KR101708098B1 - Intake air control apparatus and power plant with the same - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake air temperature regulator for regulating the temperature of an intake air to be supplied to an engine that sucks combustion air using an air supply and discharges exhaust gas through an exhaust receiver, The apparatus includes an adiabatic chamber enclosing an upper portion of the engine together with the turbocharger and the exhaust receiver and having a region opened, and an openable / closable vent which is adjustable in opening ratio provided in the opening of the adiabatic chamber.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake air temperature control apparatus,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an intake air temperature adjusting device for adjusting an intake air temperature of an engine and a power device having the same.

Generally, a power unit used for a ship or the like includes a low speed diesel engine and a turbocharger. A selective catalytic reduction (SCR) system is a system for reducing nitrogen oxides by purifying exhaust gases generated from a diesel engine.

The selective catalytic reduction system reacts the nitrogen oxides contained in the exhaust gas with the reducing agent while passing the exhaust gas and the reducing agent together in the reactor equipped with the catalyst, thereby reducing the nitrogen and the water vapor.

The selective catalytic reduction system is mainly used by hydrolyzing urea as a reducing agent for reducing nitrogen oxides. That is, ammonia (NH ₃ ) produced by hydrolysis of urea is used as a reducing agent for reducing nitrogen oxides.

In addition, the selective catalytic reduction system mainly utilizes a high-temperature active catalyst having an active temperature range of 250 ° C to 400 ° C in consideration of economical efficiency and radioactivity regulation.

However, when an exhaust gas having a temperature of 250 DEG C or less flows into a reactor equipped with a high-temperature active catalyst, the catalyst is poisoned by the sulfur component contained in the fuel of the diesel engine, and the activity of the catalyst is continuously deteriorated.

On the other hand, if the combustion air supplied to the diesel engine is lower than the minimum temperature required by the diesel engine, not only the efficiency of the diesel engine is lowered but also the combustion air supplied to the diesel engine, The temperature of the gas is also lowered.

Therefore, if the intake air temperature of the diesel engine is lowered, the efficiency of the selective catalytic reduction system is reduced in addition to the efficiency of the diesel engine, and the rate of poisoning of the catalyst used in the selective catalytic reduction system is greatly increased.

The embodiment of the present invention provides an intake air temperature control device capable of maintaining the temperature of the exhaust air supplied to the engine at a predetermined level or higher.

In addition, the embodiment of the present invention provides a power unit having the above-described intake air temperature regulating device to improve not only the efficiency of the engine but also the exhaust gas purifying efficiency of the engine.

According to an embodiment of the present invention, an intake air temperature regulating device for regulating a temperature of an intake air to be supplied to an engine that sucks combustion air using a supercharger and exhausts exhaust gas through an exhaust receiver is provided with the supercharger and the exhaust receiver A heat insulating chamber enclosing an upper portion of the engine and having an open region and an openable and closable ventilation opening provided in an opening of the heat insulating chamber and capable of adjusting an opening rate.

The intake air temperature adjusting device may further include a suction blower provided in the openable and closable ventilation opening.

The openable and closable ventilation opening may include a vane damper using a vane whose rotational angle is adjusted, a driving motor for generating a rotational power to be supplied to the vane damper, and a power transmitting portion for connecting the driving motor and the vane damper.

The power transmitting portion may include at least one of a chain or a belt.

The intake temperature control device may further include an auxiliary heating unit provided in the heat insulating chamber.

The intake air temperature adjusting device may further include a controller for controlling the opening rate of the opening and closing vent, the suction type blower, and the operation of the auxiliary heating part. The control unit may decrease the opening ratio of the opening / closing type vents when the temperature of the exhaust gas of the engine passes through the supercharger is lower than a reference temperature, and continuously after the opening ratio of the opening / The auxiliary heating unit can be operated.

The reference temperature may be set within a range of 200 degrees Celsius to 250 degrees Celsius.

In addition, according to the embodiment of the present invention, the power unit includes an engine that uses a supercharger to suck combustion air and exhaust exhaust gas through an exhaust receiver, an intake air temperature control unit for controlling the temperature of the intake air to be supplied to the engine, A regulator, and a selective catalytic reduction system for reducing the nitrogen oxides contained in the exhaust gas discharged from the engine. The control unit activates the selective catalytic reduction system when the exhaust gas temperature of the engine is equal to or higher than a reference temperature and stops the selective catalytic reduction system when the exhaust gas temperature of the engine is lower than a reference temperature.

