KR102133605B1 - Intake/Exhaust System Combined Differentiated Turbochargers with SCR System - Google Patents

Abstract

The present invention simplifies the SCR system by linking a plurality of turbochargers with different rated outputs and a selective catalytic reduction (SCR) system, while easily applying an intake/exhaust system that must be equipped with a plurality of turbochargers and an SCR system to an actual engine. It was made possible. Differential turbochargers according to the present invention and the intake/exhaust system in conjunction with the SCR system are provided with two or more types of turbochargers with different rated outputs, and the two or more types of turbochargers are collected by collecting one or more turbochargers. A first group consisting of a large sum, and one or more turbochargers are collected and divided into a second group consisting of a smaller sum of the rated output than the first group; The one or more first exhaust pipes 100a, 100b,... extending from the exhaust side of the engine are divided into the supercharging lines 101a, 101b,... and the SCR introduction line 120, so that the supercharging lines 101a, 101b ,...) is connected to the first group of turbochargers (110a, 110b,...), the SCR introduction line 120, the SCR reactor 130 is connected together with the outlet line of the SCR reactor 130 (140a, 140b,...) are connected to the supercharging lines 101a, 101b,... on the upstream side of the first group of turbochargers 110a, 110b,...; The second exhaust pipe 200 extending from the exhaust side of the engine is independently connected to the turbocharger 210 of the second group without connection with the SCR reactor 130, and the on-off valve 202 is connected to the second exhaust pipe 200. ).

Description

Intake/Exhaust System Combined Differentiated Turbochargers with SCR System}

The present invention relates to an intake/exhaust system of an engine, and in particular, to simplify the SCR system by linking a plurality of turbochargers with different rated outputs and a selective catalytic reduction (SCR) system, while having a plurality of turbochargers and an SCR system together This makes it easy to apply the intake/exhaust system to the actual engine.

In order to increase engine power and efficiency, a turbo charger in an engine drives a turbine using the flow energy of exhaust gas, drives a compressor by a turbine, and compresses the intake air entering the engine, thereby outputting the engine. To increase.

The so-called'sequential supercharging' is equipped with a plurality of turbochargers with different capacities, operating only some large turbochargers in areas with low engine loads and all turbochargers in areas with high engine loads. It is operated as.

Since the sequential supercharging system proposes to operate two or three turbochargers with different capacities in parallel, multiple turbochargers with different capacities must be installed, as well as piping or valve devices for them. As a result, the structure around the engine is enlarged and complicated.

For this reason, it is difficult to find an example of applying a sequential supercharging system to an engine that is actually used.

The SCR system is a system for selectively removing nitrogen oxides (NOx) in exhaust gas emitted from the engine.

SCR systems, for example, must meet the nitrogen oxide regulatory standards (eg'Tier III') in the Air Pollution Control Standards of the International Maritime Organization (IMO), such as the North American Vessel International Environmental Control Area (ECA). It is essential for marine engines that travel in and out of the area, and is also applied to diesel engines for plant power generation and turbine generators.

In this SCR system, a SCR reactor (SCR Chamber) with a catalyst is installed in the exhaust pipe, and by spraying a reducing agent such as urea water into the exhaust pipe, fine particles of the reducing agent mix with the exhaust gas and enter the SCR reactor. In the process of passing through the catalyst, ammonia hydrolyzed from the reducing agent and exhaust gas react to reduce nitrogen oxides, which are harmful substances in the exhaust gas, to nitrogen and water vapor.

However, the SCR system requires a high exhaust gas temperature in order to activate the catalyst. In addition, when the exhaust gas temperature is low, ammonia, a reducing agent, reacts with sulfur oxides rather than nitrogen oxides present in the exhaust gas, and ammonium bisulfate (ABS, Ammonium Bisulfate) ), ammonium bisulfate has high corrosion and adhesion, which causes damage to the catalyst, so it has a so-called'minimum required temperature', the minimum temperature at which the reaction normally occurs above a certain level.

