WO2011046187A1 - 電気式排気ガス処理方法および電気式排気ガス処理装置 - Google Patents
電気式排気ガス処理方法および電気式排気ガス処理装置 Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B03—SEPARATION OF SOLID MATERIALS USING LIQUIDS OR USING PNEUMATIC TABLES OR JIGS; MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C—MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C3/00—Separating dispersed particles from gases or vapour, e.g. air, by electrostatic effect
- B03C3/34—Constructional details or accessories or operation thereof
- B03C3/40—Electrode constructions
- B03C3/41—Ionising-electrodes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B03—SEPARATION OF SOLID MATERIALS USING LIQUIDS OR USING PNEUMATIC TABLES OR JIGS; MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C—MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C3/00—Separating dispersed particles from gases or vapour, e.g. air, by electrostatic effect
- B03C3/01—Pretreatment of the gases prior to electrostatic precipitation
- B03C3/014—Addition of water; Heat exchange, e.g. by condensation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/01—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust by means of electric or electrostatic separators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/027—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using electric or magnetic heating means
- F01N3/0275—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using electric or magnetic heating means using electric discharge means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B03—SEPARATION OF SOLID MATERIALS USING LIQUIDS OR USING PNEUMATIC TABLES OR JIGS; MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C—MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C2201/00—Details of magnetic or electrostatic separation
- B03C2201/06—Ionising electrode being a needle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B03—SEPARATION OF SOLID MATERIALS USING LIQUIDS OR USING PNEUMATIC TABLES OR JIGS; MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C—MAGNETIC OR ELECTROSTATIC SEPARATION OF SOLID MATERIALS FROM SOLID MATERIALS OR FLUIDS; SEPARATION BY HIGH-VOLTAGE ELECTRIC FIELDS
- B03C2201/00—Details of magnetic or electrostatic separation
- B03C2201/30—Details of magnetic or electrostatic separation for use in or with vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/04—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric, e.g. electrostatic, device other than a heater
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/28—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a plasma reactor
Definitions
- the present invention removes particulate matter (Particulate Matter: hereinafter referred to as “PM”) mainly composed of carbon contained in exhaust gas of a diesel engine and harmful gas, particularly for ships, power generation, industrial use, etc.
- PM particulate Matter
- the present invention relates to an exhaust gas processing technology for a large displacement diesel engine using low quality fuel less than heavy oil, and more specifically, an electric exhaust gas processing method using corona discharge in a large displacement diesel engine that exhausts high temperature exhaust gas.
- the present invention also relates to an electric processing apparatus.
- Diesel engines are widely used as power sources for various ships, generators, large construction machines, and various automobiles, but as is well known, PM contained in exhaust gas discharged from diesel engines is air pollution. In addition to toxic substances, it is a substance that is extremely harmful to the human body, so purification of the exhaust gas is extremely important. For this reason, many proposals have already been made, such as improvements in the combustion system of diesel engines, the use of various exhaust gas filters, and methods of electrical treatment using corona discharge, some of which have been put into practical use. .
- the method of electrically treating using corona discharge is to charge PM in the exhaust gas by corona discharge by the discharge electrode, and collect the charged PM by electrostatic force.
- a high voltage of several tens of thousands of volts is applied to the discharge electrode, and further, the discharge electrode is exposed to corrosive exhaust gas, it is desired to maintain stable performance over a long period of time. Furthermore, it is important to collect electrostatically charged PM efficiently.
- components of PM (particulate matter) in exhaust gas of a diesel engine are organic solvent soluble (SOF: Soluble Organic Fractions, hereinafter referred to as “SOF”) and organic solvent insoluble (ISF: Insoluble Organic).
- SOF organic solvent soluble
- ISF organic solvent insoluble
- the ISF component is mainly composed of carbon (soot) and sulfate (sulfate) components having low electrical resistivity.
- the SOF component and the ISF component are affected as much as possible because of their effects on the human body and the environment. Less exhaust gas is desired. In particular, it is also said that the degree of adverse effects of PM in a living body is particularly problematic when the particle diameter is nm.
- the present inventors have used an electrostatic cyclone type exhaust gas that combines an electrostatic precipitator and a cyclone precipitator as means for collecting and removing PM mainly composed of SOF and ISF components in the exhaust gas of a diesel engine.