According to another aspect of the present invention, there is provided an intake air temperature control apparatus for controlling the temperature of an intake air to be supplied to an engine that sucks combustion air using a supercharger and exhausts exhaust gas through an exhaust receiver, An intake hood installed to guide the suction direction of air to be sucked by the suction port, and a hood angle adjusting unit to adjust a direction of the suction hood.

The hood angle adjusting portion may include a hood gear portion formed on an outer surface of the intake hood, a driving gear portion engaged with the hood gear portion, and a driving motor for rotating the driving gear portion.

The hood angle adjusting unit may include one or more cylinder devices connected to one side of the intake hood to provide a reciprocating power to one side of the intake hood.

The hood angle adjusting unit may further include a hood gear unit formed on an outer surface of the intake hood, a stopper for restricting movement of the intake hood when the hood is engaged with the hood gear unit, and a stopper driving unit for driving the stopper in a forward and rearward direction have.

The intake air temperature adjusting device may further include a controller for controlling the hood angle adjusting unit. Wherein the control unit controls the hood angle adjusting unit so that the intake hood is directed in a first direction toward the exhaust receiver when the temperature of the exhaust gas of the engine through the supercharger is lower than a reference temperature, The hood angle adjusting unit may be controlled such that the intake hood is directed in a second direction different from the first direction when the temperature is equal to or higher than the reference temperature.

The reference temperature may be set within a range of 200 degrees Celsius to 250 degrees Celsius.

According to another embodiment of the present invention, there is provided a power unit including an engine, an intake air temperature control device for controlling the temperature of the intake air to be supplied to the engine, and a control device for reducing the nitrogen oxide contained in the exhaust gas discharged from the engine A selective catalytic reduction system. The control unit activates the selective catalytic reduction system when the exhaust gas temperature of the engine is equal to or higher than a reference temperature and stops the selective catalytic reduction system when the exhaust gas temperature of the engine is lower than a reference temperature.

According to the embodiment of the present invention, the intake air temperature regulating device can maintain the temperature of the combustion air supplied to the engine at a certain level or higher.

In addition, according to the embodiment of the present invention, the power unit is provided with the above-described intake air temperature regulating device to improve not only the efficiency of the engine but also the exhaust gas purifying efficiency of the engine.

1 is a configuration diagram of an intake air temperature adjusting apparatus according to a first embodiment of the present invention.
Fig. 2 is a configuration diagram of a power unit having the intake air temperature adjusting device of Fig. 1;
3 is a flowchart showing an operation procedure of a power unit having the intake air temperature adjusting device of FIG.
FIG. 3 and FIG. 4 are diagrams showing the configuration of the intake air temperature adjusting device according to the second embodiment of the present invention, according to operation states.
5 is a configuration diagram showing an intake air temperature regulating apparatus according to a modification of the second embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In addition, in the various embodiments, components having the same configuration are represented by the same reference symbols in the first embodiment, and in the other embodiments, only the configurations different from those of the first embodiment will be described do.

The drawings are schematic and illustrate that they are not drawn to scale. The relative dimensions and ratios of the parts in the figures are exaggerated or reduced in size for clarity and convenience in the figures, and any dimensions are merely illustrative and not restrictive. And to the same structure, element or component appearing in more than one drawing, the same reference numerals are used to denote similar features.

The embodiments of the present invention specifically illustrate ideal embodiments of the present invention. As a result, various variations of the illustration are expected. Thus, the embodiment is not limited to any particular form of the depicted area, but includes modifications of the form, for example, by manufacture.

Hereinafter, an intake temperature control device 401 according to a first embodiment of the present invention will be described with reference to FIG.

In the first embodiment of the present invention, the intake air temperature regulator 401 uses the turbocharger 150 to suck combustion air and to discharge the intake air to be supplied to the engine 100 that exhausts the exhaust gas via the exhaust receiver 180 Lt; / RTI >

As shown in FIG. 1, the intake air temperature regulator 401 according to the first embodiment of the present invention includes a heat insulating chamber 410 and a retractable vent 420.

In addition, the intake air temperature regulator 401 according to the first embodiment of the present invention may further include a suction blower 480 and a subsidiary heating unit 460.