For example, the minimum required temperature of an SCR reactor in a marine diesel engine is known to be about 330°C. Therefore, when the temperature of the exhaust gas at the inlet of the SCR reactor does not reach the minimum required temperature, the removal efficiency (reaction efficiency) of nitrogen oxides decreases.

In order to meet the minimum required temperature conditions of the SCR, for example, in the case of a marine two-stroke diesel engine, an SCR reactor is installed at the front end (upstream) of the turbocharger so that the exhaust gas passes through the SCR immediately after exiting the engine. Exhaust gas temperature is used intact, and after that it is passed through a turbocharger.

Therefore, to adopt an SCR system in an engine equipped with a plurality of turbochargers, or to configure a sequential supercharging by a plurality of turbochargers in an engine equipped with an SCR system, the SCR reactor is arranged on the upstream side of the plurality of turbochargers. In the case of a problem, the structure of the adjacent structure of the engine becomes very complicated because various pipelines (or ducts) are very complicated and various valve assemblies are additionally installed. In general, the turbocharger is connected to an exhaust gas receiver disposed adjacent to the exhaust side of the cylinder head of the engine, and since the exhaust gas receiver is connected at a position very close to the exhaust manifold, it is large with the exhaust gas receiver and the turbocharger. It should be installed very close to the cylinder head up to the SCR reactor. For this reason, the system configuration is complicated, it is difficult to design a layout in a limited space in the ship, to secure a larger engine room space, and assembly and maintenance work becomes very difficult.

1 and 2 are views showing a configuration example of an intake/exhaust system of an engine studied by the present inventors when an SCR reactor is installed upstream of a turbocharger while having a plurality of turbochargers for sequential supercharging.

First, FIG. 1 shows an intake/exhaust system having two turbochargers.

Referring to FIG. 1, the two exhaust pipes 10 and 10 extending from the exhaust side of the engine 2 are divided into the supercharging lines 11 and 11 and the SCR introduction line 20, and the supercharging lines 11 and 11 are First and second turbochargers 6a and 6b are respectively installed, and an SCR reactor 30 is installed in the SCR introduction line 20. In addition, the on/off valves 12 and 12 are provided in the middle of the supercharging lines 11 and 11, and the on/off valve 22 is provided on the middle of the SCR introduction line 20, and the SCR outlet line 40a from the outlet of the SCR reactor 30 is provided. , 40b) is connected to the supercharging lines 11 and 11 on the downstream side of the on/off valves 12 and 12, and the on/off valves 42a and 42b are provided on the SCR outlet lines 40a and 40b. In the drawing, a case in which the exhaust gas receiver 4 is provided is illustrated, but in the form without the exhaust gas receiver 4, the exhaust pipes 10 and 10 are directly connected to the engine 2.

Therefore, by selectively opening and closing the valve of either the group of the on-off valve (12, 12) group or the on-off valve (22) (42a. 42b) group, the exhaust gas through the SCR introduction line 20 SCR reactor 30 ) To remove the nitrogen oxides and then drive the turbochargers 6a, 6b via the SCR outlet lines 40a, 40b and both supercharging lines 11, 11 in turn, or exhaust gas to both supercharging lines 11 , 11) to go directly to drive the turbochargers 6a, 6b.

In addition, under low engine load conditions, one of the on/off valves 12 and 12 of both the supercharging lines 11 and 11 is closed, and the on/off valves 42a and 42b of the SCR outlet lines 40a and 40b on both sides are closed. The line opening/closing valve on the side where the on/off valve 12 is closed is closed, so that only one supercharging line 11 is used.

2 shows an intake/exhaust machine having three turbochargers.

Referring to FIG. 2, the three exhaust pipes 10, 10, and 10 extending from the exhaust side of the engine 2 are divided into the supercharging lines 11, 11, 11 and the SCR introduction line 20, and the supercharging line 11 is shown. , 11, 111) respectively, the first, second, and third turbochargers 6a, 6b, 6c are installed, and the SCR reactor 30 is installed in the SCR introduction line 20. In addition, an on-off valve (12, 12, 12) is provided in the middle of the supercharging lines (11, 11, 11), an on-off valve (22) is provided in the middle of the SCR introduction line (20), and the SCR from the outlet of the SCR reactor (30). The outlet lines 40a, 40b, 40c are extended to connect to the supercharging lines 11, 11, 11 downstream of the on/off valves 12, 12, 12, and the SCR outlet lines 40a, 40b, 40c Each of the on-off valves 42a, 42b, and 42c is provided.

