JP5014516B2 - Large turbocharged two-cycle diesel engine with exhaust gas or combustion gas recirculation and method for reducing NOx and soot emissions - Google Patents

Description

  The present invention relates to a large turbocharged two-cycle diesel engine that uses exhaust gas recirculation to reduce NOx generation, and a large turbocharged type 2 to suppress NOx generation using exhaust gas or combustion gas recirculation. The present invention relates to a method of operating a cycle diesel engine.

Currently, there are many options for reducing the generation of NOx due to changes in the engine process of large two-cycle diesel engines by applying the following technologies:
・ Exhaust Gas Recirculation (EGR)
・ Use of emulsion fuel ・ Humidification of fresh air, that is, Scavenge Air Moisterization (SAM).

  The most effective suppression method is EGR. Document DE 1980618 discloses a large two-cycle turbocharged diesel engine with exhaust gas recirculation (in this engine, gas is taken directly from the cylinder, so this type of EGR is called combustion gas recirculation). CGR))) When referred to in this document as "exhaust gas recirculation", this means that the recirculation of both the gas extracted from the exhaust gas and the gas extracted directly from the cylinder is targeted.

  In exhaust gas recirculation, the exhaust gas is mixed with clean scavenging to reduce the oxygen content of the scavenging at the start of compression. Thereby, it is possible to suppress the generation of NOx during the combustion process.

  The high EGR rate required to meet future emission requirements (i.e., relatively high recirculated exhaust gas flow rate relative to scavenging flow rate) has never been applied to large two-cycle diesel engines. In small diesel engines, it has been found that a high EGR rate generates a lot of soot. In small diesel engines, this increase in soot emissions has forced engine developers to ensure better mixing and air intake by employing higher fuel injection pressures. However, when the fuel injection pressure is increased, there is some increase in the generation of NOx, and as a result, the suppression of the NOx generation that was initially obtained cannot be made to some extent. In this manner, designers of small diesel engines have been forced to use higher EGR rates with increasing fuel injection pressure. At present, fuel pressure in small diesel engines is often above 2000 bar, and control of fuel flow at such fuel pressure levels is technically extremely rigorous and expensive, often overcoming durability issues. Arise.

Because large two-cycle diesel engines are very large, it is impossible to directly apply the technology developed to control fuel under such high pressures in small diesel engines to large two-cycle diesel engines. . Therefore, if such a high pressure is used in the fuel injection system, a huge investment is required in a new technology for developing a fuel injection system for a large two-cycle diesel engine to handle such a high pressure. Will.
DE1980618

  From such a background, an object of the present invention is to provide a large two-cycle turbocharged diesel engine that can operate at a high EGR rate without requiring the engine to operate at an excessively high fuel pressure. It is in.

  The object is to provide a crosshead large turbocharger comprising a plurality of cylinders, an exhaust gas recirculation gas system, and a fuel injection system for supplying high pressure fuel injected into the cylinders through injection nozzles to the plurality of cylinders. Type 2 cycle diesel engine with variable exhaust gas recirculation rate, the fuel injection system can selectively add water to the fuel flow through the injection nozzle, and the fuel injection system can This is accomplished by providing a large turbocharged two-cycle diesel engine configured to increase the mass flow rate through the injection nozzle by adding water to the fuel flow as a function of circulation rate.

  Increasing the mass flow rate through the injection nozzle when the exhaust gas recirculation rate is high will increase the momentum of the injected fluid, which in turn will result in high-speed fuel in operating conditions where soot generation may be excessive The intake of fresh air into the spray is improved. Therefore, the generation of excessive soot can be avoided and the NOx value can be kept low without requiring the use of a very high fuel injection pressure.

  When water is mixed with fuel, the combustion temperature can be further lowered, so that further generation of NOx can be suppressed.

  According to an embodiment, a predetermined fuel / water ratio is used if the exhaust gas recirculation rate exceeds a predetermined threshold.

