WO2010105620A1 - MOTEUR DIESEL À DEUX TEMPS TURBOCOMPRESSÉ DE GRANDES DIMENSIONS PERMETTANT UNE RECIRCULATION DES GAZ D'ÉCHAPPEMENT OU DES GAZ DE COMBUSTION, ET PROCÉDÉ DE RÉDUCTION DES ÉMISSIONS DE NOx ET DE SUIE - Google Patents

MOTEUR DIESEL À DEUX TEMPS TURBOCOMPRESSÉ DE GRANDES DIMENSIONS PERMETTANT UNE RECIRCULATION DES GAZ D'ÉCHAPPEMENT OU DES GAZ DE COMBUSTION, ET PROCÉDÉ DE RÉDUCTION DES ÉMISSIONS DE NOx ET DE SUIE Download PDF

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Publication number
WO2010105620A1
WO2010105620A1 PCT/DK2009/000066 DK2009000066W WO2010105620A1 WO 2010105620 A1 WO2010105620 A1 WO 2010105620A1 DK 2009000066 W DK2009000066 W DK 2009000066W WO 2010105620 A1 WO2010105620 A1 WO 2010105620A1
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WO
WIPO (PCT)
Prior art keywords
fuel
water
exhaust gas
gas recirculation
flow
Prior art date
Application number
PCT/DK2009/000066
Other languages
English (en)
Inventor
Stefan Mayer
Original Assignee
Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland filed Critical Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland
Priority to KR1020117019148A priority Critical patent/KR101300044B1/ko
Priority to PCT/DK2009/000066 priority patent/WO2010105620A1/fr
Priority to JP2011551407A priority patent/JP5014516B2/ja
Priority to CN2009801579112A priority patent/CN102341589B/zh
Publication of WO2010105620A1 publication Critical patent/WO2010105620A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/41—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories characterised by the arrangement of the recirculation passage in relation to the engine, e.g. to cylinder heads, liners, spark plugs or manifolds; characterised by the arrangement of the recirculation passage in relation to specially adapted combustion chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/02—Pumps peculiar thereto
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to large turbocharged two- stroke diesel engines that use exhaust gas recirculation for reducing NOx formation and to a method of operating large turbocharged two-stroke diesel engines for reducing NOx formation using exhaust-or combustion gas recirculation .
  • High EGR rates i.e. a relatively high flow of recirculated exhaust gas relative to the flow of scavenge air
  • High EGR rates have in small diesel engines shown to lead to excessive soot formation. In small diesel engines this increase in soot emissions has forced engine developers to ensure better mixing and air entrainment by employing higher fuel injection pressures. However, higher fuel injection pressures lead to some increase in NOx formation and hence diminish to some extent the initially gained NOx reduction.
  • designers of small diesel engines have been forced to use increasingly higher EGR rates with a corresponding increase in fuel injection pressures.
  • At present fuel pressures in small diesel engines often have values above 2000 bar and the control of fuel flow at such pressure levels is technologically very demanding and costly and . will often create durability problems.
  • a large turbocharged two-stroke diesel engine of the crosshead type comprising a plurality of cylinders, an exhaust gas recirculation gas recirculation system, a fuel injection system for providing the cylinders with high pressure fuel that is injected into the cylinders through injection nozzles, wherein the exhaust gas recirculation rate is variable, the fuel injection system can selectively add water to the flow of fuel through the injection nozzles, and the fuel injection system is configured to increase the mass flow through the injection nozzles by adding water to the fuel flow depending on the actual exhaust gas recirculation rate.
  • a predetermined fuel-water ratio is used when the exhaust gas circulation ratio is above a predetermined threshold.
  • the cylinders have each at least two separate injection nozzles, at least one injection nozzle with smaller holes for use when no water flow is added to the fuel flow and at least one injection nozzle with larger holes for use when a water flow is added to the fuel flow.
  • the increased fuel flow can be accommodated by the nozzles with the larger holes.
  • the water and fuel are emulsified and the fuel/water mixture is injected through the nozzles.
  • the fuel injection flow rate is unaltered when water is added to the flow of fuel.
  • the engine will receive the same amount of fuel and can continue to operate with the same load when the engine changes between water-fuel operation and pure fuel operation.
  • the fuel injection pressure is unaltered when water is added to the flow of fuel.
