KR20220138816A - Method and large turbocharged two-stroke internal combustion engine for delivering mechanical energy and pressurized gas - Google Patents

Abstract

The present invention relates to a method for transferring a mechanical energy and a pressurized gas and a large turbocharged two-stroke internal combustion engine. Provided are the large turbocharged two-stroke internal combustion engine (100) of a single flow type configured to supply a pressurized scavenging gas and/or an exhaust gas to a consumer (200) of the pressurized gas, and an operation method of the engine (100). The internal combustion engine is configured to supply the pressurized scavenging gas and/or the exhaust gas to the consumer of the pressurized gas.

Description

METHOD AND LARGE TURBOCHARGED TWO-STROKE INTERNAL COMBUSTION ENGINE FOR DELIVERING MECHANICAL ENERGY AND PRESSURIZED GAS

The present disclosure relates to a method configured to generate pressurized gas for use in other applications in addition to mechanical energy, such as for propulsion or driving a generator, and a large turbocharged two-stroke internal combustion engine and method of operating such an engine.

Large turbocharged two-stroke self-igniting internal combustion engines are commonly used as propulsion systems for large ships or as prime movers for power plants. Their enormous size, weight and power output make these engines completely different from regular combustion engines, and the large two-stroke turbocharged compression internal combustion engine is itself a class. The height of these engines is usually not critical, so they are constructed with a crosshead to avoid lateral loads on the pistons. Typically these engines run on natural gas, petroleum gas, methanol, ethane or fuel oil.

A large turbocharged two-stroke self-igniting internal combustion engine (ship engine) for ship propulsion is tuned to support the installation of specific fuel efficiency systems onboard ships. In particular, waste heat recovery systems are associated with reduced overall energy consumption and reduced emissions of marine engines.

In certain applications, the engine must provide compressed gas, such as compressed air, compressed exhaust gas, or a mixture of compressed air and exhaust gas, in addition to providing mechanical energy for, for example, propulsion. One such application is air lubrication. Offshore vessels with flat, large floor areas can benefit from reduced resistance when passing through water by air lubrication, thereby obtaining the main engine power needed to propel the vessel at a given speed. The air lubrication system lubricates the flat bottom portion of the hull by pumping a steady flow of air bubbles below the hull.

To achieve the desired reduction in power required to propel the vessel, a sufficient amount of air/gas must be delivered at sufficient pressure depending on the draft of the vessel to the dedicated bubbler interface. Large two-stroke engines with standard tuning are often limited to providing sufficient compressed air/gas at all required engine loads.

JP2010228679A discloses a normally tuned engine withdrawn from a scavenging gas system for pressurized gas consumer use.

Patent Document 1: Japanese Laid-Open Patent Publication JP2010228679A

It is an object of the present invention to provide a large turbocharged two-stroke internal combustion engine of the uniflow type which overcomes or at least reduces the above-mentioned problems.

In order to avoid or at least reduce the costly installation and operation of the air compressor unit, a suitable two-stroke engine is proposed.

The above and other objects are achieved by the features of the independent claims. Further implementation forms are apparent upon examination of the dependent claims, the detailed description and the drawings.

According to a first aspect, there is provided a large turbocharged two-stroke internal combustion engine of single flow type, wherein the engine is configured to supply pressurized scavenging gas and/or exhaust gas to a demand side of the pressurized gas, the engine comprising:

a plurality of cylinders with a scavenging port at the bottom and an exhaust valve at the top;

An intake system through which scavenging gas is introduced into a cylinder, the intake system comprising a scavenging gas receiver connected to the cylinder through a scavenging port;

An exhaust system through which exhaust gas generated in the cylinder is exhausted, the exhaust system including an exhaust gas receiver connected to the cylinder through an exhaust valve;

At least one turbocharger having an exhaust gas driven turbine operatively coupled to a compressor, wherein an inlet of the turbine is connected to the exhaust system and an outlet of the compressor is connected to the intake system for delivering a flow of pressurized scavenging gas to the intake system. turbocharger connected to the system;

a fuel system for supplying fuel to the cylinders;

Bypass for supplying the pressurized gas to a pressurized gas consumer by withdrawing a controlled amount of scavenging gas from the intake system to bypass the engine and/or withdrawing a controlled amount of compressed exhaust from the exhaust system to bypass the turbine system, and

a controller coupled to the pressure sensor and/or temperature sensor configured to adjust the amount of diverted pressurized gas supplied to the demand side as a function of the sensed scavenging gas pressure and/or exhaust gas temperature;

The controller is configured to operate the engine in a manner that maximizes scavenging gas pressure and/or maximizes scavenging gas bypass mass flow by one or more of the following.