The adiabatic chamber 410 surrounds the upper portion of the engine 100 together with the turbocharger 150 and the exhaust receiver 180, and opens in one region. That is, the heat insulating chamber 410 surrounds the exhaust receiver 180 having the highest temperature among the components attached to the engine 100 and the engine 100, thereby securing the heat energy dissipated from the exhaust receiver 180. The heat insulating chamber 410 transfers the secured heat energy to the air sucked by the supercharger 150. That is, the heat insulating chamber 410 enables effective heat exchange between the air to be sucked into the supercharger 150 and the exhaust receiver 180.

The opening and closing vent 420 is installed in the opening of the heat insulating chamber 410. In the first embodiment of the present invention, the opening and closing vent 420 is adjustable in accordance with the control of the control unit 700 (shown in FIG. 2) to be described later.

Specifically, the opening and closing vent 420 includes a vane damper 421 using a vane whose rotational angle is adjusted, a driving motor 428 for generating a rotational force to be supplied to the vane damper 421, and a driving motor 428 And a power transmitting portion 425 connecting the vane damper 421. Here, the power transmitting portion 425 may be at least one of a chain or a belt.

The suction blower 480 is provided in the opening and closing vent 420. Specifically, the suction blower 480 may be installed adjacent to the opening and closing vent 420 in the heat insulating chamber 410.

The suction blower 480 can introduce the necessary air into the heat insulating chamber 410 from the outside in proportion to the air sucked by the supercharger 150.

According to the first embodiment of the present invention, thermal energy emitted from the upper portion of the engine 100 and the exhaust receiver 180 is supplied to the heat insulating chamber 410 using the opening ratio control of the opening and closing vent 420 and the suction blower 480. [ The outflow to the outside can be minimized.

The auxiliary heating section 460 is provided inside the heat insulating chamber 410. The auxiliary heating unit 460 operates in an auxiliary manner when the temperature of the air in the heat insulating chamber 410 is not sufficiently raised by heat exchange with the exhaust receiver 180 under the control of the control unit 700 to be described later, The air of the heat exchanger is further heated.

The control unit 700 (shown in FIG. 2) controls the opening ratio of the opening and closing vent 420, the suction type blower 480, and the operation of the auxiliary heating unit 460.

Specifically, when the exhaust gas temperature of the engine 100 through the turbocharger 150 is lower than the reference temperature, the control unit 700 decreases the opening ratio of the opening / closing type vent 420 and decreases the opening ratio of the opening type vent 420 When the exhaust gas temperature of the engine 100 is maintained below the reference temperature continuously, the auxiliary heating unit 460 is operated. Here, the reference temperature may be set within a range of 200 degrees Celsius to 250 degrees Celsius. The reference temperature may be appropriately selected according to the type of the engine 100 and the type of the selective catalytic reduction system 500 to be described later.

However, if the reference temperature is less than 200 degrees Celsius, the exhaust gas directed to the catalyst of the selective catalytic reduction system 500 has a temperature below the catalytic activation temperature, so that the reaction efficiency is lowered and the catalyst can be easily poisoned.

If the reference temperature is higher than 250 DEG C, the operation time of the auxiliary heating unit 460 for raising the temperature of the exhaust gas passing through the turbocharger 150 is increased, and unnecessary energy is additionally wasted.

As described above, the control unit 700 can improve the utilization efficiency of the entire energy by stepwise operating the openable vent 420 and the auxiliary heating unit 460 to raise the temperature of the air in the heat insulating chamber 410.

For example, the auxiliary heating section 460 may be an electric heater, a steam pipe, or the like. Here, the steam pipe may be a pipe through which the system air used in the ship moves.

With this configuration, the intake air temperature regulator 401 according to the first embodiment of the present invention can maintain the temperature of the combustion air supplied to the engine 100 through the turbocharger 150 at a predetermined level or higher .

Hereinafter, a power unit 501 including an intake air temperature regulator 401 according to the first embodiment of the present invention will be described with reference to FIG.

As shown in Fig. 2, the power unit 501 includes an engine 100, an intake temperature regulator 401 according to the first embodiment of the present invention, and a selective catalytic reduction system 500.

The power unit 501 may further include a temperature sensor unit 610 for measuring an exhaust gas temperature of the engine 100 via the supercharger 150.