  • the engine will operate with substantially the same fuel pressure in water-fuel operation as in pure fuel operation.
  • the engine is configured to run with moderate EGR rates at high loads without adding water to the fuel flow.
  • the mass flow through the exhaust gas circulation system is kept substantially constant regardless of the engine load.
  • the exhaust gas recirculation system is provided with a scrubber and said scrubber is dimensioned to be sufficient for the substantially constant mass flow through the exhaust gas recirculation system.
  • the fuel injection system comprises a fuel and water emulsification system.
  • the fuel injection system can selectively operate with pure fuel and selectively, operate with a mixture of water and fuel.
  • the engine further comprises an electronic control unit that controls the operation of the fuel injection system and said electronic control unit being configured to determine when to increase the mass flow through the injection nozzles by adding water to the fuel.
  • It is another object of the invention to provide a method for controlling fuel injection in a large turbocharged two- stroke diesel engine of the crosshead type comprising operating in the engine with exhaust gas recirculation with a variable exhaust gas recirculation rate, said engine being provided with a fuel injection system and selectively increasing the mass flow through the injection nozzles to thereby increase the momentum of the injected liquid by adding water to the fuel.
  • water and fuel is emulsified in order to add water to the fuel and thereby increase the mass flow through the nozzles.
  • water is added to the flow through the nozzles when a given exhaust gas recirculation rate is exceeded.
  • the mass flow through the exhaust gas recirculation system is kept substantially constant regardless of the engine load.
  • injection nozzles with a larger opening are used for the fuel injection when water is added to the fuel flow and injection nozzles with a smaller opening are used for the fuel injection when no water is added to the fuel flow.
  • the amount of water of the water that is added to the fuel is controlled in relation to the exhaust gas recirculation rate.
  • Fig. 1 is a diagrammatic illustration of a large two-stroke diesel engine of the crosshead type according to an embodiment of the invention
  • Fig. 2 is a diagrammatic illustration of a large two-stroke diesel engine of the crosshead type according to another embodiment of the invention
  • Fig. 3 is a diagrammatic illustration of a large two-stroke diesel engine of the crosshead type according to another embodiment of the invention.
  • Fig. 4 is a diagrammatic illustration of a large two-stroke diesel engine of the crosshead type according to yet another embodiment of the invention.
  • Fig. 1 shows a first embodiment of a large two-stroke diesel engine 1 according to the invention.
  • the engine 1 may e.g. be used as the main engine in an ocean going vessel or as a stationary engine for operating a generator in a power station.
  • the total output of the engine may, for example, range from 5,000 to 110,000 kW.
  • the engine is provided with a plurality of cylinders 2 arranged besides one another in line.
  • Each cylinder 2 is provided with an exhaust valve 3 associated with their cylinder cover.
  • the exhaust channels can be opened and closed by the exhaust valve 3.
  • the exhaust bends 4 connect to an exhaust gas receiver 5.
  • the exhaust gas receiver 5 is disposed in parallel to the row of cylinders 2. From the exhaust gas receiver 5 the exhaust gases are guided towards the turbine of a turbocharger 6 via an exhaust conduit 8. The exhaust gases are disposed into the atmosphere downstream of the turbine.
  • the turbocharger 7 also includes a compressor that is connected to a fresh air intake.
  • the compressor delivers high pressure scavenge air to a scavenge air receiver 9 via a scavenge air cooler 10 and a scavenge air conduit 11.
  • the scavenge air is passed from the charging air receiver 9 to the scavenge air ports 12 of the individual cylinders 2.
  • a portion of the combustion gases is directed to an exhaust gas receiver 14.
  • the exhaust gas receiver 14 connects to the scavenge air conduit 11 via a control valve 15 that regulates the mass flow through the exhaust gas recirculation system, a scrubber 16 that purifies the recirculated exhaust gases, a cooler 17 and a water mist catcher 18 that that removes water droplets that are e.g. added to the gas flow in the scrubber 16.
  • the mass flow through the exhaust gas recirculation system is kept substantially constant regardless of the engine load.
  • the exhaust gas recirculation ratio is relatively high and at high engine loads (e.g. above 75% of the continuous maximum rating) the exhaust gas recirculation ratio is relatively moderate.