Accordingly, as the valves of any one of the group of the on/off valves 12, 12, 12 or the on/off valve 22 (42a. 42b, 42b) group are selectively opened/closed, exhaust gas passes through the SCR introduction line 20. After entering the SCR reactor 30 and removing nitrogen oxides, the turbo chargers 6a, 6b, and 6c are driven through the SCR outlet lines 40a, 40b, 40c and three supercharging lines 11, 11, 11 in sequence. Or, the exhaust gas directly enters the three supercharge lines 11, 11, and 11 to drive the turbochargers 6a, 6b, 6c.

In addition, under low engine load conditions, one of the on/off valves 12, 12, 12 of the three supercharging lines 11, 11, 11 is closed, and the on/off valves of the three SCR outlet lines 40a, 40b, 40c ( Of the 42a, 42b, 42c), the opening/closing valve of the line in which the opening/closing valve 12 is closed is closed, so that only two turbochargers are used.

As can be seen from the description of FIGS. 1 and 2, when a plurality of turbochargers are provided and the SCR reactor 30 is installed upstream of the plurality of turbochargers, a plurality of turbo lines and several branches of SCR are introduced. The line and the SCR outlet line should be connected, and an on-off valve should be installed for each line, so that the lines and valves constituting the system are many and complicatedly twisted.

In addition, it is designed so that the sum of the rated output of the entire turbocharger satisfies the supercharged capacity when the engine is in full load condition, and all have the same rated output. That is, all of the plurality of turbochargers employ the same rated power, and all turbochargers are operated under the engine full load condition.

As described above, when a plurality of turbochargers all have an equal rated output, as shown in FIG. 1, only one of the two turbochargers can be used to provide a compression load that can be exerted only 50% of the total supercharged work required. Therefore, at an engine load of 50% or more, the density of the intake air becomes lower than the required value, resulting in a drop in power and an increase in fuel efficiency.

In addition, as shown in FIG. 2, the compression work that can be exerted when using two out of three turbochargers provides only 67% of the total supercharged work required, so at 67% or more of the engine load, the density of the intake air is lower than the required value, resulting in lower output. Fuel economy will rise.

However, in the area where the SCR must be driven to meet the air pollution regulation standards, such as ECA, the engine is generally operated at a load of 75% or less without driving at full load. When only the turbocharger is operated, the turbocharger provides only 67% of the total supercharged work, so the output is lowered and the fuel efficiency increases (deteriorated) at higher engine loads.

In addition, the SCR reactor is designed to handle the full load range even though it operates at an engine load of 75% or less in an area where the SCR must be driven to satisfy the air pollution regulation standards, and thus the SCR reactor becomes more expensive than necessary. .

Publication Patent Publication No. 10-2011-0123286 Utility Model Registration No. 20-0279701 Publication Patent Publication No. 10-2014-0000556 Registered Patent Publication No. 10-1366898

Accordingly, an object of the present invention is to have a plurality of turbochargers by having a plurality of turbochargers with different rated outputs, by selectively linking the SCR system to only some of the plurality of turbochargers, simplifying the SCR system and optimizing the size. It is possible to easily apply the intake/exhaust system, which must be equipped with an SCR system, to an actual engine. In addition, it is possible to increase the rated power that the turbocharger can handle in the low load area, and in addition, fuel efficiency in the low load area. It is to provide an intake/exhaust system in connection with differential turbochargers and an SCR system that can help improve.