- a gas purification device (hereinafter, such an exhaust gas purification device is referred to as DPF: Diesel Particulate Filter) has been proposed (see Patent Document 1).
- This purification device has a structure that maintains the insulation performance of the discharge electrode for performing corona discharge for a long period of time even at a high voltage of 50 kV DC that enables collection of PM containing carbon having low electrical resistivity in electrostatic dust collection.
- the purification apparatus has an exhaust gas guide pipe 7 that protrudes from the main body wall 1-1 of the apparatus main body into the main body, and a main body wall 1- 1 of the exhaust gas guide pipe 7.
- a seal gas pipe 5 which is inserted through an outer peripheral side wall on the outer side and whose tip reaches the vicinity of a tip opening in the exhaust gas guide pipe 7, and an exhaust gas passage partly by the seal gas pipe 5 1, an electrode needle 4 that is disposed so as to protrude from the distal end opening of the seal gas pipe 5 toward the downstream side of the exhaust gas passage 1, and the exhaust gas passage 1 in the apparatus main body.
- the corona discharge part 2 which is comprised by the collection board 3 arrange
- a discharge charging unit comprising a charging unit 2-2 for charging the corona electrons 10 to the particulate matter S mainly composed of carbon in the exhaust gas G1 is provided, and a collecting plate 3 for collecting the charged particulate matter S is provided.
- the electrode needle 4 is configured to be disposed in the main body wall 1-1 of the apparatus main body, and the electrode needle 4 has a DC of 50 kV in order to enable collection of PM containing carbon having low electrical resistivity in electrostatic dust collection.
- an exhaust gas purification device disclosed in Patent Document 2 is known as a method for electrostatically collecting charged PM.
- this exhaust gas purification device when the SOF content in the exhaust gas is cooled, condensed and liquefied, it becomes sticky mist, and this mist-like SOF content is supplemented with ultra-fine particles by the "bird-mochi principle" Since the property of agglomerating and enlarging and the electrostatic aggregating action occur in the vicinity of the dust collecting electrode, the charged PM is utilized by utilizing the property that the electrostatic aggregating effect is promoted if the vicinity of the dust collecting electrode can be cooled.
- the dust collecting electrode (see FIG. 1 of Patent Document 2, reference numeral 11a) is actively cooled, and the liquid SOF component adhering to the dust collecting electrode wall surface is used as a binder to electrically capture the dust. The components to be collected are aggregated.
- JP 2008-19849 A Japanese Patent No. 4529013
- Patent Document 2 for a diesel engine with a small displacement mounted on a vehicle that uses light oil, which is a high-quality fuel with a low sulfur content, has an electrostatic agglomeration effect as a dust collecting electrode. Because it occurs in the vicinity, it is not necessary to cool the entire gas, and if the vicinity of the dust collection electrode can be cooled, the electrostatic aggregation effect is promoted, so that it is cooled one after another in the vicinity of the dust collection electrode, allowing condensation and liquefaction. It is a technology that is charged and collected, but for diesel engines with high displacement and high exhaust gas temperature, such as marine vessels that use low quality fuel of heavy oil or less, or engines with high PM emissions.
- the part that cools the PM in the exhaust gas at high temperature to the temperature at which it condenses and liquefies is limited to local cooling only in the vicinity of the dust collecting electrode, the cooling capacity is insufficient and the cooling becomes insufficient. of Feed is Otherwise most PM of cooling catch up, high temperatures while not cooled, exhaust gas containing PM becomes to be discharged. Furthermore, in the cooling only in the vicinity of the dust collection electrode, the SOF content and sulfate component in the exhaust gas flowing in the vicinity thereof are condensed and collected, but the exhaust gas flowing in the part away from the dust collection electrode is almost cooled. Therefore, the SOF content in the exhaust gas is not condensed and liquefied.
- the present inventors have solved the above-mentioned problems of the conventional exhaust gas treatment technology of a diesel engine using corona discharge, and in particular, have a large displacement and high speed using a low quality fuel less than heavy oil.
- / or diesel engine exhaust gas which can efficiently remove PM, particularly SOF and sulfate components, in diesel engine exhaust gas from which a large amount of exhaust gas is discharged, and can exhibit stable performance over a long period of time.