- Increased power take-off of turbochargers with turbo hydraulic system installed

- an increase in the speed of the auxiliary blower in the intake system of the engine;

- increase the speed of the EGR blower in the EGR installation of the engine;

- activation of the installation of additional small turbochargers in the engine;

- Opening the cylinder bypass valve in the cylinder bypass installation of the engine

- opening the exhaust gas bypass to the engine's power turbine installation to drive a dedicated electrically driven compressor;

- activation of hydraulically driven compressors driven by the installation of the hydraulic system of the engine;

- adjustment of the geometry of the at least one turbocharger variable shape turbine and thus the turbine flow area, preferably by reducing the turbine flow area, in order to maximize the pressure delivered by the compressor under the actual operating conditions of the engine;

- shutting off one or more of the one or more turbochargers in order to maximize the pressure delivered by the compressor, preferably as a function of engine load, under partial load conditions of the engine;

- activation of one turbocharger below a first cutoff engine load threshold, activating two turbochargers in an interval between the first cutoff engine load threshold and a second cutoff engine load threshold, and a second cutoff engine load Activate 3 turbochargers above the threshold

Compressed gas delivered by the engine to the compressed gas demand without the risk of the engine operating in sub-optimal conditions by providing a controller configured to apply various tuning measures that increase the available pressure in the engine to supply the compressed gas to the compressed gas demand. It becomes possible to maximize the amount of The business case potential of air-lubricated ships is significantly improved by the engine according to the first aspect, given that the bypass gas taken in the engine cycle leads to an increase in engine fuel consumption intrinsically. Additionally, by tuning the engine with one or more of the listed measures to provide the highest possible scavenging pressure or the highest possible exhaust gas pressure, the engine can be significantly more effective marine compared to, for example, the use of an air compressor driven by an electric drive motor. It can be converted to a pressurized gas supplier for delivery to an external consumer of pressurized gas, such as a ship's air lubrication system. In addition, by tuning the engine to provide the highest possible scavenging pressure or the highest possible exhaust gas pressure, the engine can be combined with the air lubrication system of a marine vessel, which is much more effective compared to the use of an air compressor driven by an electric drive motor, for example. The same can be converted into a pressurized gas supplier for delivery to an external consumer of pressurized gas.

In a first possible implementation form of the first aspect, when the sensed or observed scavenging pressure is below a scavenging pressure threshold and/or when the sensed or observed exhaust gas temperature is above the exhaust gas temperature threshold, the controller is configured to: configured to limit the amount of pressurized gas.

In a further possible implementation form of the first aspect, the controller is configured to determine the actual engine turbocharger efficiency as a function of the sensed or observed scavenging gas pressure and/or the sensed or observed exhaust gas temperature. The term "engine turbocharging effect" refers to the effect an engine experiences or feels regardless of ambient conditions.

In a further possible implementation form of the first aspect, the controller is configured to limit the amount of diverted pressurized gas supplied to the consumer as a function of the determined actual engine turbocharging effect.

In a further possible implementation form of the first aspect, the controller is configured to determine an excess of an actual available efficiency of the one or more turbochargers as compared to a predetermined minimum engine turbocharger effectiveness threshold.

In a further possible implementation form of the first aspect, the controller is configured to limit the amount of diverted pressurized gas supplied to the consumer as a function of the determined available effect of the one or more turbochargers.

In a further possible implementation form of the first aspect, the controller preferably controls the amount of diverted pressurized gas supplied to the pressurized gas demander in response to a signal from the pressurized gas demander, preferably avoiding exceeding a threshold value. It is configured to adapt to the needs of the gas.

In a further possible implementation form of the first aspect, the at least one turbocharger has a turbocharger effect that exceeds a predetermined minimum required engine turbocharger effect at least in a given engine load range.

In a further possible implementation form of the first aspect, the at least one turbocharger has a turbine with a variable shape turbine allowing adjustment of the turbine flow area, the controller coupled to the at least one turbocharger for controlling the variable shape of the turbine; The controller is preferably configured to adjust the shape of the turbine to maximize the pressure delivered by the compressor under actual operating conditions of the engine, by reducing the turbine flow area.

In a further possible implementation form of the first aspect, the engine comprises two or more turbochargers and the controller is configured to shut off one or more of the two or more turbochargers to maximize the pressure delivered by the compressor at partial load conditions of the engine. and the controller is preferably configured to shut off at least one of the at least two turbochargers as a function of engine load.

In a further possible implementation form of the first aspect, the switch point for shutting off at least one of the at least two turbochargers is arranged in the range of 60 to 80% engine load, and the controller determines which of the at least two turbochargers when the engine load is less than the switch point. configured to block one or more. Additional turbochargers can be added similarly.

In a further possible implementation form of the first aspect, the controller is operably coupled to the first electronic control valve for controlling the amount of scavenging gas taken from the intake system and/or controls the amount of exhaust gas taken from the exhaust system operatively coupled to the second electronic control valve to

In further possible implementations of the first aspect, the partial engine load covers a range from 20 to 80% of the maximum continuous rating of the engine.

In a possible further implementation form of the first aspect, the controller is configured to reduce the amount of diverted pressurized gas supplied to the demand side when the sensed scavenging gas pressure is below a scavenging gas pressure threshold, the scavenging gas pressure threshold preferably It is adjusted according to the ambient conditions.

In a possible further implementation form of the first aspect, the controller is configured to reduce the amount of diverted pressurized gas supplied to the demand side when the sensed exhaust gas temperature is higher than an exhaust gas temperature threshold, the exhaust gas temperature threshold preferably is adjusted according to the ambient conditions.

In further possible implementations of the first aspect, the partial engine load covers a range of 20 to 80% of the engine inventor's maximum continuous rating.