The engine 100 discharges the exhaust gas through the exhaust receiver 180 and the turbocharger 150 rotates the turbine with the pressure of the exhaust gas discharged through the exhaust receiver 180 to introduce new fresh air into the engine 100 Compressed and supplied. As described above, the supercharger 150 supplies the compressed air for engine 100 to the engine 100, thereby improving the efficiency of the engine 100. [

The intake air temperature regulator 401 according to the first embodiment of the present invention regulates the temperature of the intake air to be supplied to the engine 100, as described above. That is, the intake air temperature regulator 401 maintains the temperature of the engine air supplied to the engine 100 at a predetermined level or higher.

It is possible to maintain the temperature of the engine air supplied to the engine 100 at or above the minimum temperature required by the engine 100.

When the temperature of the exhaust gas supplied to the engine 100 rises, the temperature of the exhaust gas discharged from the engine 100 also rises.

The temperature of the exhaust air supplied to the engine 100 is 10 degrees Celsius through the experiment so that the exhaust gas discharged from the engine 100 through the turbocharger 150, The temperature of the exhaust gas discharged from the engine 100 through the turbocharger 150 is 309 degrees Celsius when the temperature of the gas is 253 degrees Celsius and the temperature of the engine air supplied to the engine 100 is 45 degrees Celsius under the same conditions. can confirm.

A selective catalytic reduction (SCR) system 500 purifies the exhaust gas generated in the engine 100 to reduce nitrogen oxides. The selective catalytic reduction system 500 reacts the nitrogen oxide contained in the exhaust gas with the reducing agent while passing the exhaust gas and the reducing agent together in the reactor equipped with the catalyst, and reduces the nitrogen and steam.

The catalyst may be made of a variety of materials known to those skilled in the art, such as zeolite, vanadium, and platinum. In one example, the catalyst may have an active temperature in the range of 250 degrees Celsius to 350 degrees Celsius. Here, the activation temperature refers to a temperature at which the catalyst can be stably reduced without being poisoned. When the catalyst reacts outside the activation temperature range, the catalyst is poisoned and the efficiency is lowered.

Specifically, the poisoning substance that poisons the catalyst may include at least one of ammonium sulfate (NH ₄ ) ₂ SO ₄ and ammonium hydrogen sulfite (NH ₄ HSO ₄ ). Such a catalyst poisoning material is adsorbed on the catalyst to lower the activity of the catalyst. Since the catalyst poisonous substance decomposes at a relatively high temperature, the poisoned catalyst can be regenerated by raising the temperature of the catalyst.

The temperature sensor unit 610 measures the exhaust gas temperature of the engine 100 via the supercharger 150, that is, the temperature of the exhaust gas to be introduced into the reactor of the selective catalytic reduction system 500.

The control unit 700 activates the selective catalytic reduction system 500 when the exhaust gas temperature of the engine 100 supplied from the temperature sensor unit 610 is equal to or higher than the reference temperature and the exhaust gas temperature of the engine 100 is lower than the reference temperature The selective catalytic reduction system 500 is stopped.

When the selective catalytic reduction system 500 is stopped, the exhaust gas of the engine 100 can be discharged by bypassing the reactor of the selective catalytic reduction system 500.

When exhaust gas having a temperature lower than the catalytic activity temperature is supplied to the catalyst for selective catalytic reduction, not only the reaction efficiency is lowered but also the catalyst is poisoned as described above.

Accordingly, the temperature of the exhaust gas discharged from the engine 100 is increased or decreased by the temperature of the exhaust gas to be supplied to the engine 100 through the intake air temperature regulator 401 to an effective range .

The power device 501 having the intake air temperature regulating device 401 according to the first embodiment of the present invention can improve not only the efficiency of the engine 100 but also the exhaust gas purifying efficiency of the engine 100 .

Hereinafter, the operation procedure of the power unit 501 including the intake air temperature regulator 401 according to the first embodiment of the present invention will be described in detail with reference to FIG.

First, the temperature of the exhaust gas discharged from the engine 100 through the turbocharger 150 is measured. The control unit 700 activates the selective catalytic reduction system 500 when the temperature of the exhaust gas is equal to or higher than the reference temperature.

If the temperature of the exhaust gas is lower than the reference temperature, the control unit 700 reduces the opening ratio of the opening / closing type air vents 420 to minimize the outflow of heat energy emitted from the exhaust receiver 180, Thereby maximizing the heat exchange between the air to be sucked into the exhaust passage 150 and the exhaust receiver 180.