- a first aspect of the present invention is a large displacement diesel engine that removes particulate matter mainly composed of SOF and ISF contained in exhaust gas of a diesel engine that uses low quality fuel of heavy oil or less by electric means.
- a second aspect of the present invention is a large displacement diesel engine that removes particulate matter mainly composed of SOF and ISF contained in exhaust gas of a diesel engine using a low quality fuel less than heavy oil by an electric means.
- a third invention of the present invention is a large displacement diesel engine that removes particulate matter mainly composed of SOF and ISF contained in exhaust gas of a diesel engine using a low quality fuel equal to or less than heavy oil by electric means.
- a gas cooling part that lowers to a temperature indicated by .85 or less is arranged, and the particulate matter contained in the exhaust gas whose temperature has been lowered when passing through the gas cooling part is charged with electrons emitted by corona discharge, It is characterized by being removed by collecting.
- a fourth aspect of the present invention is a large displacement diesel engine that removes particulate matter mainly composed of SOF and ISF contained in the exhaust gas of a diesel engine using a low quality fuel of heavy oil or less by electric means.
- the gas cooling part which lowers to below the temperature shown in .85 is arranged, and when passing through the gas cooling part, the soluble content of the organic solvent constituting the particulate matter is 0.85 or less at an exhaust gas temperature / fuel boiling point temperature ratio R
- the particulate matter in the supercooled gas state is removed by being charged and collected by electrons emitted by corona discharge.
- the condensed water is separated and removed from the exhaust gas that has passed through the gas cooling section by the steam separator on the downstream side of the gas cooling section. To do.
- a sixth aspect of the present invention is a large displacement for removing particulate matter mainly composed of SOF content and ISF content contained in exhaust gas of a diesel engine using low quality fuel less than heavy oil by electric means.
- Discharge charging provided with a gas cooling part for lowering the temperature below .85, and having a corona discharge part for emitting electrons by corona discharge in the middle part of the exhaust gas passage and a charging part for charging the emitted corona electrons to the particulate matter
- a collecting part that collects charged particulate matter downstream of the exhaust gas passage, and when the exhaust gas passes through the gas cooling part, It becomes a supercooled gas state represented by an exhaust gas temperature / fuel boiling point temperature ratio R range in which the agent soluble content is 0.85 or less, and is sent to the discharge charging portion to remove particulate matter by electrical means. It is characterized by this.
- the seventh aspect of the present invention is a large displacement for removing particulate matter mainly composed of SOF content and ISF content contained in exhaust gas of a diesel engine using low quality fuel less than heavy oil by electric means.
- Corona discharge that has a gas cooling part that lowers to a temperature indicated by .85, and that has an electrode needle whose outer periphery is covered with a multi-layer coating film in the middle part of the exhaust gas passage, and discharges electrons by corona discharge from the electrode needle
- a discharge charging unit having a charging unit for charging the emitted corona electrons to the particulate matter, and collecting the charged particulate matter in the downstream portion of the exhaust gas passage
- the organic substance soluble matter of the particulate matter becomes a supercooled gas state represented by an exhaust gas temperature / fuel boiling point temperature ratio R of 0.85 or less. It is characterized in that it is configured such that the particulate matter is fed into the part and removed by electric means.
- a diesel engine exhaust gas electrical processing method and apparatus is a diesel engine exhaust gas purification treatment means widely used as a power source for ships, generators, large construction machines and various automobiles, particularly for ships, Diesel engine that uses high quality and / or high flow rate exhaust gas that uses low quality fuel with high sulfur content or less, such as for power generation and industrial equipment.
- Diesel engine that uses high quality and / or high flow rate exhaust gas that uses low quality fuel with high sulfur content or less, such as for power generation and industrial equipment.
- Efficient removal of PM which is a harmful particulate material mainly composed of ISF and SOF, such as carbon and sulfate, contained in the exhaust gas of diesel engines that use low-quality fuel of high temperature or lower heavy oil This makes it possible to achieve a high exhaust gas purification rate.
- the removal of PM contained in the exhaust gas of diesel engines that use low-quality fuels that are less than heavy oil can be stably maintained with a high purification rate over a long period of time, and is required, for example, in automobile parts. It is possible to achieve a substantial maintenance-free effect even in the diesel engine for the above-mentioned use.