  • the exhaust gas scrubber 16 is dimensioned precisely sufficient for treating the recirculated exhaust gas flow at these high load operating conditions. Without countermeasures, soot formation at low engine loads and correspondingly high exhaust gas recirculation rates would be unacceptably high.
  • the engine is fitted with an especially adapted fuel injection system that includes a fuel tank 20 and a water fuel emulsion tank 21.
  • the engine may also comprise a fuel-water emulsification system (not shown) .
  • the fuel tank 20 is connected to a high pressure fuel pump 22 that delivers high pressure fuel to a common rail 23.
  • the common rail 23 provides a plurality of the cylinders 2 with high-pressure fuel that is injected into the cylinders 2 via fuel valves 24.
  • the injection nozzles of the fuel valves 24 are provided with relatively small orifices through which the fuel is dispersed into the combustion chamber inside the cylinders 2.
  • the operation of the fuel valves 24 is controlled by electronic control unit (not shown) .
  • the fuel injection system also includes a high-pressure fuel pump 25 that pumps the fuel-water emulsion from tank 21 at high pressure into a common rail 26.
  • the common rail 26 provides a plurality of the cylinders 2 with a high- pressure fuel-water emulsion that is injected into the cylinders 2 via fuel valves 27.
  • the injection nozzles of the fuel valves 27 are provided with relatively large orifices through which the fuel-water emulsion is dispersed into the combustion chamber inside the cylinders 2.
  • the operation of the fuel valves 27 is controlled by the electronic control unit. There can be more than one, e.g. two or three fuel valves 27 per cylinder 2 and these fuel valves 27 are all connected to common rail 26.
  • the electronic control unit keeps the mass flow through the exhaust gas recirculation system substantially constant via control valve 15 during operation, regardless of the engine load. At higher engine loads the mass flow through the air intake system is substantially higher than at medium and low loads (e.g. below 75% of the maximum continuous rating) . This means that the exhaust gas recirculation rate is substantially higher at medium and low loads than at high loads (e.g. above 75% of the maximum continuous rating) .
  • the engine control unit operates the high-pressure fuel pump 22 and the fuel injection valves 24 to inject pure fuel through the fuel injection valves 24 into the combustion chambers inside the cylinders 2. Due to the relatively low EGR rate soot formation is not too high in these operating conditions. 00066
  • the electronic control unit discontinues the operation of the fuel injection valves 24 and the high- pressure fuel pump 22 and instead operates the high- pressure pump 25 and the fuel injection valves 27 to inject a fuel-water mixture or emulsion into the combustion chambers in the cylinders 2.
  • the amount of fuel that is injected is substantially unchanged during the changeover from operation with pure fuel to operation with the fuel- water mixture or emulsion and vice versa.
  • the pressure at which the fuel and the fuel-water emulsion are injected are the same, i.e. high-pressure fuel pump 22 and high-pressure fuel pump 25 operate at substantially the same pressure. This pressure could be in the same range as the pressure that is used for conventional common rail fuel injection systems of large two-stroke diesel engines, which is typically in the range of 800 to 1200 BAR.
  • the increased mass flow through the injection nozzles when water is added to the fuel improves the entrainment of the fresh charge into the high-speed of the fuel spray and thereby increases the fuel/air mixing and brings the combustion towards the lean side and hence counteracts soot formation.
  • the engine control unit When the exhaust gas recirculation rate falls below the predetermined threshold the engine control unit returns to the operation of the high-pressure fuel pump 22 and the fuel valves 24 and discontinues the operation of the high- pressure fuel pump 25 and the fuel valves 27.
  • Fig. 2 illustrates a second embodiment of the present invention to which is essentially identical to the first 66
  • the exhaust gas recirculation system returns the recirculated exhaust gases directly to the cylinders without mixing it into the scavenge air system.
  • Fig. 3 illustrates a third embodiment of the present invention which is essentially identical to the first embodiment except that the water and the fuel are mixed inside the fuel pump 22.
  • the fuel pump is in this embodiment of the type that can variably mix an amount of water with the fuel.
  • the amount of water mixed with the fuel is determined by the electronic control unit and the pump 22 mixes the amount of water in accordance with a signal from the electronic control unit.
  • the electronic control unit also determines whether the fuel valves 24 with the small orifices in their nozzles or the fuel valves 27 with the large orifices in their nozzles are used.