In a further possible implementation form of the first aspect, the internal combustion engine comprises:

A pressure sensor for sensing the scavenging gas pressure in the intake system, preferably in the scavenging air receiver 2 or immediately upstream of the scavenging air receiver 2 and/or in the exhaust system, preferably in the exhaust gas receiver or exhaust gas receiver a temperature sensor in the exhaust gas system for sensing the exhaust gas temperature immediately downstream and/or an observer for estimating the scavenging pressure in the intake system, preferably the pressure in the scavenging air receiver (2) or immediately upstream of the scavenging air receiver (2); an observer for estimating the temperature in the exhaust system, preferably in the exhaust gas receiver 3 or immediately downstream of the exhaust gas receiver.

According to a second aspect, there is provided a method of operating a large turbocharged two-stroke internal combustion engine of a single flow type for supplying pressurized scavenging gas and/or exhaust gas of the engine to a demand side of the compressed gas, the internal combustion engine comprising: ,

a plurality of cylinders with a scavenging port at the bottom and an exhaust valve at the top;

An intake system through which scavenging gas is introduced into a cylinder, the intake system comprising a scavenging gas receiver connected to the cylinder through a scavenging port;

An exhaust system through which exhaust gas generated in the cylinder is exhausted, the exhaust system including an exhaust gas receiver connected to the cylinder through an exhaust valve;

One or more turbochargers having an exhaust gas driven turbine operatively coupled to a compressor, wherein an inlet of the turbine is connected to the exhaust system and an outlet of the compressor is connected to the intake system for delivering a flow of pressurized scavenging gas to the intake system. more turbochargers,

a bypass system for supplying the bypassed pressurized gas to a consumer of the pressurized gas;

bypassing a controlled amount of scavenging gas in the intake system or a controlled amount of pressurized exhaust gas in the exhaust;

maximizing the scavenging gas pressure and/or maximizing the scavenging gas bypass mass flow rate by one or more of the following.

- increased power take-off of turbochargers with turbo-hydraulic systems;

- an increase in the speed of the auxiliary blower in the intake system of the engine;

- increase the speed of the EGR blower in the EGR installation of the engine;

- activation of the installation of additional small turbochargers in the engine;

- Open the cylinder bypass valve in the cylinder bypass installation of the engine

- opening the exhaust gas bypass to the engine's power turbine installation to drive a dedicated electrically driven compressor;

- activation of hydraulically driven compressors driven by the hydraulic system of the engine;

- adjustment of the geometry of the variable shape turbine and thus the turbine flow area, preferably by reducing the turbine flow area, in order to maximize the pressure delivered by the compressor under the actual operating conditions of the engine.

- shutting off one or more of the one or more turbochargers in order to maximize the pressure delivered by the compressor, preferably as a function of engine load, under partial load conditions of the engine;

- activation of one turbocharger below a first cutoff engine load threshold, activating two turbochargers in an interval between the first cutoff engine load threshold and a second cutoff engine load threshold, and a second cutoff engine load Activate 3 turbochargers above the threshold

In a possible implementation form of the second aspect, the method comprises the steps of sensing the scavenging gas pressure of the intake system, preferably in the scavenging air receiver or just upstream of the scavenging air receiver and/or in the exhaust system, preferably in the exhaust gas receiver or exhaust sensing the exhaust gas temperature immediately downstream of the gas receiver and adjusting the amount of diverted pressurized gas supplied to the demand as a function of the sensed scavenging gas pressure and/or exhaust gas temperature.

In a possible implementation form of the second aspect, the method comprises the steps of estimating the scavenging gas pressure of the intake system, preferably in the scavenging air receiver or just upstream of the scavenging air receiver and/or in the exhaust system, preferably in the exhaust gas receiver or exhaust estimating the exhaust gas temperature immediately downstream of the gas receiver and adjusting the amount of diverted pressurized gas supplied to the demand as a function of the sensed scavenging gas pressure and/or exhaust gas temperature.

These and other aspects of the present invention will become apparent from the following examples.

As described above, according to the present invention, there is an advantage that a suitable two-stroke engine is applied in order to avoid or at least reduce the installation and operation of the expensive air compressor unit.

1 is an elevated front view of a large two-stroke internal combustion engine according to an exemplary embodiment;
Fig. 2 is an elevated side view of the large two-stroke internal combustion engine of Fig. 1;
3 is a schematic diagram of a large two-stroke internal combustion engine according to FIG. 1 ;
4 is a schematic diagram of an embodiment of a large two-stroke internal combustion engine having a plurality of turbochargers configured for turbocharger shutdown;
5 is a schematic diagram of an embodiment of a large two-stroke internal combustion engine with a variable shape turbocharger;

1 , 2 and 3 show a large low speed turbocharged two-stroke compression ignition engine 100 with a crankshaft 8 and a crosshead 9 . 3 shows a schematic diagram of a large low-speed turbocharged two-stroke diesel engine with intake and exhaust systems; In this exemplary embodiment, the engine 100 has six cylinders 1 in a row. A large low speed turbocharged two-stroke diesel engine is typically supported by a cylinder frame 23 supported by an engine frame 11 and has 4 to 14 cylinders 1 in a row. The engine 100 may be used, for example, as a stationary engine that operates a main engine of a ship or a generator of a power plant. The total power of this engine 100 may range, for example, from 1,000 to 110,000 kW.

This engine 100, in this exemplary embodiment, is of a two-stroke single flow type with a scavenging port 18 in the lower region of each cylinder liner 1 and a central exhaust valve 4 at the top of the cylinder liner 1 . Compression ignition engine 100 . However, it is understood that this engine 100 need not be compression ignited and may alternatively be spark ignited. Thus, in this embodiment, the compression pressure of the engine 100 will be high enough for compression ignition, but it should be understood that the engine 100 operates at a lower compression pressure and may be ignited by a spark or similar means.