In order to achieve the above object, the intake/exhaust system in connection with the differential turbochargers and the SCR system according to the present invention includes two or more types of turbochargers with different rated outputs, and the two or more types of turbochargers, 1 Dividing the first group in which the sum of the rated outputs is larger by collecting more than one turbocharger and the second group in which the sum of the rated output is smaller than the first group by collecting one or more turbochargers; The one or more first exhaust pipes 100a, 100b,... extending from the exhaust side of the engine are divided into the supercharging lines 101a, 101b,... and the SCR introduction line 120, so that the supercharging lines 101a, 101b ,...) is connected to the first group of turbochargers (110a, 110b,...), the SCR introduction line 120, the SCR reactor 130 is connected together with the outlet line of the SCR reactor 130 (140a, 140b,...) are connected to the supercharging lines 101a, 101b,... on the upstream side of the first group of turbochargers 110a, 110b,...; The second exhaust pipe 200 extending from the exhaust side of the engine is independently connected to the turbocharger 210 of the second group without connection with the SCR reactor 130, and the on-off valve 202 is connected to the second exhaust pipe 200. ).

Here, the on-off valves 102a, 102b,... are installed on the supercharging lines 101a, 101b, ... on the downstream side of the point where the SCR introduction line 120 is divided, and the SCR introduction line 120 ) And the outlet lines (140a, 140b, ...) by installing the on-off valve 122 and the on-off valve 142 to control, the on-off valve (102a, 102b, ...) and the on-off valve (122) ( It is preferable to configure the discharge path of the exhaust gas from the engine by the selective opening and closing of 142) so that it can be selected from the supercharging lines 101a, 101b,... or the SCR introduction line 120.

In addition, it is preferable to set the sum of the rated output of the turbochargers constituting the first group to be in the range of 70% to 80% of the sum of the rated outputs of the entire turbochargers.

The intake/exhaust system in connection with the differential turbochargers and the SCR system according to the present invention has one first turbocharger 110a having a larger rated output and one second turbo having a smaller rated output than the first turbocharger 110a. A charger 210; The first exhaust pipe 100a extending from the exhaust side of the engine is divided into a supercharging line 101a and an SCR introduction line 120, and a first turbocharger 110a is connected to the supercharging line 101a, and the SCR introduction line ( 120) and the SCR reactor 130 is connected, and the outlet line 140a of the SCR reactor 130 is connected to the supercharging line 101a on the upstream side of the first turbocharger 110a; The second exhaust pipe 200 extending from the exhaust side of the engine is independently connected to the second turbocharger 210 without being connected to the SCR reactor 130, and the on-off valve 202 is connected to the second exhaust pipe 200. Can be installed and configured.

Here, the on-off valve 102a is installed on the supercharging line 101a on the downstream side of the point where the SCR introduction line 120 is divided, and the opening and closing is performed to control the SCR introduction line 120 and the exit line 140a. By installing the valve 122 and the opening/closing valve 142, the discharge path of the exhaust gas from the engine is introduced by the supercharging line 101a or SCR by selectively opening and closing the opening/closing valve 102a and the opening/closing valve 122/142. It is preferable to make it possible to select among the lines 120.

In addition, it is preferable that the rated output of the first turbocharger 110a is set such that the rated output of the first and second turbochargers 110a and 210 is in the range of 70% to 80% of the sum.

Differential turbochargers according to the present invention and the intake/exhaust system in conjunction with the SCR system have two first and second turbochargers (110a, 110b) and two first and second turbochargers (110a, 110b) having a larger rated output. A third turbocharger 210 having a small output; The exhaust pipe extending from the exhaust side of the engine is divided into the supercharging lines 101a and 101b and the SCR introduction line 120, and the first and second turbochargers 110a and 110b are connected to the supercharging lines 101a and 101b. The SCR reactor 130 is connected to the introduction line 120, and the outlet lines 140a and 140b of the SCR reactor 130 are connected to the upstream side of the first turbochargers 110a and 110b. Connect to; The second exhaust pipe 200 extending from the exhaust side of the engine is independently connected to the third turbocharger 210 without connection to the SCR reactor 130, and the on-off valve 202 is connected to the second exhaust pipe 200. Can be installed and configured.