  • the amount of water mixed with the fuel can in this embodiment variable between zero and a predetermined maximum (stepwise or gradual) or the amount of water mixed with the fuel can be a fixed amount in an on/off manner.
  • Fig. 3 also includes an optional feedback control system for regulating the amount of water mixed with the fuel.
  • the engine 1 is provided with an NOx sensor 28 that measures the NOx content of the exhaust gases in the exhaust conduit 8 or as shown downstream of the turbocharger 7.
  • the signal from the NOx sensor 28 is fed to a control box 29 (electronic control unit) .
  • the ' control box 29 will receive data concerning other engine operating parameters such as engine load and exhaust gas recirculation rate, and on the basis of these data the controller determines how much water (if any at all) should be added to the flow of fuel and commands the fuel pump 22 accordingly.
  • the controller 29 may in an embodiment also be configured to regulate the exhaust gas recirculation rate in a feedback control loop.
  • Fig. 4 illustrates a fourth embodiment of the present invention which is essentially identical to the first embodiment except that the water and the fuel are mixed downstream of the high pressure fuel pump 22 and water pump 25.
  • the outlets of these pumps 22, 25 are merged and connected to the conduit 23 that transports the fuel-water mixture to the injection valve 24.
  • the water and fuel pump are of a variable displacement type, although the embodiment could also be realized without variable displacement by using a variable speed for the pumps .
  • exhaust gas recirculation system that takes the exhaust gases to be recirculated from ports at the bottom of the cylinder 2.
  • the invention can also be used in connection with exhaust gas recirculation systems that take the exhaust gases from the top of the cylinder, for example via an exhaust gas recirculation valve that it is disposed in the cylinder cover. Also the return of the recirculated exhaust gases can be at the top of the cylinder.
  • a high-pressure fuel pump with a water inlet and with a fuel inlet and that mixes the two fluids inside the pump could be used so that the system will only need a water tank and a fuel tank.
  • Such a fuel injection system could operate with a variable size of the flow of water into the fuel injection system, and the size of the flow of water could be determined in relation to the exhaust gas recirculation ratio, i.e. such a system can be operated with a variable fuel to water ratio and the fuel to water ratio can be determined in relation to the actual EGR ratio.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un moteur diesel à deux temps turbocompressé de grandes dimensions du type à crosse doté d'un système de recirculation des gaz d'échappement et d'un système d'injection de carburant permettant d'ajouter sélectivement de l'eau au débit de carburant afin d'augmenter le débit massique des injecteurs dans des conditions de fonctionnement particulières, comme par exemple des taux élevés de recirculation des gaz d'échappement. L'augmentation du débit massique des injecteurs permet d'améliorer l'entraînement de la charge fraîche dans le jet de carburant à vitesse élevée, et permet ainsi d'augmenter le mélange carburant/air, d'entraîner la combustion en direction du côté pauvre et par conséquent de neutraliser la formation de suie.
PCT/DK2009/000066 2009-03-18 2009-03-18 MOTEUR DIESEL À DEUX TEMPS TURBOCOMPRESSÉ DE GRANDES DIMENSIONS PERMETTANT UNE RECIRCULATION DES GAZ D'ÉCHAPPEMENT OU DES GAZ DE COMBUSTION, ET PROCÉDÉ DE RÉDUCTION DES ÉMISSIONS DE NOx ET DE SUIE WO2010105620A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