The intake system of the engine 100 includes a scavenging air receiver 2 . The scavenging air passes from the scavenging receiver 2 to the scavenging port 18 of the individual cylinder 1 . The piston 10 reciprocating between the bottom dead center (BDC) and the top dead center (TDC) in the cylinder liner 1 compresses the scavenging air. Fuel is injected through the fuel valves 50 disposed on the cylinder cover 22 . Then, combustion proceeds and exhaust gas is produced.

The exhaust valve 4 is disposed in the center of the cylinder cover 22 and a plurality of fuel valves 55 are distributed around the central exhaust valve 4 . The exhaust valve 4 is actuated by an electro-hydraulic exhaust valve actuation system (not shown) controlled by the controller 50 . The fuel valve 55 is part of the fuel supply system. The controller 50 is also configured to control the operation of the fuel valve 55 .

When the exhaust valve (4) is opened, the exhaust gas flows into the exhaust gas receiver (3) through an exhaust system comprising an exhaust duct coupled with the cylinder (1) and continues through the first exhaust conduit (19) to the turbocharger ( After flowing to the turbine 8 of 5) (in one embodiment, the engine 100 is provided with a plurality of turbochargers 5), this exhaust gas passes through the economizer 20 via a second exhaust conduit. and discharged to the outlet 21 and the atmosphere.

The turbine 8 drives a compressor 7 to which fresh air is supplied via an air inlet 12 via a shaft. This compressor (7) delivers pressurized scavenging air to the scavenging air conduit (13) leading to the scavenging air receiver (2). The scavenging air in this scavenging air conduit 13 passes through the intercooler 14 for cooling of the scavenging air.

If the compressor 7 of the turbocharger 5 does not deliver sufficient pressure to the scavenging receiver 2 , ie in low or partial load conditions of the engine 100 , the cooled scavenging air pressurizes the scavenging air flow. It passes via an auxiliary blower (16) driven by (17). At higher engine loads, the turbocharger compressor (7) delivers a sufficiently pressurized scavenging air, then a stopped auxiliary blower (16) is passed via a non-return valve (15).

4 and 5 , a large marine engine 100 , that is, a single flow type large turbocharged two-stroke internal combustion engine 100, supplies pressurized scavenging gas and/or exhaust gas to a demand place of the pressurized gas. configured to supply. In this embodiment, structures and features that are the same as or similar to the corresponding structures and features previously described or shown herein are, for simplicity, denoted by the same reference numerals as previously used. A consumer of the pressurized gas 200 may be, for example, an air lubrication system of a ship in which a large ship engine 100 is installed to reduce the ship's resistance when moving through water.

Scavenging gas is introduced into the cylinder 1 via an intake system, which includes a scavenging gas receiver 2 connected to the cylinder 1 via a scavenging port 18 .

The exhaust gas produced in the cylinder is exhausted through an exhaust system, which includes an exhaust gas receiver 3 connected to the cylinder 1 via an exhaust valve 4 .

The bypass system supplies the bypassed pressurized gas to the consumer 200 of the pressurized gas by taking a controlled amount of scavenging gas from the intake system by bypassing the engine 100 . Here, the first bypass conduit 43 is connected to the intake system at a location downstream of the outlet of the compressor 7 , as shown for example at a location on the scavenging receiver 2 . The first bypass conduit 43 includes a first bypass control valve 41 in one embodiment and is connected to a demand 200 of pressurized gas. In one embodiment, the first bypass conduit 43 comprises a first bypass blower 47 (compressor). The first bypass blower 47 is activated when the amount of pressurized gas supplied by the engine 100 without the support of the first bypass blower 47 is insufficient to meet the demand of the pressurized gas consumer 200 . . Preferably, either or both the first bypass control valve 41 and the first bypass blower 47 are controlled by the controller 50 . The bypass conduit comprising the first non-return valve 45 allows bypass of the first bypass blower 47 when support by the first bypass blower 47 is not required. A pressure sensor 34 for sensing the pressure in the intake system downstream of the compressor 7 is arranged in the intake system and the signal of the pressure sensor 34 is transmitted to the controller 50 , for example by way of a signal line. The pressure sensor 34 may also be located at, or immediately upstream of, the scavenge receiver 2 . or an observer (not shown in the figure, which may be part of the controller 50 in an embodiment) estimating the pressure of the intake system, such as the pressure of the scavenging air receiver, to be used by the controller 50 to determine the pressure for use. can

Or, in combination, the bypass system bypasses the turbine by taking a controlled amount of pressurized exhaust gas from the exhaust system. Here, the second bypass conduit 49 is connected to the exhaust system at a position upstream of the inlet of the turbine 8 , for example as shown in a position on the exhaust gas receiver 3 . The second bypass conduit 49 includes a second bypass control valve 42 in one embodiment and is connected to a demand 200 of pressurized gas. In one embodiment, the second bypass conduit 49 includes a second bypass blower 46 (compressor). The second bypass blower 46 is activated when the amount of pressurized gas supplied by the engine 100 without the support of the second bypass blower 46 is insufficient to meet the demand of the pressurized gas demander 200 . . A bypass conduit comprising a second non-return valve 44 allows bypass of the second bypass blower 46 when support by the second bypass blower 46 is not required. Preferably, either or both the second bypass control valve 41 and the second bypass blower 47 are controlled by the controller 50 . A temperature sensor 33 for sensing the pressure in the exhaust system downstream of the turbine 8 is arranged in the exhaust system and the signal of the temperature sensor 33 is transmitted to the controller 50, for example by means of a signal line. The temperature sensor 33 may be arranged to sense the temperature of the exhaust gas receiver 3 or a temperature immediately downstream of the exhaust gas receiver 3 . or an observer (not shown in the figure, which may be part of the controller 50 in one embodiment) configured to estimate the temperature of the exhaust gas may be used by the controller 50 to determine the exhaust gas temperature for use. .