If the temperature of the exhaust gas discharged from the engine 100 continuously through the turbocharger 150 is lower than the reference temperature even after the opening ratio of the opening and closing vent 420 is adjusted, the controller 700 controls the auxiliary heater 460 Thereby further raising the temperature of the air in the heat insulating chamber 410.

If the temperature of the exhaust gas discharged from the engine 100 through the turbocharger 150 rises above the reference temperature, the selective catalytic reduction system 500 is continuously operated. However, if the exhaust gas temperature does not rise above the reference temperature, (500).

As described above, according to the first embodiment of the present invention, not only the efficiency of the engine 100 but also the exhaust gas purifying efficiency of the engine 100 can be improved.

Hereinafter, an intake temperature control device 402 according to a second embodiment of the present invention will be described with reference to Figs. 4 and 5. Fig.

4 and 5, the intake air temperature regulator 402 according to the second embodiment of the present invention includes an intake hood 440, a hood angle regulator 450, and a controller 700 ).

The suction hood 440 is installed at the suction port of the turbocharger 150 to guide the suction direction of air to be sucked.

The hood angle adjusting unit 450 rotates the intake hood 440 to adjust the direction in which the intake hood 440 faces.

Specifically, the hood angle adjusting portion 450 includes a hood gear portion 454 formed on the outer surface of the intake hood 440, a driving gear portion 457 engaged with the hood gear portion 454, and a driving gear portion 457 And a driving motor 451 for rotating the driving motor 451.

6, the hood angle adjusting unit 403 is connected to one side of the air intake hood 440, and is provided with one end of the air intake hood 440, A hood gear portion 464 formed on the outer surface of the intake hood 440 and a stopper 467 for restricting the movement of the intake hood 440 when engaged with the hood gear portion 464, And a stopper driver 468 for driving the stopper 467 forward and backward.

2) controls the intake hood 440 in a first direction toward the exhaust receiver 180 when the exhaust gas temperature of the engine 100 through the turbocharger 150 is lower than the reference temperature, Controls the regulating unit 450 so that the intake hood 440 faces the second direction different from the first direction when the exhaust gas temperature of the engine 100 passing through the turbocharger 150 is equal to or higher than the reference temperature, 450).

With this configuration, the intake air temperature regulator 402 according to the second embodiment of the present invention can maintain the temperature of the engine air supplied to the engine 100 at a predetermined level or higher through the turbocharger 150 .

Hereinafter, the operation of the power unit including the intake air temperature adjusting device 402 according to the second embodiment of the present invention will be described with reference to FIG.

The power unit having the intake air temperature adjusting device 402 according to the second embodiment of the present invention is the same as the first embodiment except for the structure of the intake air temperature adjusting device 402. [ That is, the configuration is the same as that of Fig. 2 except for the structure of the intake air temperature regulator 402.

7, the power unit having the intake air temperature regulator 402 according to the second embodiment of the present invention measures the temperature of the exhaust gas discharged from the engine 100 through the supercharger 150 . The control unit 700 activates the selective catalytic reduction system 500 when the temperature of the exhaust gas is equal to or higher than the reference temperature.

If the temperature of the exhaust gas is lower than the reference temperature, the control unit 700 controls the hood angle adjusting unit 450 so that the intake hood 440 faces the exhaust receiver 180, which emits relatively high heat energy. 440).

Accordingly, the turbocharger 150 sucks up relatively heated air due to heat energy emitted from the exhaust receiver 180.

After the angle of the intake hood 440 is changed, when the temperature of the exhaust gas discharged from the engine 100 through the turbocharger 150 rises above the reference temperature, the selective catalytic reduction system 500 continues to operate.

However, even after changing the angle of the intake hood 440, if the temperature of the exhaust gas discharged from the engine 100 continuously through the turbocharger 150 does not rise above the reference temperature, the operation of the selective catalytic reduction system 500 Stop.

As described above, according to the second embodiment of the present invention, not only the efficiency of the engine 100 but also the exhaust gas purification efficiency of the engine 100 can be improved.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art. will be.

It is therefore to be understood that the embodiments described above are to be considered in all respects only as illustrative and not restrictive, the scope of the invention being indicated by the appended claims, It is intended that all changes and modifications derived from the equivalent concept be included within the scope of the present invention.