KR1020117019148A KR101300044B1 (ko) 2009-03-18 2009-03-18 배기가스 또는 연소 가스 재순환을 이용하는 대형 터보차지 2-행정 디젤 엔진 및 ＮＯｘ 및 매연 배출량의 감소 방법
PCT/DK2009/000066 WO2010105620A1 (fr) 2009-03-18 2009-03-18 MOTEUR DIESEL À DEUX TEMPS TURBOCOMPRESSÉ DE GRANDES DIMENSIONS PERMETTANT UNE RECIRCULATION DES GAZ D'ÉCHAPPEMENT OU DES GAZ DE COMBUSTION, ET PROCÉDÉ DE RÉDUCTION DES ÉMISSIONS DE NOx ET DE SUIE
JP2011551407A JP5014516B2 (ja) 2009-03-18 2009-03-18 排ガスまたは燃焼ガス再循環を備える大型ターボ過給型２サイクルディーゼルエンジンならびにＮＯｘ排出およびすす排出を減少させるための方法
CN2009801579112A CN102341589B (zh) 2009-03-18 2009-03-18 带有排气或者燃烧气体再循环的大型涡轮增压二冲程柴油发动机和用于减少NOx和碳烟排放的方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/DK2009/000066 WO2010105620A1 (fr) 2009-03-18 2009-03-18 MOTEUR DIESEL À DEUX TEMPS TURBOCOMPRESSÉ DE GRANDES DIMENSIONS PERMETTANT UNE RECIRCULATION DES GAZ D'ÉCHAPPEMENT OU DES GAZ DE COMBUSTION, ET PROCÉDÉ DE RÉDUCTION DES ÉMISSIONS DE NOx ET DE SUIE

Publications (1)

Publication Number Publication Date
WO2010105620A1 true WO2010105620A1 (fr) 2010-09-23

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PCT/DK2009/000066 WO2010105620A1 (fr) 2009-03-18 2009-03-18 MOTEUR DIESEL À DEUX TEMPS TURBOCOMPRESSÉ DE GRANDES DIMENSIONS PERMETTANT UNE RECIRCULATION DES GAZ D'ÉCHAPPEMENT OU DES GAZ DE COMBUSTION, ET PROCÉDÉ DE RÉDUCTION DES ÉMISSIONS DE NOx ET DE SUIE

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JP (1) JP5014516B2 (fr)
KR (1) KR101300044B1 (fr)
CN (1) CN102341589B (fr)
WO (1) WO2010105620A1 (fr)

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011157959A (ja) * 2010-01-29 2011-08-18 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland 排ガス再循環システムを備える大型２サイクルディーゼル機関
CN102619615A (zh) * 2011-01-31 2012-08-01 曼恩柴油机涡轮公司,曼恩柴油机涡轮德国公司子公司 带有排气再循环的大型涡轮增压二冲程柴油发动机
WO2012155599A1 (fr) * 2011-05-13 2012-11-22 申云华 Moteur à combustion interne à haut rendement
CN103375308A (zh) * 2012-04-19 2013-10-30 曼柴油机和涡轮公司,德国曼柴油机和涡轮欧洲股份公司的联营公司 具有十字头及废气或燃烧气体再循环的大型低运行涡轮增压双冲程内燃发动机
JP2013234668A (ja) * 2012-05-10 2013-11-21 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland 燃焼機関
EP2677141A1 (fr) * 2012-06-21 2013-12-25 Wärtsilä Schweiz AG Procédé de fonctionnement dýun grand moteur diesel deux temps, ainsi que grand moteur diesel deux temps
US9387438B2 (en) 2014-02-14 2016-07-12 Tenneco Automotive Operating Company Inc. Modular system for reduction of sulphur oxides in exhaust
EP2853713B1 (fr) * 2013-09-26 2017-04-26 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Grand moteur à combustion interne à deux temps turbochargé à faible vitesse doté d'un système d'alimentation à deux carburants
EP3354874A1 (fr) * 2017-01-25 2018-08-01 BRP-Rotax GmbH & Co. KG Ensemble d'échappement, système d'échappement et moteur d'un véhicule
DE102018207997A1 (de) * 2018-05-22 2019-11-28 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine
WO2020224974A1 (fr) 2019-05-03 2020-11-12 Basf Se Emballage d'émulsifiant avec un tensioactif d'ammonium quaternaire pour émulsion de combustible
US11255248B2 (en) 2017-08-15 2022-02-22 Arctic Cat Inc. Snowmobile having a parallel-path exhaust system for two-stroke engine
US11255231B2 (en) 2017-08-15 2022-02-22 Arctic Cat, Inc. Pressurized oil system powered by two-stroke engine
WO2022096314A1 (fr) 2020-11-04 2022-05-12 Basf Se Ensemble d'émulsifiants ayant un tensioactif ramifié et éventuellement ayant un tensioactif propoxylé pour émulsion combustible
WO2022096316A1 (fr) 2020-11-04 2022-05-12 Basf Se Emballage d'émulsifiant à tensioactif à chaîne courte et facultativement à tensioactif à chaîne longue pour émulsion de combustible