  According to an embodiment, the plurality of cylinders each have at least two injection nozzles, the at least one injection nozzle having a small hole for use when no water is added to the fuel flow, and at least one One injection nozzle has a larger hole that is used when water is added to the fuel stream. Therefore, the increased fuel flow can be accommodated by the injection nozzle having the larger hole.

  According to a further embodiment, water and fuel are emulsified and the fuel / water mixture is injected through an injection nozzle.

  According to another embodiment, the fuel injection flow rate is constant even when water is added to the fuel flow. Thus, the engine can receive a certain amount of fuel and continue to operate at a certain load, even when water / fuel and pure fuel are switched.

  According to another embodiment, the fuel injection pressure is constant even when water is added to the fuel stream. Thus, the engine operates in water / fuel operation at substantially the same fuel pressure as pure fuel operation.

  According to another embodiment, the engine is configured to operate at a moderate exhaust gas recirculation rate without adding water to the fuel flow at high loads.

  According to another embodiment, the mass flow rate through the exhaust gas circulation system is maintained substantially constant regardless of the engine load.

  According to another embodiment, the exhaust gas recirculation system is provided with a scrubber, the scrubber being large enough for the substantially constant mass flow rate through the exhaust gas recirculation system.

  According to certain embodiments, the fuel injection system comprises a system for emulsifying fuel and water.

  According to certain embodiments, the fuel injection system can be selectively operated with pure fuel and optionally with a water / fuel mixture.

  According to certain embodiments, the engine further comprises an electronic control unit that controls the operation of the fuel injection system, wherein the electronic control unit is configured to determine when to increase the mass flow rate through the injection nozzle by adding water to the fuel. Configured.

  Another object of the present invention is a method for controlling fuel injection in a cross-head type large turbocharged two-cycle diesel engine, which performs control at a variable exhaust gas recirculation rate in an engine having exhaust gas recirculation. In addition, an engine is provided with a fuel injection system to provide a method of selectively increasing the mass flow rate through the injection nozzle by adding water to the fuel and increasing the momentum of the injected liquid.

  According to one embodiment, water and fuel are emulsified to add water to the fuel and increase the mass flow rate through the injection nozzle.

  According to another embodiment, water is added to the flow rate through the injection nozzle if a predetermined exhaust gas recirculation rate is exceeded.

  According to certain embodiments, the mass flow rate through the exhaust gas recirculation system is maintained substantially constant regardless of engine load.

  According to one embodiment, an injection nozzle with a larger opening is used for fuel injection when water is added to the fuel flow, and an injection with a smaller opening when water is not added to the fuel flow. A nozzle is used for fuel injection.

  According to certain embodiments, the amount of water added to the fuel is controlled in relation to the exhaust gas recirculation rate.

  Further objects, features, advantages and characteristics of the large two-cycle diesel engine and method 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 schematic view of a crosshead large two-cycle diesel engine according to an embodiment of the present invention. FIG. FIG. 3 is a schematic view of a crosshead large two-cycle diesel engine according to another embodiment of the present invention. FIG. 3 is a schematic view of a crosshead large two-cycle diesel engine according to another embodiment of the present invention. FIG. 6 is a schematic view of a crosshead large two-cycle diesel engine according to yet another embodiment of the present invention.

Detailed Description of Preferred Embodiments

  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 by means of a preferred embodiment. .

  The construction and operation of a crosshead large turbocharged diesel engine are well known per se and need not be further described in the context of the present invention. Further details regarding the operation of the fuel injection system and the exhaust gas system are described below.

  FIG. 1 shows a first embodiment of a large two-cycle diesel engine 1 according to the present invention. The engine 1 can 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 is provided with a plurality of cylinders 2 arranged in a line. Each cylinder 2 is provided with an exhaust valve 3 associated with the cylinder cover. The exhaust path can be opened and closed by an exhaust valve 3. The exhaust bent pipe 4 is connected to the exhaust gas receiver 5. The exhaust gas receiver 5 is arranged in parallel to the row of the plurality of cylinders 2. The exhaust gas is guided from the exhaust gas receiver 5 through the exhaust pipe 8 toward the turbine of the turbocharger 7. The exhaust gas is discharged into the atmosphere downstream of the turbine.