- nm-size PM particles that adversely affect the living body can be significantly reduced, which greatly contributes to the improvement of the atmospheric environment.
- the exhaust gas electrical processing method and processing apparatus according to the present invention is effective not only in diesel engines, but also in purification of exhaust gases in various engines and devices that use low quality fuels containing heavy oil or less containing a large amount of sulfur. It goes without saying that it can be used in the future.
- the present inventors have provided an exhaust gas processing mechanism of a diesel engine with an electrostatic cyclone DPF device shown in FIG. 6 and FIG.
- the PM trapping mechanism in exhaust gas was improved in various ways, and the exhaust gas purification status was intensively investigated.
- the temperature of the exhaust gas introduced into the electrostatic cyclone DPF as shown in FIG. It has been found that it has a significant effect.
- the PM concentration was measured by a method based on ISO / DIS8173-1.
- PM refers to all substances collected on a collection filter by the method of ISO / DIS8173-1.
- FIG. 1 shows that the PM collection rate improves as the temperature of the exhaust gas decreases. That is, it can be seen that as the exhaust gas is cooled, the collection rate of the total PM (SOF component + ISF component) increases, and the upward trend is ISF component ⁇ PM ⁇ SOF component.
- the component that is most affected by the temperature of the exhaust gas is the SOF component, and the collection rate ( ⁇ SOF) of the SOF component is significantly improved as the temperature of the exhaust gas decreases.
- the reason why the SOF component cannot be collected is that the temperature of the exhaust gas at the stage of being discharged from the diesel engine is high, and therefore the majority of the SOF component is considered to be in a gas state. From this, solid or liquid particles can be collected but gas cannot be collected. A JIS collection filter or a mechanical filter such as a ceramic DPF cannot collect SOF. Therefore, a large-displacement diesel engine for ships, power generation, industrial equipment, etc., where the exhaust gas temperature is high, the flow rate is high, the flow rate is high, and the exhaust gas temperature drop is small before it is discharged to the outside.
- FIG. 2 is a diagram showing the boiling point of heavy oil fuel, which is a hydrocarbon used in a diesel engine.
- the horizontal axis represents the number of carbon (C) of the hydrocarbon component contained in the fuel, and the vertical axis represents the boiling point of the component.
- C carbon
- the boiling points of the respective components are shown connected by curves.
- C n H m of hydrocarbon corresponding to the notation of carbon number n on the horizontal axis, m depends on the chemical structure of the hydrocarbon.
- the SOF component is mainly generated from the unburned fuel or lubricating oil
- the temperature of the exhaust gas flowing into the DPF and the boiling point of the fuel will be considered.
- the temperature of the exhaust gas is higher than the boiling point of the fuel on the DPF inlet side provided in the exhaust pipe system of the diesel engine, most of the SOF component is in a gaseous state, and conversely, the temperature of the exhaust gas is the fuel. If the boiling point is lower than the boiling point of the gas, the SOF content in the exhaust gas seems to be condensed into a liquid state, but in reality the SOF content remains an unstable supercooled gas and is therefore trapped.
- the SOF component in the gaseous state cannot be collected only by a mechanical collection mechanism such as a collection filter or a ceramic filter.
- the sulfate component is mainly composed of the sulfur component contained in the fuel that is oxidized, and the condensed form is considered to exhibit the same form as the SOF component.
- the present inventors installed a cooling device for cooling the entire amount of exhaust gas on the inlet side of the electric exhaust gas processing device as shown in FIGS.
- the PM collection rate is improved by lowering the temperature of the exhaust gas as shown in FIG. That is, before the exhaust gas is introduced into the discharge charging unit of the exhaust gas processing apparatus, the temperature of all exhaust gases is lowered to reduce the degree of cooling of the SOF (temperature difference between the boiling point of the component and the temperature of the exhaust gas).
- the gaseous (gaseous) SOF and sulfate components in the supercooled state are condensed and liquefied by the stimulation of the electrons. This phenomenon is thought to be similar to that known in Wilson's cloud chamber. If the liquefied SOF particles are charged by corona discharge, the SOF content can be collected by electrostatic dust collection. The sulfate component is considered to be the same. This is the mechanism of SOF and sulfate trapping in electrostatic dust collection as inferred by the present inventors. According to this mechanism, the higher the degree of cooling of the SOF content and the sulfate content, that is, the lower the temperature of the exhaust gas, the more the condensation of the SOF content and the sulfate content is promoted. improves.
