyst activity data c is greater than or equal to the relevant cumulative value, in step h, the flow control valve 28 is fully opened in the embodiment of FIG. Further, the air opening / closing valve 51 is fully opened, the throttle 21 is closed, and in the embodiment of FIG. 3, the flow control valve 28 is fully closed and the air opening / closing valves 51, 57 are fully opened. Then, in step i, the h0 air pump 52 is driven for a predetermined time and the heater 54
Of the total operating time data a,
By clearing any of the accumulated engine speed data b and increasing the air pump drive count m by 1, the flow control valve 28 is returned to the initial full opening at step k, the air opening / closing valve 51 is closed, and In this case, the air opening / closing valve 57 is fully closed, and the throttle 21 is returned to the initial position.

Next, another control when the catalyst activity is lowered will be described with reference to the flowchart of FIG. In this embodiment, the same control as in steps a to f in FIG. 9 is performed from the engine operation stop to the incorporation of m related to the air pump drive count data, and thereafter,
Control of steps g1 to k1 shown in FIG. 10 is performed.

That is, in step g1, cumulative operating time data a, cumulative engine speed data b, catalyst activity data c
Is greater than or equal to one of the predetermined values a0, b0, c0, the air opening / closing valves 51, 57 are opened in step h1, the product of the predetermined time h0 and g (m) is obtained, and the air for that time is obtained. The pump 52 is driven. g (m) becomes larger as m becomes larger. In step i1, the flow control valve 2 in the embodiment of FIG.
8 is fully opened, or the flow control valve 28 is fully closed in the embodiment of FIG. 3, either step j1 cumulative operation time data a or cumulative engine speed data b is cleared, and the air pump drive count m is only 1. 2, the air on-off valve 51 is closed, and in the case of FIG. 2, the throttle 21 and the flow control valve 28 are returned to the initial opening degree.

As the catalyst G arranged in the exhaust passage 31, a catalyst G2 in which the above-mentioned exhaust gas purifying catalyst is carried on a carrier formed in a honeycomb shape and an odor control on a carrier formed in the same honeycomb shape are used. Catalyst G2 carrying removal catalyst G1
Even if they are arranged in series as shown in FIG.
The two may be arranged in series in the reverse order.

While the operation is stopped, air is supplied from the upstream side of both catalysts G1 and G2 as described above, and the catalyst G1 is reactivated. When the catalyst G1 is arranged downstream, air for reactivating the catalyst G1 may be supplied to an intermediate portion between the catalyst G1 and the catalyst G2.

[0067]

As described above, according to the first aspect of the present invention, when the activity of the deodorizing catalyst arranged in the intake passage decreases, air is supplied to the catalyst while the engine is stopped. When the odorant is removed and the activity of the catalyst is reduced, air can be supplied to the catalyst to regenerate the catalyst and maintain the activity without affecting the engine operation or gas flow rate.

According to the second aspect of the present invention, since the air is supplied to the catalyst while the engine is stopped when the activity of the catalyst arranged in the exhaust passage decreases, the odorant in the fuel gas is removed by the catalyst. When the exhaust gas can be purified and the activity of the catalyst is reduced, air can be supplied to the catalyst to regenerate the catalyst and maintain the activity without affecting the engine operation or the gas flow rate.

According to the third aspect of the invention, since the catalyst is heated when air is supplied to the catalyst, it is possible to regenerate the catalyst by heating until the initial state is reached.

In a fourth aspect of the present invention, the catalyst regenerating means has an air passage for guiding the air passing through the catalyst to the neutralizer, and SOx by regeneration is introduced to the neutralizer through the air passage for neutralization. Can be discharged.

According to a fifth aspect of the present invention, the predetermined activity is calculated from the data obtained by the catalyst activity sensor, the predetermined cumulative operating time is calculated from the cumulative operating time meter data, or the predetermined cumulative engine speed is calculated from the cumulative engine speed meter data. It is possible to detect the decrease in the catalyst activity with at least one and to easily and reliably detect the decrease in the catalyst activity.