Here, the on-off valves 102a and 102b are installed on the supercharging lines 101a and 101b on the downstream side of the point where the SCR introduction line 120 is divided, and the SCR introduction lines 120 and the exit lines 140a and 140b ) To install the on-off valve 122 and the on-off valve 142 to control, to open and close the exhaust path of the exhaust gas from the engine by selective opening and closing of the on-off valve (102a, 102b) and the on-off valve (122) (142) It is preferable to be configured to be selected from the supercharging lines 101a and 101b or the SCR introduction line 120.

In addition, the sum of the rated outputs of the first and second turbochargers 110a and 110b is set to be in the range of 70% to 80% of the sum of the rated outputs of the first, second and third turbochargers 110a, 110b and 210. It is desirable to do.

The intake/exhaust system in conjunction with the differential turbochargers and the SCR system according to the present invention includes a plurality of turbochargers with different rated outputs, and the first group having a larger sum of the rated outputs and a smaller sum of the rated outputs. It is divided into two groups, and the SCR reactor is connected to the turbochargers of the first group having a large rated output, and the SCR reactor is connected to the turbochargers of the second group having a small rated output.

Therefore, the SCR reactor can be designed to cover only the load region when SCR operation is required without having to be designed to cover the full load region. Therefore, there is no need to make the SCR reactor larger than necessary.

In addition, since the load area using the SCR reactor can be adequately handled, the output is lowered when the sequential supercharging or the fuel efficiency is deteriorated.

1 is a view showing an example of an intake/exhaust system in connection with two turbochargers and an SCR system proposed by the present inventors.
FIG. 2 is a view showing an example of intake/exhaust systems in connection with three turbochargers and an SCR system proposed by the present inventors.
3 is a view showing an example of the intake/exhaust system in connection with two differential turbochargers and an SCR system according to the present invention.
4 is a view showing an example of the intake/exhaust system in conjunction with the three differential turbocharger and the SCR system according to the present invention.

Hereinafter, embodiments of the exhaust system according to the present invention will be described in detail with reference to the accompanying drawings.

The engine 10 shown in FIGS. 3 to 4 is shown by setting a two-stroke engine as an example, but this is only an example, and the present invention is not necessarily applied to a two-stroke engine, and is identical to a four-stroke engine. Is applied. In addition, although an exhaust system having an exhaust gas receiver 4 is illustrated, the exhaust gas receiver 4 may or may not be provided depending on the configuration of the exhaust system.

In addition,'upstream' and'downstream' referred to in this specification are based on the direction in which exhaust gas is discharged from the engine. For example, for one point,'upstream' is the direction in which exhaust gas flows to that point, and'downstream' is the direction in which exhaust gas flows from that point.

3 shows the intake/exhaust machine according to the first embodiment of the present invention, and FIG. 4 shows the intake/exhaust machine according to the first embodiment.

3 and 4, the plurality of turbochargers are divided into turbochargers 110a and 110b classified as a'first group' and a turbocharger 210 classified as a'second group'. The first group of turbochargers are those connected to the SCR reactor 130, and the second group of turbochargers are those not connected to the SCR reactor 130. That is, turbochargers connected to the SCR reactor 130 are classified into a first group, and turbochargers not connected to the SCR reactor 130 are classified into a second group.

The rated output of the turbochargers belonging to the first group and the turbochargers belonging to the second group is configured differently. In addition, the sum of the rated outputs of the turbochargers belonging to the first group is larger than the sum of the rated outputs of the turbochargers belonging to the first group. Preferably, the turbocharger belonging to the second group consists of a smaller rated output than the turbochargers belonging to the first group.

Preferably, the sum of the rated output of the first group of turbochargers is set to be in the range of 70% to 80% of the sum of the rated output of the entire turbochargers. Then, when the SCR reaction is required (this is the same as'when removing nitrogen oxides in the exhaust gas' or'when using the SCR system'), engines of 80% or less with only the first group of turbochargers It is possible to provide sufficient supercharging work to the load area.

In general, in an area where the SCR must be driven to satisfy the air pollution regulation standards, the engine operates at an engine load of 75% or less, so that it can provide enough for a supercharge when using only the first group of turbochargers.