- a heat exchange device such as an existing recuperator may be provided as an exhaust gas cooling device in the ship on the inlet side of the device that performs electrostatic dust collection.
- a method of installing a spray device for water or seawater, etc., completely evaporating the water droplets without agglomerating, and then taking the heat of vaporization from the exhaust gas to lower the temperature can be applied.
- the material of the apparatus can be coped with, for example, stainless steel having corrosion resistance, sulfuric acid dew-point corrosion steel (for example, trade name: S-TEN1 manufactured by Nippon Steel Corporation).
- the temperature of all exhaust gases discharged from the gas cooling unit and flowing into the discharge charging unit of the gas processing apparatus is limited to 100 ° C. or higher.
- the temperature of the total exhaust gas flowing into the discharge charging portion of the gas processing apparatus discharged from the gas cooling portion is about 130 ° C., the above-mentioned problems hardly occur and it is preferable for the post-processing of the PM particulates.
- the temperature of the total exhaust gas is preferably 130 ° C. or higher. Also, by providing a steam separator on the downstream side of the gas cooling section and upstream of the electrostatic dust collection section, water vapor, SOF content, sulfate content, carbon generated by combustion from the exhaust gas that has passed through the gas cooling section. Since the condensed water in which etc. are suspended can be separated and removed in advance, the temperature of all exhaust gases may be cooled to about 100 ° C.
- an exhaust gas temperature / fuel boiling point temperature ratio R defined by the following formula 1 is used as an index representing the degree of cooling of the exhaust gas temperature.
- the boiling point of each component contained in the heavy oil of diesel engine fuel is naturally different, but in the present invention, the lower limit component of the carbon number of the heavy oil component used is used as a reference, and the boiling point is used to determine the exhaust gas temperature / fuel boiling point.
- the temperature ratio R is calculated. The reason for this is that if the “exhaust gas temperature / fuel boiling point temperature ratio R” is determined on the basis of the boiling point of the lower limit component of the carbon number, the higher the boiling point, the higher the component having a higher carbon number. This is because the average degree of supercooling for the components is greater and the result is advantageous from the point of PM collection.
- the preferable range of the exhaust gas temperature / fuel boiling point temperature ratio R on the inlet side of the discharge charging unit that performs electrostatic dust collection is desirably 0.85 or less, and more preferably 0.70 or less. .
- the reason is that when the exhaust gas temperature / fuel boiling point temperature ratio R exceeds 0.85, most of the SOF and sulfate components cannot be liquefied. That is, in the exhaust gas that has passed through the gas cooling section, the SOF component and the sulfate component, which are organic solvent soluble components of PM particles, are in a supercooled gas state where the exhaust gas temperature / fuel boiling point temperature ratio R is 0.85 or less.
- the exhaust gas temperature / fuel boiling point temperature ratio R exceeds 0.85, it is desirable that the gas is charged in the discharge charging unit, and a sufficient amount of SOF and sulfate in the gaseous state remains and a sufficient amount of SOF and sulfate. This is because a supercooled gas state that is condensed and charged in the next charging / discharging portion cannot be formed, and a satisfactory purification effect cannot be obtained.
- the temperature of all exhaust gas discharged from the diesel engine on the inlet side of the exhaust gas treatment device is cooled to a temperature appropriate for exhaust gas treatment, so that PM in all exhaust gas can be efficiently obtained.
- This is especially effective when the temperature of the exhaust gas is higher than the boiling point of the hydrocarbon component constituting the main component of the fuel used.
- a fuel that is heated or mixed with heated A heavy oil (contains a large amount of SOF and sulfate components), and a fuel that contains a large amount of sulfur added to the tar (pitch), etc. It is.
- the configuration of the electric exhaust gas treatment apparatus of the present invention is an apparatus provided with only an electrostatic dust collection unit comprising a discharge charging unit 2 and a collection plate 3 as shown in FIG.
- an apparatus provided with a second collection unit for example, a cyclone dust collection unit disclosed in Patent Document 1, may be provided next to the electrostatic dust collection unit.
- the present invention will be described in more detail using examples.
- the following tests were carried out by applying the electric exhaust gas treatment device of the present invention to a marine diesel engine using A heavy oil as fuel.