According to the sixth aspect of the invention, the more the number of times the catalyst is regenerated at a predetermined operation time, the shorter the time until the catalyst is regenerated. Therefore, the decrease in the catalyst activity is detected according to the usage state of the catalyst. The catalyst can be regenerated at the appropriate time.

In the invention according to claim 7, as the number of times of regeneration of at least the Mn-based catalyst increases at a predetermined engine speed,
Since the engine speed until the catalyst is regenerated is set to be short, it is possible to detect a decrease in catalyst activity according to the usage state of the catalyst, and the catalyst can be regenerated at an appropriate time.

[Brief description of drawings]

FIG. 1 is a configuration diagram of an engine-driven heat pump including a gas engine with a deodorizing device.

FIG. 2 is a diagram showing an example of arrangement of catalysts.

FIG. 3 is a diagram showing another embodiment of arrangement of catalysts.

FIG. 4 is a diagram showing another embodiment of arrangement of catalysts.

FIG. 5 is a diagram showing another embodiment of arrangement of catalysts.

FIG. 6 is a diagram showing another embodiment of arrangement of catalysts.

FIG. 7 is a cross-sectional view showing a configuration of a neutralizer.

FIG. 8 is a control block diagram when the activity of the catalyst decreases.

FIG. 9 is a flowchart of control when the activity of the catalyst decreases.

FIG. 10 is a flowchart of another control when the activity of the catalyst decreases.

FIG. 11 is a diagram showing another embodiment of arrangement of catalysts.

[Explanation of symbols]

7 Gas engine with deodorizer 20 Intake passage 24 Fuel gas passage 31 Exhaust passage G catalyst X mixing section Y catalyst regeneration means Z catalyst activity decrease detection means

Claims (7)

(57) [Claims] 1. A gas engine with a deodorizing device, comprising an intake passage for supplying a fuel gas mixed with an odorizing gas to air and supplying the mixture, and an exhaust passage for exhausting exhaust gas, wherein a deodorizing catalyst is arranged in the intake passage. In the above, there is provided a catalyst activity decrease detecting means for detecting a decrease in the activity of the catalyst, and a catalyst regenerating means for supplying air to the catalyst while the engine is stopped when the activity of the catalyst is decreased. A gas engine with a characteristic deodorizing device. 2. A gas engine with a deodorizing device, comprising an intake passage for supplying a fuel gas mixed with an odorizing gas with air to supply the exhaust gas, and an exhaust passage for exhausting exhaust gas, wherein a deodorizing catalyst is arranged in the exhaust passage. In the above, there is provided a catalyst activity decrease detecting means for detecting a decrease in the activity of the catalyst, and a catalyst regenerating means for supplying air to the catalyst while the engine is stopped when the activity of the catalyst is decreased. A gas engine with a characteristic deodorizing device. 3. The gas engine with a deodorizing device according to claim 1, wherein the catalyst regenerating means has a heating means for heating the catalyst when air is supplied to the catalyst. 4. The gas engine with a deodorizing device according to claim 1 or 2, wherein the catalyst regenerating means has an air passage for guiding the air passing through the catalyst to a neutralizer. 5. The catalyst activity decrease detecting means is configured to detect a predetermined activity from data obtained by a catalyst activity sensor, a predetermined cumulative operating time from data obtained from a cumulative operation time meter, or a predetermined cumulative engine obtained from data obtained from a cumulative engine speed meter. The gas engine with a deodorizing device according to any one of claims 1 to 4, wherein the gas engine is configured to detect a decrease in catalyst activity at at least one of the rotation speeds. 6. When detecting a decrease in catalyst activity based on the predetermined cumulative operating time, the time until the catalyst is regenerated is set to be shorter as the number of times of catalyst regeneration increases every predetermined operating time. The gas engine with a deodorizing device according to claim 5. 7. When detecting a decrease in catalyst activity based on the predetermined cumulative engine speed, the engine speed until the catalyst is regenerated is set to be lower as the catalyst regeneration frequency increases for each predetermined engine speed. The gas engine with a deodorizing device according to claim 5, wherein