The controller 50 is configured to apply the mentioned tuning means in order to maximize the scavenging air pressure supplied by the turbine or turbines 7 of the turbocharging system 5 .

The controller 50 is configured to adjust the amount of diverted pressurized gas supplied to the demand 200 as a function of the sensed or observed scavenging gas pressure and/or exhaust gas temperature, in particular a tuning measure is applied and the scavenging pressure is critical. to limit the amount of pressurized gas diverted when the value is below a value and/or when the exhaust gas temperature is above a threshold value.

Accordingly, the controller 50 determines the amount of diverted pressurized gas supplied to the consumer 200 of the pressurized gas when the sensed scavenging pressure is below the scavenging pressure threshold and/or the sensed exhaust gas temperature exceeds the exhaust gas temperature threshold. is configured to limit

In one embodiment, the controller 50 determines the actual engine turbocharging effect as a function of the sensed scavenging gas pressure and/or the sensed exhaust gas temperature and the demand 200 of the pressurized gas as a function of the determined actual engine turbocharging effect. configured to limit the amount of diverted pressurized gas supplied to the Preferably, the controller 50 is configured to limit the amount of the diverted pressurized gas supplied to the consumer 200 of the pressurized gas when the determined actual engine turbocharging effect is less than the actual engine turbocharging effect threshold.

The controller 50 is preferably configured to determine an actual usable effect excess of the one or more turbochargers 5 in comparison with a predetermined minimum engine turbocharging effect threshold, and also the determined usable effect excess of the one or more turbochargers. is configured to limit the amount of diverted pressurized gas supplied to the pressurized gas demander 200 as a function of .

In one embodiment, the controller 50 preferably controls the amount of diverted pressurized gas supplied to the consumer 200 in response to a signal from the consumer 200 of the pressurized gas, as long as it does not exceed the determined available effective excess amount. It is configured to adjust according to the demand for pressurized gas of the pressurized gas demander 200 .

Preferably, the at least one turbocharger has a turbocharging effect that exceeds a predetermined minimum required engine turbocharging effect at least in a given engine load range.

In the embodiment shown in FIG. 5 , the one or more turbochargers 5 have a turbine 5 with a variable shape turbine 8 allowing adjustment of the turbine flow area. A controller 50 is connected to one or more turbochargers 5 for controlling the variable shape of the turbine 8 , the controller 50 preferably reducing the turbine flow area (as sensed by the controller 50 ). ) to adjust the shape structure of the turbine 8 to maximize the pressure delivered by the compressor 7 under the actual operating conditions of the engine 100 .

In the embodiment of FIG. 4 the engine 100 includes two or more turbochargers 5 and the controller 50 is configured to shut off one or more of the two or more turbochargers 5 so that the partial load of the engine 100 is Maximizes the pressure delivered by the compressor(s) 7 under the conditions. The controller 50 is preferably configured to shut off one or more of the two or more turbochargers 5 as a function of engine load.

The switch point for shutting off one or more of the two or more turbochargers 5 is arranged in the range of 60 to 80% engine load, and the controller 50 shuts off one or more of the two or more turbochargers when the engine load is less than the switch point. configured to do The switch point of turbocharger shutdown can be optimized (moved to higher engine loads) using different mounting parts or different frame sizes for the turbocharger 5 .

In an embodiment (not shown) the engine 100 includes more than two turbochargers 5 and the controller 50 is configured to activate one turbocharger 5 below a first cutoff engine load threshold. One turbocharger 5 with adequate flow area is configured to operate in a low engine. The controller 50 configures the two turbochargers 5 at an interval between the first cutoff engine load threshold and the second cutoff engine load threshold such that the combination of active turbocharger 5 flow areas is suitable for operation at medium engine load. ) is activated,

further configured to activate the three turbochargers 5 above the second cutoff engine load threshold such that the combined flow area of the active turbochargers 5 matches the operating condition. The activation sequence can be optimized using turbochargers (5) with different flow areas and is not limited to three turbochargers (5), but can have more than four turbochargers (5). By turning the turbochargers on and off in a specific order, engine operation can be optimized so that a turbocharger or a combination of turbochargers with the most suitable flow area can operate at a given load. For example, as the load increases, the turbocharger 5 is turned on separately to stepwise increase the total flow area of the turbocharger until it approaches the maximum engine load.

The controller 50 is operatively coupled to the first electronic control valve 41 for controlling the amount of scavenging gas taken from the intake system and/or a second electronic control valve for controlling the amount of exhaust gas taken from the exhaust system. operatively coupled to the control valve 42 .