100: engine
150: supercharger
180: exhaust receiver
401, 402, 403: intake air temperature regulator
410: adiabatic chamber
420: Retractable air vents
421: Vane damper
425:
428, 451: drive motor
460: auxiliary heating section
480: Suction blower
440: intake hood
450, 460: a hood angle adjusting section
454, 464: Hood gear part
457:
461: Cylinder unit
467: Stopper
468: Stopper driving part
500: Selective Catalytic Reduction System
610:
700:

Claims (15)

An intake temperature control device for controlling the temperature of an intake air to be supplied to an engine that sucks combustion air using a supercharger and exhausts exhaust gas through an exhaust receiver,
A heat insulating chamber surrounding the upper portion of the engine together with the turbocharger and the exhaust receiver and having an open area;
An openable and closable ventilation opening provided at an opening of the heat insulating chamber and capable of adjusting an opening rate; And
And an auxiliary heating unit
And an intake air temperature regulator. The method of claim 1,
And a suction blower provided in the opening and closing vent. The method of claim 1,
The openable /
A vane damper using a vane whose rotational angle is adjusted;
A drive motor for generating a rotational power to be supplied to the vane damper; And
And a power transmitting portion for connecting the driving motor and the vane damper,
And an intake air temperature regulator. 4. The method of claim 3,
Wherein the power transmitting portion includes at least one of a chain and a belt. delete 3. The method of claim 2,
Further comprising a control unit for controlling the opening rate of the opening and closing vent, the suction blower, and the operation of the auxiliary heating unit,
Wherein the control unit decreases the opening ratio of the opening / closing vent when the temperature of the exhaust gas of the engine is below the reference temperature, and continuously controls the exhaust gas temperature of the engine to be lower than the reference temperature The auxiliary heating unit is operated. The method of claim 6,
Wherein the reference temperature is set within a range of 200 degrees Celsius to 250 degrees Celsius. An engine that sucks combustion air using a supercharger and exhausts exhaust gas through an exhaust receiver;
An intake air temperature regulating device according to claim 6 for regulating a temperature of an intake air to be supplied to the engine; And
A selective catalytic reduction system for reducing nitrogen oxides contained in the exhaust gas discharged from the engine;
/ RTI >
Wherein,
The selective catalytic reduction system is operated when the exhaust gas temperature of the engine is equal to or higher than a reference temperature,
And stops the selective catalytic reduction system if the exhaust gas temperature of the engine is below a reference temperature. An intake temperature control device for controlling the temperature of an intake air to be supplied to an engine that sucks combustion air using a supercharger and exhausts exhaust gas through an exhaust receiver,
An intake hood installed at an inlet of the turbocharger and guiding a suction direction of air to be sucked by the suction hole;
A hood angle adjusting unit for adjusting a direction of the intake hood,
And an intake air temperature regulator. The method of claim 9,
Wherein the hood angle adjusting unit comprises:
A hood gear portion formed on an outer surface of the intake hood;
A driving gear portion engaged with the hood gear portion; And
And a driving motor
And an intake air temperature regulator. The method of claim 9,
Wherein the hood angle adjusting unit includes at least one cylinder device connected to one side of the intake hood to provide a reciprocating power to one side of the intake hood. 12. The method of claim 11,
Wherein the hood angle adjusting unit comprises:
A hood gear portion formed on an outer surface of the intake hood;
A stopper that restricts the movement of the intake hood when engaged with the hood gear portion; And
And a stopper driving part
Further comprising: The method of claim 9,
And a control unit for controlling the hood angle adjusting unit,
Wherein,
Controls the hood angle adjusting unit so that the intake hood is directed in a first direction toward the exhaust receiver when the temperature of the exhaust gas of the engine through the supercharger is lower than a reference temperature,
And controls the hood angle adjusting unit such that the intake hood is directed in a second direction different from the first direction when the temperature of the exhaust gas of the engine through the supercharger is equal to or higher than a reference temperature. The method of claim 13,
Wherein the reference temperature is set within a range of 200 degrees Celsius to 250 degrees Celsius. engine;
An intake air temperature regulating device according to claim 13 for regulating a temperature of an intake air to be supplied to the engine; And
A selective catalytic reduction system for reducing nitrogen oxides contained in the exhaust gas discharged from the engine
/ RTI >
Wherein,
The selective catalytic reduction system is operated when the exhaust gas temperature of the engine is equal to or higher than a reference temperature,
And stops the selective catalytic reduction system if the exhaust gas temperature of the engine is below a reference temperature.

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