  The turbocharger 7 also includes a compressor connected to the fresh air intake port. The compressor sends high-pressure scavenging to the scavenging receiver 9 via the scavenging cooler 10 and the scavenging conduit 11. The scavenging gas is sent from the air supply receiver 9 to the scavenging port 12 of each cylinder 2.

  A part of the combustion gas is sent to the exhaust gas receiver 14 via the exhaust gas recirculation port 13. The exhaust gas receiver 14 includes a control valve 15 that adjusts the mass flow rate through the exhaust gas recirculation system, a scrubber 16 that purifies the recirculated exhaust gas, a cooler 17, and a mist collector 18 (for example, a gas flow in the scrubber 16). To the scavenging conduit 11.

  The mass flow rate through the exhaust gas recirculation system is maintained substantially constant regardless of engine load. Therefore, the exhaust gas recirculation rate is relatively high when the engine load is low (for example, about 75% or less of the maximum continuous rating), and the exhaust gas is high when the engine load is high (for example, exceeding 75% of the maximum continuous rating). The recirculation rate is relatively low. The exhaust gas scrubber 16 has an accurate scale so that it is sufficient to treat the recirculated exhaust gas stream under such high operating conditions. If no measures are taken, the soot generation at low engine loads and the corresponding increase in the exhaust gas recirculation rate will exceed the permissible range.

  However, the engine is provided with a fuel injection system comprising a fuel tank 20 and a water fuel emulsion tank 21 according to the present invention. The engine may also include a fuel / water emulsification system (not shown). The fuel tank 20 is connected to a high-pressure fuel pump 22 that sends high-pressure fuel to the common rail 23. The common rail 23 supplies high-pressure fuel injected into the cylinder 2 through the fuel valve 24 to the plurality of cylinders 2. The injection nozzle of the fuel valve 24 is provided with a relatively small opening, and the fuel is sprayed into the fuel chamber inside the cylinder 2 from the opening. The operation of the fuel valve 24 is controlled by an electronic control unit (not shown). There may be one or more, for example two or three, fuel valves 24 for each cylinder 2, all of which are connected to the common rail 23.

  The fuel injection system also includes a high pressure fuel pump 25 that pumps fuel / water emulsion from the tank 21 into the common rail 26 at high pressure. The common rail 26 supplies the high pressure fuel / water emulsion injected into the cylinder 2 through the fuel valve 27 to the plurality of cylinders 2. The injection nozzle of the fuel valve 27 is provided with a relatively large opening, and the fuel / water emulsion is sprayed into the fuel chamber inside the cylinder 2 from the opening. The operation of the fuel valve 27 is controlled by an electronic control unit. There may be one or more, for example two or three, fuel valves 27 for each cylinder 2, all of which are connected to the common rail 26.

  The electronic control unit maintains the mass flow rate through the exhaust gas recirculation system through the control valve 15 substantially constant during operation regardless of the engine load. At high engine loads, the mass flow through the air intake system is substantially greater than at moderate to low loads (eg, less than 75% of maximum continuous rating). This means that the exhaust gas recirculation rate is substantially higher when it is moderate to low (eg, exceeding 75% of the maximum continuous rating) than when the load is high.

  During operation at high load, the engine control unit operates the high-pressure fuel pump 22 and the fuel injection valve 24 to inject pure fuel through the fuel injection valve 24 into the combustion chamber in the cylinder. Since the EGR rate is relatively low, the occurrence of soot is not so high under such operating conditions.

  When operating with the engine load not so high and the exhaust gas recirculation rate exceeds a predetermined threshold, the electronic control unit interrupts the operation of the fuel injection valve 24 and the high pressure fuel pump 22, and instead the high pressure pump 25. The fuel injection valve 27 is operated to inject a fuel / water mixture or emulsion into the combustion chamber in the cylinder 2. The amount of fuel injected is likewise substantially constant when switching from pure fuel to fuel / water mixing or emulsion, or when switching from fuel / water mixing or emulsion to pure fuel. The pressure at which the fuel and fuel / water emulsion are injected is constant. That is, the high pressure fuel pump 22 and the high pressure fuel pump 25 operate at a substantially constant pressure. This pressure can be in the same range as that used in conventional common rail fuel injection systems for large two-cycle diesel engines, and is typically in the range of 800 bar to 1200 bar.