In one embodiment the controller 50 is configured to reduce the amount of diverted pressurized gas supplied to the consumer 200 when the sensed scavenging gas pressure is below a scavenging gas pressure threshold. The scavenging gas pressure threshold is preferably adjusted according to the ambient conditions, the lowest threshold being applied in arctic conditions and the highest threshold being applied in tropical conditions. Adjustment of the appropriate level for the scavenging gas pressure threshold and the scavenging gas pressure threshold is an embodiment based test or simulation of the engine 100 .

In one embodiment, the controller 50 is configured to reduce the amount of diverted pressurized gas supplied to the consumer 200 when the sensed exhaust gas temperature is higher than the exhaust gas temperature threshold. The exhaust gas temperature threshold is preferably adjusted according to the ambient conditions, the lowest exhaust gas temperature threshold being applied to arctic conditions and the highest threshold being applied to tropical conditions. Adjustment of the appropriate level for the exhaust gas temperature threshold and the exhaust gas temperature threshold is an embodiment based test or simulation of the engine 100 .

In the embodiment of FIG. 5 , the engine 100 includes a turbocharger 5 having a variable turbine shape configuration allowing adjustment of the turbine flow area. The controller 50 controls a portion of the engine 100 , preferably by reducing the turbine flow area of all turbochargers 5 , to maximize the pressure delivered by the compressor 7 under the actual operating conditions of the engine 100 . configured to maximize the pressure delivered by the compressor(s) 7 under load conditions. In this embodiment, the engine 100 is provided with an optional exhaust gas recirculation (EGR) system comprising an EGR unit 60 , an EGR blower 29 and an EGR valve 32 . The EGR blower 29 and the EGR valve 32 are electronically controlled according to commands from the controller 50 . The EGR unit 60 includes an EGR cooler 62 and/or elements for treating the recirculated exhaust gas, such as a scrubber and water mist catcher 63 .

In one embodiment, the controller 50 controls the Power Take In (PTI) function of a THS (Turbo Hydraulic System) installation for one or more turbochargers 5 to maximize scavenging gas pressure and/or a scavenging gas bypass mass. configured to operate the engine 100 in a manner that maximizes flow.

In another embodiment, the controller 50 controls the auxiliary blower installation 16 for additional pressurization at higher than normal loads, thereby maximizing the scavenging gas pressure and/or maximizing the scavenging gas bypass mass flow rate of the engine ( 100) is configured to operate.

In another embodiment, the controller 50 is configured to operate the engine 100 in a manner that maximizes scavenging gas pressure and/or maximizes scavenging gas bypass mass flow rate by using the high turbocharging effect of a two-stage turbocharger installation. do.

In another embodiment, the controller 50 is configured to operate the engine 100 in a manner that maximizes the scavenging gas pressure by controlling the cylinder bypass valve installation for pressurization.

In another embodiment, the controller 50 controls the function of the EGR blower 29 in the EGR installation on the Tier 3 EGR engine 100 for additional pressurization in Tier 2 mode, thereby maximizing the exhaust gas bypass pressure. (100) is configured to actuate.

In another embodiment, the controller 50 is configured to operate the engine 100 in a manner that maximizes the delivered gas pressure by controlling the installation of an additional small turbocharger for pressurization of additional ambient air or bypassed scavenging air.

In another embodiment, the controller 50 is configured to operate the engine 100 in a manner that maximizes the delivered gas pressure by controlling the exhaust gas bypass to a power turbine installation for driving a dedicated additional electric compressor.

In another embodiment, the controller 50 is configured to operate the engine 100 in a manner that maximizes the delivered gas pressure and/or mass flow rate by controlling a hydraulically driven compressor driven by the engine's hydraulic system installation.

The engine 100 is operated according to a method comprising bypassing a controlled amount of scavenging gas in an intake system or a controlled amount of compressed exhaust gas in the exhaust. A scavenging gas pressure in the intake system is sensed and/or an exhaust gas temperature in the exhaust system is sensed. The amount of diverted pressurized gas supplied to the consumer 200 is adjusted as a function of the sensed scavenging gas pressure and/or exhaust gas temperature.

Various means for optimizing the performance of the engine illustrated in the above embodiments may be combined, for example, by combining sequential turbocharging (turbocharging cutoff) with adjustment of the turbine flow area of one or more variable shape turbochargers.

Various methods and engines have been described in connection with various embodiments herein. However, other modifications to the disclosed embodiments may be understood and effected by those skilled in the art when practicing the claimed invention upon study of the drawings, the disclosure and the appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude pluralities. A single controller or other unit may represent multiple items recited in the claims. The mere fact that certain measures are recited in different dependent claims does not indicate that these combinations cannot be used to advantage. Reference signs used in the claims should not be construed as limiting the scope. shouldn't

1: Cylinder
2: Scavenging gas receiver
3: exhaust gas receiver
4: exhaust valve
5: Turbocharger
7: Compressor
8: exhaust gas driven turbine
18: Sogipot
50: controller

Claims (16)

In a uniflow type large turbocharged two-stroke internal combustion engine 100,
the internal combustion engine is configured to supply pressurized scavenging gas and/or exhaust gas to a consumer of the pressurized gas;

a plurality of cylinders (1) having a scavenging port (18) at its lower end and an exhaust valve (4) at its upper end,

an intake system through which scavenging gas is introduced into the cylinder (1), the intake system comprising a scavenging gas receiver (2) connected to the cylinder (1) through the scavenging port (18);

an exhaust system from which exhaust gas generated in the cylinder is exhausted, the exhaust system comprising an exhaust gas receiver (3) connected to the cylinder (1) through the exhaust valve (4);