According to this, since the SCR reactor 130 can be designed to cover only the load region of 75% or less (more specifically, 80% or less), which is the load region when SCR operation is required, without designing to cover the full load region. There is no need to construct the SCR reactor 130 more than necessary. That is, the capacity of the SCR reactor 130 can be configured relatively small. In addition, since the load region (load region of 75% or less) using the SCR reactor 130 can be sufficiently handled without shortage, the output is lowered when the sequential supercharging or the fuel efficiency is deteriorated.

Next, the configuration of the intake/exhaust system of the present invention as described above will be specifically described through the first embodiment shown in FIG. 3.

In the embodiment shown in FIG. 3, a total of two turbochargers 110a and 210 and one SCR reactor 130 are provided. That is, one turbocharger is provided for each group.

One turbocharger (first turbocharger) 110a belonging to the first group is connected to the SCR reactor 130, and the other one turbocharger (second turbocharger) 110a belonging to the second group is the SCR reactor It is not connected to 130.

Therefore, when using the SCR system, the turbocharger 210 of the second group is not used, but only the turbocharger 110a belonging to the first group is used.

When it is not necessary to use the SCR system, only the first group of turbochargers 110a may be used according to the load condition of the engine (eg, when operating at an engine load of 80% or less), and the second group of turbochargers 210 ) Can be used (e.g., when the engine load is 20% or less), and both the first and second groups of turbochargers 110a and 210 can be used (e.g., when the engine load is 80% or more). .

In FIG. 3, the first exhaust pipe 100a extending from the exhaust side of the engine is divided into a supercharging line 101a and an SCR introduction line 120. The first turbocharger 110a is connected to the supercharging line 101a, and the SCR reactor 130 is connected to the SCR introduction line 120. The outlet line 140a of the SCR reactor 130 is connected to the supercharging line 101a on the upstream side of the first turbocharger 110a.

In addition, the on-off valve 102a is installed on the supercharging line 101a on the downstream side of the point where the SCR introduction line 120 is divided, and the on-off valve 122 and the exit line (for controlling the SCR introduction line 120) 140a) is installed to open and close the valve 142 to control. Therefore, as the opening/closing valve 102a and the opening/closing valve 122 and 142 are selectively opened and closed, the discharge path of the exhaust gas from the engine 2 can be selected as one of the supercharging line 101a or the SCR introduction line 120. Can. That is, when the SCR system is intended to be used, the on/off valve 102a is closed and the on/off valves 122 and 142 are opened. After the exhaust gas enters the SCR introduction line 120 and passes through the SCR reactor 130, the first turbo Let go into the charger (110a). In addition, when the SCR system is not required, the on-off valve 102a is opened and the on-off valve 122 and 142 are closed, so that the exhaust gas enters the first turbocharger 110a through the supercharging line 101a.

In addition, the second turbocharger 210 connects the second exhaust pipe 200 extending from the exhaust side of the engine 2 to the second turbocharger 210 alone without being connected to the SCR reactor 130. . On the second exhaust pipe 200, an on-off valve 202 is installed.

Accordingly, as the opening/closing valve 202 and the opening/closing valves 102a, 122, and 142 are selectively opened and closed, the exhaust gas from the engine 2 passes through only the first group of turbochargers 110a or the second. A method may be selected such that only the turbochargers 210 of the group are passed through, or both the first and second groups of turbochargers 110a and 210 are passed.

In the embodiment shown in FIG. 4, a total of three turbochargers 110a, 110b, 210 and one SCR reactor 130 are provided. That is, the first group includes two turbochargers (first and second turbochargers) 110a and 110b, and the second group includes one turbocharger (third turbocharger) 210.

That is, two first and second turbochargers 110a and 110b having a larger rated output and one third turbocharger 210 having a smaller rated output than the first and second turbochargers 110a and 110b are provided.

In addition, the sum of the rated outputs of the first and second turbochargers 110a and 110b is set to a range of 70% to 80% of the sum of the rated outputs of the first and second and third turbochargers 110a, 110b and 210. .

In addition, the exhaust pipe extending from the exhaust side of the engine 2 is divided into the supercharging lines 101a and 101b and the SCR introduction line 120, and the supercharging lines 101a and 101b include first and second turbochargers 110a and 110b. , And the SCR reactor 130 is connected to the SCR introduction line 120, and the outlet lines 140a and 140b of the SCR reactor 130 are connected to the upstream side of the first turbochargers 110a and 110b. (101a, 101b).