  Increased mass flow through the fuel injection nozzle when water is added to the fuel improves the uptake of fresh air into the high-speed fuel spray, which increases fuel / air mixing and increases combustion efficiency, Soot generation is suppressed.

  When the exhaust gas recirculation rate falls below a predetermined threshold, the engine control unit resumes the operations of the high pressure fuel pump 22 and the fuel valve 24 and interrupts the operations of the high pressure fuel pump 25 and the fuel valve 27.

  FIG. 2 illustrates a second embodiment of the present invention, which is the first implementation except that the exhaust gas recirculation system returns directly to the cylinder without mixing the recirculated exhaust gas into the scavenging system. Essentially identical in form.

  FIG. 3 illustrates a third embodiment of the present invention, which is essentially the same as the first embodiment, except that water and fuel are mixed inside the fuel pump 22. In the present embodiment, the fuel pump can control the amount of water mixed with the fuel. The amount of water to be mixed with the fuel is determined by the electronic control unit, and the pump 22 mixes the determined amount of water according to the signal of the electronic control unit. The electronic control unit also determines whether to use a fuel valve 24 having a small opening in the nozzle or a fuel valve 27 having a large opening in the nozzle. In this embodiment, the amount of water mixed with the fuel may be variable (stepwise and continuously) between zero and a predetermined maximum value, or a certain amount of water is turned on / off. It may be mixed with fuel.

  FIG. 3 may also include a feedback control system for adjusting the amount of water mixed with the fuel. In this drawing, the engine 1 is provided with a NOx sensor 28 for measuring the NOx content of the exhaust gas in the exhaust conduit 8 or downstream of the turbocharger 7 as shown. A signal from the NOx sensor 28 is sent to a control box 29 (electronic control unit). The control box 29 receives data regarding other engine operating parameters such as engine load and exhaust gas recirculation rate, and the controller based on these data the amount of water to be added to the fuel flow (water needs to be added). And send a command to the fuel pump 22 accordingly. In some embodiments, controller 29 may also be configured to adjust the exhaust gas recirculation rate in a feedback control loop.

  FIG. 4 illustrates a fourth embodiment of the present invention, which is essentially the same as the first embodiment except that water and fuel are mixed downstream of the high pressure fuel pump 22 and the water pump 25. Are the same. The outlets of these pumps 22, 25 are integrated and connected to a conduit 23 that delivers the fuel / water mixture to the injection valve 24. In this embodiment, the water and fuel pumps can vary in capacity, but embodiments may instead be realized by using pumps that can vary in speed.

  The above-described embodiment has been described as an exhaust gas recirculation system that extracts exhaust gas for recirculation from a port at the bottom of the cylinder 2. However, the present invention may be used for an exhaust gas recirculation system that extracts exhaust gas from the top of the cylinder, for example, through an exhaust gas recirculation valve disposed on the cylinder cover. Further, the recirculation of the recirculated exhaust gas may be performed at the upper part of the cylinder.

  The above embodiments have been described with reference to a fuel injection system that uses a fuel tank and a fuel / water emulsion tank. However, the present invention may use a system that takes in the required amount of water in another way. A high pressure fuel pump with a water inlet and a fuel inlet, which mixes two fluids inside the pump, may be used so that the system need only have a water tank and a fuel tank. . Such a fuel injection system may operate by changing the flow rate of water into the fuel injection system, and the flow rate of water may be determined in relation to the exhaust gas recirculation rate. That is, such a system may operate at a variable fuel to water ratio, and the fuel to water ratio may be determined in relation to the actual EGR rate.

  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.

  Any reference signs used in the claims shall not be construed as limiting the scope.

  Although the present invention has been described in detail for purposes of illustration, such details are merely for purposes of the invention and modifications may be made thereto by those skilled in the art without departing from the scope of the invention. I hope you understand.