Each turbocharger (5) has an exhaust gas driven turbine (8) operatively coupled to a compressor (7), the inlet of said turbine (8) being configured to deliver a flow of pressurized scavenging gas to said intake system. one or more turbochargers (5) connected to the exhaust system and the outlet of the compressor (7) connected to the intake system;

a fuel system for supplying fuel to the cylinder (1);

Pressurizing the bypassed pressurized gas by bypassing the engine 100 by withdrawing a controlled amount of scavenging gas from the intake system and/or bypassing the turbine 8 by withdrawing a controlled amount of pressurized exhaust gas from the exhaust system A bypass system for supplying the gas demand source 200, and

coupled to the pressure sensor 34 and/or temperature sensor 33 configured to adjust the amount of diverted pressurized gas supplied to the demand 200 as a function of the sensed scavenging gas pressure and/or exhaust gas temperature. It includes a controller (50),

The controller 50,
- increased power take-off of a turbocharger (5) with a turbo-hydraulic system installed;
- increasing the speed of the auxiliary blower 16 in the intake system of the engine 100;
- increasing the speed of the EGR blower 29 in the EGR installation of the engine 100;
- activation of the installation of an additional small turbocharger of the engine 100;
- opening the cylinder bypass valve in the cylinder bypass installation of the engine 100,
- opening the exhaust gas bypass for the power turbine installation of the engine 100 for driving a dedicated electrically driven compressor;
- activation of a hydraulically driven compressor driven by the hydraulic system of the engine 100;
- a variable shape turbine (8) of said at least one turbocharger (5), preferably by reducing the flow area of said turbine in order to maximize the pressure transmitted by said compressor (7) under the actual operating conditions of said engine (100) ) and thus adjustment of the turbine flow area.
- shutting off one or more of the one or more turbochargers in order to maximize the pressure delivered by the compressor (7) under partial load conditions of the engine (100), preferably as a function of the engine load;
- activate one turbocharger below a first cutoff engine load threshold and activate two turbochargers (5) in an interval between said first cutoff engine load threshold and a second cutoff engine load threshold, said activating the three turbochargers (5) above the second cutoff engine load threshold;
A large turbocharged two-stroke internal combustion engine of single flow type, configured to operate the engine (100) in a manner that maximizes scavenging gas pressure and/or maximizes scavenging gas bypass mass flow rate by one or more of the above. According to claim 1,
The controller 50 controls the bypassed pressurized gas supplied to the consumer 200 of the pressurized gas when the sensed or observed scavenging pressure is less than a scavenging pressure threshold and/or the sensed exhaust gas temperature is above an exhaust gas temperature threshold. A large turbocharged two-stroke internal combustion engine (100) of a single flow type, configured to limit the amount of 3. The method of claim 1 or 2,
wherein the controller 50 is configured to determine an actual engine turbocharging effect as a function of the sensed or observed scavenging gas pressure and/or the sensed or observed exhaust gas temperature; 100). 4. The method of claim 3,
The controller 50 is configured to limit the amount of diverted pressurized gas supplied to the pressurized gas demander 200 as a function of the determined actual engine turbocharging effect, and preferably, the controller 50 is configured to A single flow type large turbocharging two-stroke internal combustion engine, configured to reduce or limit the amount of diverted pressurized gas supplied to the demander 200 of the pressurized gas when the actual engine turbocharging effect is less than the actual engine turbocharging effect threshold value (100). 5. The method according to any one of claims 1 to 4,
and the controller is configured to determine an excess of an actual usable effect of the one or more turbochargers in comparison to a predetermined minimum engine turbocharging effect threshold. 6. The method of claim 5,
The controller (50) is configured to limit the amount of diverted pressurized gas supplied to the pressurized gas demander (200) as a function of a greater than the determined available effective excess of the one or more turbochargers (5). Two-stroke internal combustion engine (100). 7. The method according to any one of claims 1 to 6,
The controller 50 is the bypassed pressurized gas supplied to the pressurized gas demander 200 in response to a signal from the pressurized gas demander 200 , preferably in response to a signal from the pressurized gas demander 200 in response to a request for the pressurized gas demander 200 . A single flow type large turbocharged two-stroke internal combustion engine ( 100 ), configured to adjust the amount of 8. The method according to any one of claims 1 to 7,
wherein the at least one turbocharger has a turbocharging effect exceeding a predetermined minimum required engine turbocharging effect, at least in a given engine load range. 9. The method according to any one of claims 1 to 8,
A switch point for shutting off at least one of the at least two turbochargers 5 is in the range of 60 to 80% engine load, and the controller 50 controls the at least two turbochargers when the engine load is less than the switch point. (5) A large turbocharged two-stroke internal combustion engine (100) of a single flow type, configured to shut off one or more of (5). 10. The method according to any one of claims 1 to 9,
The controller 50 is operably coupled to a first electronic control valve 41 for controlling the amount of scavenging gas taken from the intake system and/or controlling the amount of exhaust gas taken from the exhaust system. a large turbocharged two-stroke internal combustion engine (100) of a single flow type, operatively coupled to a second electronic control valve (42) for the purpose of 11. The method according to any one of claims 1 to 10,