- the PM collection rate was measured by a method based on the ISO / DIS8173-1.
- a diesel particulate meter (SMPS; scanning mobility particle sizer) that measures the number of particles per unit volume with a particle size of 500 nm or less is used.
- the number of PM particles in the exhaust gas immediately after being discharged from the engine was compared with the number of PM particles in the exhaust gas after all exhaust gas was treated by the purification method of the present invention.
- the unit of the number of particles is expressed by number / cm 3 .
- the first to fifth embodiments which are the first embodiment, use an apparatus having an arrangement configuration shown in FIG. 3 using an electrostatic cyclone DPF device provided with an electrostatic dust collecting section and a cyclone dust collecting section.
- Examples 6 to 9 which are the second example, an apparatus having an arrangement configuration shown in FIG. 4 using an electrostatic dust collecting unit including a discharge charging unit and a collecting unit was used.
- an exhaust gas cooling device including a known water-cooled multitubular heat exchanger was used as an exhaust gas cooling method.
- This embodiment which is the first embodiment, uses the apparatus shown in FIG. 3 to cool all exhaust gas from the engine with a gas cooling device, and set the exhaust gas temperature on the DPF inlet side to 247 ° C.
- the SOF collection rate ( ⁇ SOF), PM collection rate ( ⁇ PM), and ISF collection rate ( ⁇ ISF) were measured by setting the temperature / fuel boiling point temperature ratio R to 0.82.
- the results are shown in Table 1.
- the temperature of the exhaust gas on the DPF entry side represents the temperature of the exhaust gas cooled by the cooling device having the device configuration shown in FIGS.
- the collection efficiency is evaluated as “ ⁇ ” when the PM collection rate is 80% or more, the SOF collection rate is 70% or more, the ISF collection rate is 85% or more, the PM collection rate is 70% or more, and the SOF collection rate is 60%.
- ISF collection rate of 80% or more “ ⁇ ”, PM collection rate of 60% or more, SOF collection rate of 50%, ISF collection rate of 70% or more “ ⁇ ”, PM collection rate of less than 60%, SOF A collection rate of less than 50% and an ISF collection rate of less than 80% are evaluated as “x”.
- the collection state of nm-sized PM particles was measured.
- the result is shown in FIG. From the results shown in FIG. 5, the distribution state of the number of PM particles at the peak value of the PM particles contained in the exhaust gas immediately after being discharged from the diesel engine (indicated by a dotted line) is 1.5 ⁇ 10 7 particles / cm 3.
- the distribution state (shown by the solid line) of the number of PM particles after pre-cooling all exhaust gas and then performing purification treatment is 1.7 ⁇ 10 6 particles / cm 3
- the total number of PM particles of nm size is It can be seen that it is greatly reduced. This is because most of the PM particles of nm size are SOF and sulfate, so by lowering the exhaust gas temperature, the SOF and sulfate are condensed and collected by the electrostatic dust collection unit. It is considered a thing.
- Example 2 the test was performed in the same manner as in Example 1 except that the temperature of the exhaust gas on the DPF side was set to 223 ° C. and the exhaust gas temperature / fuel boiling point temperature ratio R was set to 0.74.
- ⁇ SOF ⁇ SOF
- PM collection rate ⁇ PM
- ISF ISF collection rate
- Example 2 the test was performed in the same manner as in Example 1 except that the temperature of the exhaust gas on the DPF side was set to 198 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was set to 0.66. ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1.
- Example 2 the test was conducted in the same manner as in Example 1 except that the temperature of the exhaust gas on the DPF side was 177 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was 0.59. ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1.
- Example 2 the test was performed in the same manner as in Example 1 except that the temperature of the exhaust gas on the DPF side was 155 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was 0.52, and the SOF collection rate ( ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1.
- This embodiment which is the second embodiment, uses the apparatus shown in FIG. 4 except that the temperature of the exhaust gas on the DPF side is 240 ° C. and the exhaust gas temperature / fuel boiling point temperature ratio R is 0.80.
- ⁇ SOF SOF collection rate
- PM collection rate ⁇ PM
- ISF collection rate ⁇ ISF
- Example 6 tests were conducted in the same manner as in Example 6 except that the temperature of the exhaust gas on the DPF side was set to 200 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was set to 0.67. ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1.