Along with this, the second exhaust pipe 200 extending from the exhaust side of the engine 2 is connected to the third turbocharger 210 alone without being connected to the SCR reactor 130, and is opened and closed by the second exhaust pipe 200 Valve 202 is installed.

In addition, the on-off valves 102a and 102b are installed on the supercharging lines 101a and 101b on the downstream side of the point where the SCR introduction line 120 is divided, and the SCR introduction lines 120 and the exit lines 140a and 140b are installed. An on-off valve 122 and an on-off valve 142 for intermittent installation are provided. Accordingly, by selectively opening and closing the opening and closing valves 102a and 102b and the opening and closing valves 122 and 142, the exhaust gas exhaust path from the engine 2 is supplied to the supercharging lines 101a and 101b or the SCR introduction line 120. You can choose from.

In FIG. 4, when the SCR system is to be used, the second group on/off valve 202 is closed, so the third turbocharger 210 is not used, and only the first group of turbochargers 110a and 100b is used. .

When it is not necessary to use the SCR system, the first group of on-off valves 102a, 102b, 122 and the second group of on-off valves 20 are selectively opened and closed according to the load condition of the engine. Only turbochargers 110a and 110b may be used (e.g., when the engine load is 80% or less), or only the second group of turbochargers 210 may be used (e.g., when the engine load is 20% or less) ), the first and second groups of turbochargers 110a, 110b, and 210 may also be used (eg, when operating at an engine load of 80% or more).

Specifically, when only the first group of turbochargers 110a and 110b are used, the on-off valve 202 of the second group and the on-off valve 122 of the SCR introduction line 120 are closed, and the supercharge line of the first group ( 101a, 101b) open and close the valves (102a, 102b).

When only the second group of turbochargers 210 are used, the second group of on-off valves 202 is opened, the SCR introduction line on-off valve 122, the discharge line on-off valve 142, and the supercharging lines 101a, 101b. The on-off valves 102a and 102b are closed.

When all of the first and second groups of turbochargers 110a, 110b, and 210 are used, the SCR introduction line opening and closing valve 122 and the discharge line opening and closing valve 142 are closed, and the remaining opening and closing valves are all opened.

In the above, specific preferred embodiments of the present invention have been shown and described. However, the present invention is not limited to the above-described embodiments, and various modifications can be made to anyone having ordinary knowledge in the technical field to which the present invention pertains without departing from the gist of the present invention as claimed in the claims.

2: engine
4: Exhaust gas receiver
101a, 101b: supercharge line
120: SCR introduction line
110a, 110b, 210: turbocharger
130: SCR reactor
140a, 140b: Exit line
200: second exhaust pipe
102a, 102b, 122, 142: open/close valve

Claims (9)