WO2022096310A1 (fr) 2020-11-04 2022-05-12 Basf Se Ensemble émulsifiant aqueux à tensioactif anionique pour émulsion de carburant
RU2784765C1 (ru) * 2022-04-27 2022-11-29 Федеральное государственное бюджетное образовательное учреждение высшего образования "Поволжский государственный технологический университет" Двухтактный двигатель внутреннего сгорания с дополнительным паровым рабочим ходом
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WO2012155599A1 (fr) * 2011-05-13 2012-11-22 申云华 Moteur à combustion interne à haut rendement
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JP2013224653A (ja) * 2012-04-19 2013-10-31 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland クロスヘッド及び排気ガス（燃焼ガス）再循環系を有する大型低速ターボ過給式２サイクル内燃機関
KR101467419B1 (ko) * 2012-04-19 2014-12-01 맨 디젤 앤드 터보 필리얼 아프 맨 디젤 앤드 터보 에스이 티스크랜드 배기 또는 연소 가스 재순환 기능을 갖는 크로스헤드를 구비한 대형 저속 터보차지 2-행정 내연 기관
JP2013234668A (ja) * 2012-05-10 2013-11-21 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland 燃焼機関
DE102012009315B4 (de) * 2012-05-10 2021-04-22 MAN Energy Solutions, branch of MAN Energy Solutions SE, Germany Verbrennungsmotor
EP2677141A1 (fr) * 2012-06-21 2013-12-25 Wärtsilä Schweiz AG Procédé de fonctionnement dýun grand moteur diesel deux temps, ainsi que grand moteur diesel deux temps
EP2853713B1 (fr) * 2013-09-26 2017-04-26 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Grand moteur à combustion interne à deux temps turbochargé à faible vitesse doté d'un système d'alimentation à deux carburants
US9387438B2 (en) 2014-02-14 2016-07-12 Tenneco Automotive Operating Company Inc. Modular system for reduction of sulphur oxides in exhaust
US10800490B2 (en) 2017-01-25 2020-10-13 Brp-Rotax Gmbh & Co. Kg Exhaust assembly, exhaust system, and power pack for a vehicle
EP3354874A1 (fr) * 2017-01-25 2018-08-01 BRP-Rotax GmbH & Co. KG Ensemble d'échappement, système d'échappement et moteur d'un véhicule
US11668226B2 (en) 2017-08-15 2023-06-06 Arctic Cat Inc. Snowmobile having a parallel-path exhaust system for two-stroke engine
US11255248B2 (en) 2017-08-15 2022-02-22 Arctic Cat Inc. Snowmobile having a parallel-path exhaust system for two-stroke engine
US11255231B2 (en) 2017-08-15 2022-02-22 Arctic Cat, Inc. Pressurized oil system powered by two-stroke engine
US11702965B2 (en) 2017-08-15 2023-07-18 Arctic Cat Inc. Pressurized oil system powered by two-stroke engine
DE102018207997A1 (de) * 2018-05-22 2019-11-28 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine
WO2020224974A1 (fr) 2019-05-03 2020-11-12 Basf Se Emballage d'émulsifiant avec un tensioactif d'ammonium quaternaire pour émulsion de combustible
US11788024B2 (en) 2019-05-03 2023-10-17 Basf Se Emulsifier package with quaternary ammonium surfactant for fuel emulsion
WO2022096316A1 (fr) 2020-11-04 2022-05-12 Basf Se Emballage d'émulsifiant à tensioactif à chaîne courte et facultativement à tensioactif à chaîne longue pour émulsion de combustible
WO2022096310A1 (fr) 2020-11-04 2022-05-12 Basf Se Ensemble émulsifiant aqueux à tensioactif anionique pour émulsion de carburant
WO2022096314A1 (fr) 2020-11-04 2022-05-12 Basf Se Ensemble d'émulsifiants ayant un tensioactif ramifié et éventuellement ayant un tensioactif propoxylé pour émulsion combustible
EP4166775A1 (fr) * 2021-10-18 2023-04-19 Winterthur Gas & Diesel Ltd. Moteur à combustion interne
RU2784765C1 (ru) * 2022-04-27 2022-11-29 Федеральное государственное бюджетное образовательное учреждение высшего образования "Поволжский государственный технологический университет" Двухтактный двигатель внутреннего сгорания с дополнительным паровым рабочим ходом

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CN102341589B (zh) 2013-08-28
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