- Example 6 the test was performed in the same manner as in Example 6 except that the temperature of the exhaust gas on the DPF side was set to 151 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was set to 0.50. ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1.
- Example 6 tests were conducted in the same manner as in Example 6 except that the temperature of the exhaust gas on the DPF side was set to 105 ° C. and the exhaust gas temperature / fuel boiling point temperature ratio R was set to 0.35. ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1.
- Comparative Example 1 In this comparative example, the test was performed in the same manner as in Example 1 except that the temperature of the exhaust gas on the DPF side was set to 357 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was set to 1.19. ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1. This comparative example corresponds to the case where the electrical purification process is performed without actually cooling the exhaust gas.
- Example 2 Comparative Example 2
- the test was performed in the same manner as in Example 1 except that the temperature of the exhaust gas on the DPF side was set to 300 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was set to 1.00.
- ⁇ SOF ⁇ SOF
- PM collection rate ⁇ PM
- ISF ISF collection rate
- Comparative Example 3 This comparative example was tested in the same manner as in Example 1 except that the temperature of the exhaust gas on the DPF side was 274 ° C., and the exhaust gas temperature / fuel boiling point temperature ratio R was 0.91, and the SOF collection rate ( ( ⁇ SOF), PM collection rate ( ⁇ PM) and ISF collection rate ( ⁇ ISF) were measured. The results are also shown in Table 1.
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Abstract
Description
すなわち、この浄化装置は図6にその構造を示すように、装置本体の本体壁1-1から本体内に突出して設けられる排気ガス誘導管7と、該排気ガス誘導管7の本体壁1-1外側の外周部側壁を貫いて嵌挿され、その先端が排気ガス誘導管7内における先端開口部付近に達して設けられるシールガス管5と、該シールガス管5によって部分的に排気ガス通路1から隔てられ、その放電極の先端をシールガス管5の先端開口部から、排気ガス通路1の下流側に向けて突出して配置される電極針4と、当該装置本体内における排気ガス通路1の下流側に配設される捕集板3と、電極針4に高圧直流電圧を印加する高圧電源装置6とによって構成され、さらに電極針4によるコロナ放電によって電子10を放出するコロナ放電部2-1と、放出されたコロナ電子10を排気ガスG1中のカーボンを主体とする粒状物質Sに帯電させる帯電部2-2とからなる放電帯電部が設けられ、帯電した粒状物質Sを捕集する捕集板3を、装置本体の本体壁1-1内に配置するように構成したもので、電極針4は静電集塵における電気抵抗率の低いカーボンを含有するPMの捕集を可能にするために、DC50kVにもなる高電圧の印加に際してもコロナ放電の電極針4の絶縁性能を維持できる構造、すなわち図7に示すように電極針4の外周部を、絶縁材料で被覆した第1層絶縁体被覆4-a、第2層導体被覆4-b、第3層絶縁体被覆4-cからなる多層被覆層によって被覆し、かつ先端部4-1はシールガス管5の開口端から所定長さ突出した構造となっているもので、ディーゼルエンジンの排気ガスのPMの捕集効率の向上とその維持・持続に大きく寄与するものである。なお、4-dはアース導体線、G2はシールガスである。