The controller 50 is configured to decrease the amount of diverted pressurized gas supplied to the consumer 200 when the sensed scavenging gas pressure is below a scavenging gas pressure threshold, wherein the scavenging gas pressure threshold is preferably A large turbocharged two-stroke internal combustion engine (100) of a single flow type, which is adjusted according to ambient conditions. 12. The method according to any one of claims 1 to 11,
The controller 50 is configured to decrease the amount of diverted pressurized gas supplied to the consumer 200 when the sensed exhaust gas temperature exceeds an exhaust gas temperature threshold, wherein the exhaust gas temperature threshold is preferably is a large turbocharged two-stroke internal combustion engine 100 of single flow type, which is adjusted according to ambient conditions. 13. The method according to any one of claims 1 to 12,
a pressure sensor 34 for sensing the pressure of the scavenging gas pressure in the intake system, preferably the pressure in the scavenging receiver 2 or immediately upstream of the scavenging receiver 2 or
a temperature sensor 33 in the exhaust gas system for sensing an exhaust gas temperature in the exhaust system, preferably in the exhaust gas receiver 3 or immediately downstream of the exhaust gas receiver 3 or
an observer for estimating the scavenging air pressure in the intake system, preferably in the scavenging air receiver (2) or immediately upstream of the scavenging air receiver (2); or
A large turbocharged two-stroke internal combustion engine (100) of single flow type, comprising an observer for estimating a temperature in the exhaust system, preferably in the exhaust gas receiver (3) or immediately downstream of the exhaust gas receiver (3) . In the method of operating the single flow type large turbocharged two-stroke internal combustion engine 100 for supplying pressurized scavenging gas and/or exhaust gas to a demand 200 of the pressurized gas from the engine 100, The internal combustion engine is
a plurality of cylinders (1) having a scavenging port (18) at its lower end and an exhaust valve (4) at its upper end,
an intake system through which scavenging gas is introduced into the cylinder (1), the intake system comprising a scavenging gas receiver (2) connected to the cylinder (1) through the scavenging port (18);
an exhaust system from which exhaust gas generated in the cylinder is exhausted, the exhaust system comprising an exhaust gas receiver (3) connected to the cylinder (1) through the exhaust valve (4);
The at least one turbocharger (5) has an exhaust gas driven turbine (8) operatively coupled to a compressor (7), the inlet of the turbine (8) for delivering a flow of pressurized scavenging gas to the intake system at least one turbocharger (5) connected to the exhaust system and the outlet of the compressor (7) connected to the intake system;
A bypass system for supplying the bypassed pressurized gas to the consumer 200 of the pressurized gas;
bypassing a controlled amount of scavenging gas in the intake system or a controlled amount of pressurized exhaust gas in the exhaust system, and
- increased power take-off of a turbocharger (5) with a turbo-hydraulic system installed;
- increasing the speed of the auxiliary blower in the intake system of the engine 100;
- increase the speed of the EGR blower in the EGR installation of the engine 100,
- activation of the installation of an additional small turbocharger of the engine 100;
- opening the cylinder bypass valve in the cylinder bypass installation of the engine 100,
- opening the exhaust gas bypass for the power turbine installation of the engine 100 for driving a dedicated electrically driven compressor;
- activation of a hydraulically driven compressor driven by the hydraulic system of the engine 100;
- the shape of the variable shape turbine 8 and thus the turbine flow area, preferably by reducing the turbine flow area, in order to maximize the pressure transmitted by the compressor 7 under the actual operating conditions of the engine 100 . adjustment.
- shutting off one or more of the one or more turbochargers in order to maximize the pressure delivered by the compressor (7), preferably as a function of the engine load, under partial load conditions of the engine (100);
- activating one turbocharger 5 below a first cutoff engine load threshold and activating two turbochargers 5 with an interval between said first cutoff engine load threshold and a second cutoff engine load threshold and activating the three turbochargers (5) above the second cutoff engine load threshold,
A method of operating a large turbocharged two-stroke internal combustion engine (100) of a single flow type, comprising maximizing scavenging gas pressure and/or maximizing scavenging gas bypass mass flow by one or more of the above. 15. The method of claim 14,
sensing the scavenging gas pressure in the intake system, preferably in the scavenging air receiver (2) or immediately upstream of the scavenging air receiver (2) and/or
sensing an exhaust gas temperature in the exhaust system, preferably in the exhaust gas receiver (3) or immediately downstream of the exhaust gas receiver (3);
single flow type large turbocharged two-stroke internal combustion engine (100) comprising adjusting the amount of diverted pressurized gas supplied to the demand (200) as a function of the sensed scavenging gas pressure and/or exhaust gas temperature how it works. 16. The method of claim 15,
estimating the scavenging gas pressure in the intake system, preferably in the scavenging air receiver (2) or immediately upstream of the scavenging air receiver (2) and/or
estimating the exhaust gas temperature in the exhaust system, preferably in the exhaust gas receiver (3) or immediately downstream of the exhaust gas receiver (3);
single flow type large turbocharged two-stroke internal combustion engine (100) comprising adjusting the amount of diverted pressurized gas supplied to the demand (200) as a function of the sensed scavenging gas pressure and/or exhaust gas temperature how it works.

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