It is provided with a plurality of turbochargers having two or more different rated outputs, the first group comprising two or more turbochargers, one or more turbochargers, and a large sum of the rated outputs, and one or more turbochargers. Divide the sum of the rated outputs into the second group, which is smaller than the first group.
The one or more first exhaust pipes 100a, 100b,... extending from the exhaust side of the engine are divided into the supercharging lines 101a, 101b,... and the SCR introduction line 120, so that the supercharging lines 101a, 101b ,...) is connected to the first group of turbochargers (110a, 110b,...), the SCR introduction line 120, the SCR reactor 130 is connected together with the outlet line of the SCR reactor 130 (140a, 140b,...) to the first group of turbochargers (110a, 110b,...) connected to the upstream supercharging lines (101a, 101b,...),
The second exhaust pipe 200 extending from the exhaust side of the engine is independently connected to the turbocharger 210 of the second group without connection with the SCR reactor 130, and the on-off valve 202 is connected to the second exhaust pipe 200. Differential turbochargers and SCR system in connection with the SCR system. According to claim 1,
The on-off valves 102a, 102b,... are installed on the supercharging lines 101a, 101b,... on the downstream side of the point where the SCR introduction line 120 is divided, and the SCR introduction line 120 and Install the on-off valve 122 and the on-off valve 142 to control the exit line (140a, 140b, ...), the on-off valve (102a, 102b, ...) and the on-off valve (122, 142) The differential turbochargers and the SCR system are linked to each other, characterized in that the exhaust path from the engine can be selected from the supercharging lines 101a, 101b,... or the SCR introduction line 120 by selective opening and closing of the engine. Intake/exhaust system. According to claim 1,
The intake/exhaust system in connection with differential turbochargers and an SCR system, wherein the sum of the rated outputs of the turbochargers forming the first group is set to a range of 70% to 80% of the sum of the rated outputs of the entire turbochargers. A first turbocharger (110a) having a larger rated output and a second turbocharger (210) having a smaller rated output than the first turbocharger (110a) are provided.
The first exhaust pipe 100a extending from the exhaust side of the engine is divided into a supercharging line 101a and an SCR introduction line 120, and a first turbocharger 110a is connected to the supercharging line 101a, and the SCR introduction line ( To the 120), the SCR reactor 130 is connected, and the outlet line 140a of the SCR reactor 130 is connected to the supercharging line 101a on the upstream side of the first turbocharger 110a,
The second exhaust pipe 200 extending from the exhaust side of the engine is independently connected to the second turbocharger 210 without being connected to the SCR reactor 130, and the on-off valve 202 is connected to the second exhaust pipe 200. Intake/exhaust system in connection with differential turbochargers and SCR system, characterized by being installed. According to claim 4,
An on-off valve 102a is installed on the supercharging line 101a on the downstream side of the point where the SCR introduction line 120 is divided, and an on-off valve for interrupting the SCR introduction line 120 and the exit line 140a ( 122) and the opening/closing valve 142, the exhaust line from the engine through the selective opening and closing of the opening/closing valve 102a and the opening/closing valves 122 and 142 is applied to the supercharging line 101a or the SCR introduction line ( 120) Intake/exhaust system in connection with differential turbochargers and SCR system, characterized in that it can be selected from among them. According to claim 4,
Differential turbochargers and SCR system, characterized in that the rated output of the first turbocharger (110a) is set to a range of 70% to 80% of the sum of the rated output of the first and second turbochargers (110a, 210). Connected intake/exhaust system. Equipped with two first and second turbochargers 110a and 110b having a larger rated output, and one third turbocharger 210 having a smaller rated output than the first and second turbochargers 110a and 110b,
The exhaust pipe extending from the exhaust side of the engine is divided into the supercharging lines 101a and 101b and the SCR introduction line 120, and the first and second turbochargers 110a and 110b are connected to the supercharging lines 101a and 101b. The SCR reactor 130 is connected to the introduction line 120, and the outlet lines 140a and 140b of the SCR reactor 130 are connected to the upstream side of the first turbochargers 110a and 110b. Connect to,
The second exhaust pipe 200 extending from the exhaust side of the engine is independently connected to the third turbocharger 210 without connection to the SCR reactor 130, and the on-off valve 202 is connected to the second exhaust pipe 200. Intake/exhaust system in connection with differential turbochargers and SCR system, characterized by being installed. The method of claim 7,
The on-off valves 102a and 102b are installed on the supercharging lines 101a and 101b on the downstream side of the point where the SCR introduction line 120 is divided, and the SCR introduction lines 120 and the exit lines 140a and 140b are installed. By providing an opening/closing valve 122 and an opening/closing valve 142 to intermittently, supercharging the exhaust path of the exhaust gas from the engine by selective opening and closing of the opening/closing valves 102a, 102b and the opening/closing valves 122, 142 (101a, 101b) or SCR introduction line 120, the intake / exhaust system in conjunction with the differential turbochargers and the SCR system, characterized in that made to be selected. The method of claim 7,
The sum of the rated outputs of the first and second turbochargers 110a and 110b is set to a range of 70% to 80% of the sum of the rated outputs of the first and second turbochargers 110a, 110b and 210 Differential turbochargers and SCR intake/exhaust system.

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