Claims (18)

A crosshead large turbocharger comprising a plurality of cylinders (2), an exhaust gas recirculation gas system, and a fuel injection system for supplying high pressure fuel injected into the cylinders through injection nozzles to the plurality of cylinders. A feed type two-cycle diesel engine (1),
The exhaust gas recirculation rate is variable,
The fuel injection system can selectively add water to the fuel flow through the injection nozzle;
The fuel injection system is configured to increase the mass flow rate through the injection nozzle by adding water to the fuel flow in response to an actual exhaust gas recirculation rate.
A crosshead type large turbocharged two-cycle diesel engine (1) characterized in that The crosshead large turbocharged two-cycle diesel engine (1) according to claim 1, wherein a predetermined fuel / water ratio is used when the exhaust gas recirculation rate exceeds a predetermined threshold. The plurality of cylinders (2) each have at least two injection nozzles, the at least one injection nozzle having a small hole for use when no water is added to the fuel flow, and at least one The crosshead type large turbocharged two-cycle diesel engine (1) according to claim 1, wherein the injection nozzle has a large hole for use when water is added to the fuel flow. The crosshead large turbocharged two-cycle diesel engine (1) according to claim 1, wherein water and fuel are emulsified and a fuel / water mixture is injected through the injection nozzle. The crosshead type large turbocharged two-cycle diesel engine (1) according to claim 1, wherein a fuel injection flow rate is constant even when water is added to the fuel flow. The crosshead large turbocharged two-cycle diesel engine (1) according to claim 1, wherein the fuel injection pressure is constant even when water is added to the fuel flow. Oite at high load, without adding water to the flow of the fuel, is configured to operate with reduced exhaust gas recirculation rate than at low load, crosshead large turbocharged according to claim 1 Type 2 cycle diesel engine (1). The crosshead large turbocharged two-stroke diesel engine (1) according to claim 7, wherein the mass flow rate through the exhaust gas circulation system is maintained substantially constant regardless of engine load. The crosshead large turbocharged two-cycle diesel engine (1) according to claim 1, wherein the fuel injection system comprises a fuel / water emulsification system. The crosshead large turbocharged two-cycle of claim 1, wherein the fuel injection system can selectively operate with pure fuel and can selectively operate with a water / fuel mixture. Diesel engine (1). The electronic control unit further controls the operation of the fuel injection system, and the electronic control unit increases the mass recirculation rate when the mass flow rate through the injection nozzle is increased by adding water to the fuel. The crosshead large turbocharged two-cycle diesel engine (1) according to claim 1, wherein the crosshead large turbocharged two-cycle diesel engine (1) is configured to make a determination in relation. A feedback control system (28, 29) is further provided for adjusting the amount of water added to the fuel and / or for adjusting the exhaust gas recirculation rate using measured NOx values in the exhaust gas. The crosshead type large turbocharged two-cycle diesel engine (1) according to claim 1.   A method for controlling fuel injection in a crosshead large turbocharged two-cycle diesel engine (1), comprising: controlling the engine with exhaust gas recirculation at a variable exhaust gas recirculation rate; Wherein a fuel injection system is provided to selectively increase the mass flow rate through the injection nozzle by adding water to the fuel to increase the momentum of the injected liquid. 14. The method of claim 13 , wherein water and fuel are emulsified to add water to the fuel and increase the mass flow rate through the injection nozzle. The method of claim 13 , wherein water is added to the flow rate through the injection nozzle when a predetermined exhaust gas recirculation rate is exceeded. The method of claim 13 , wherein the mass flow rate through the exhaust gas recirculation system is maintained substantially constant regardless of the engine load. When water is added to the fuel flow, an injection nozzle having a large opening is used for fuel injection, and when water is not added to the fuel flow, an injection nozzle having a small opening is used for fuel injection. The method according to claim 13 , wherein the method is used. The method of claim 13 , wherein the amount of water added to the fuel stream is determined in relation to the exhaust gas recirculation rate.

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