すなわち、発電用や船舶用エンジンなどの、硫黄分の少ない軽油を使用する自動車用ディーゼルエンジンと比較して格段に大きな排気量を有しかつ重油以下の低質で硫黄分を多く含有する(重油は軽油に対し10~70倍程度の硫黄分を含有:JIS K2204「軽油」、K2205「重油」による)燃料を使用する大排気量ディーゼルエンジンに、例えば先の特許文献1に記載の排気ガス浄化装置を用いた場合には、重油以下の低質燃料中の硫黄分が排気ガスにSOFとして含まれるだけでなくサルフェートとなりエンジン構成部品、特に排気関係部品を腐食するという課題を克服する必要がある。
また、硫黄分の含有量の少ない上質な燃料である軽油を使用する自動車用に搭載した小排気量のディーゼルエンジン用である特許文献2に開示される技術は、静電凝集作用は集塵極近傍で起きるため、ガス全体を冷却する必要がなく、集塵極近傍が冷却できれば静電凝集効果が促進されるので、集塵極近傍のみにおいて次々に冷却されて凝縮、液体化が可能となり、帯電され、捕集する技術であるが、重油以下の低質燃料を使用する舶用などの大排気量であって流速が速くかつ排気ガスの温度の高いディーゼルエンジン、あるいはPMの排出量の多いエンジンでは、高い温度の排気ガス中のPMの凝縮・液体化する温度まで冷却する部分を集塵電極近傍のみでの局部的な冷却に限定したのでは冷却能力が不足して不十分な冷却となり、PMの供給が多くてPMの冷却が追い付かない場合は、冷却されないままで温度が高く、PMを含有した排気ガスが排出されることになってしまう。さらに、集塵電極近傍のみでの冷却ではその近傍を流れる排ガス中のSOF分やサルフェート成分は凝縮液化され捕集されるが、集塵電極から離れた部分を流れる排ガスはほとんど冷却されることがないから、当該排ガス中のSOF分は凝縮液化されることがない。したがって、集塵電極から離れた部分を流れる排ガス中のSOF分は、捕集されることなく排出されることになる。このように、前記重油以下の低質燃料を使用する大排気量ディーゼルエンジンに、硫黄分の含有量の少ない上質な燃料である軽油を使用する特許文献2に記載の排気ガス浄化装置を用いた場合には、前記サルフェート成分によるエンジン構成部品の腐食の問題のみならず、排気ガス中のPM、特にSOF分の除去が十分に行われないという問題がある。
さらに、重油以下の低質燃料を使用するディーゼルエンジンの排気ガス中に含まれるPMの除去が、長期間にわたって高い浄化率を以って安定的に持続可能となる上、例えば自動車部品などにおいて要求される実質的メンテナンスフリーを前記用途のディーゼルエンジンにおいても達成できる等の優れた効果を奏する。
また、生体に悪影響を及ぼすnmサイズのPM粒子の大幅な低減が可能となり、大気環境の改善に大きく寄与するものである。
なお、本発明による排気ガスの電気式処理方法および処理装置は、ディーゼルエンジンのみならず、硫黄分が多く含有される重油以下の低質燃料を使用する各種機関・装置の排気ガスの浄化においても有効に活用できることはいうまでもない。
その結果、排気ガス配管に熱交換器を設けて全排気ガスを予め冷却することにより、図1に示すように静電サイクロンDPFに導入される排気ガスの温度の高低が、PM捕集率に大きく影響することを知見した。ここで、PM捕集率は、「捕集率=1-(DPF処理後のPM濃度)/(DPF処理前のPM濃度)」と定義する。またPM濃度は、ISO/DIS8173-1に準拠した方法で計測した。
なお、本発明でのPMとは、前記ISO/DIS8173-1の方法で捕集フィルター上に捕集された全ての物質を云う。
特に、排気ガスの温度の影響を最も大きく受ける成分はSOF分で、排気ガスの温度が低くなるにつれSOF分の捕集率(ηSOF)は顕著に向上している。すなわち排気ガスの温度が高い状態、例えば300℃を超える排気ガスの温度では、SOF分の高い捕集は困難となることがわかる。一方、ISF分については排気ガスの温度の影響は比較的小さいことがわかる。
したがって、排気ガスの温度自体が高く、かつ大流量で流速が速く、また外部に排出されるまでに排気ガスの温度低下の小さい船舶用、発電用、産業機器用などの大排気量のディーゼルエンジンに、従来からの自動車などの小排気量ディーゼルエンジンの排気ガス処理に対応する機構の排気ガス浄化装置を使用した場合には、排気ガス浄化装置に取り込まれる直前の排気ガスの温度が高く、排気ガス中のSOF分は気体状態となっているために、十分にSOF分を除去できなかったものと考えられる。
したがって、静電集塵においてSOF分を捕集するとすれば、エンジンから排出された直後の排気ガスにおいて気体であったSOF分が何等かの作用により気体の状態から凝縮して液体の状態に変化し、静電集塵部(例えば図6に示す帯電放電部2、特に帯電部2-2から捕集板3近傍にかけての領域)に存在していることが必要であると考えられる。
また、排気ガスの温度が高くなるにつれてSOF分の気体成分組成が多くなると考えられることからもSOF分の捕集率は、排気ガスが高温になるほど低下する図1に示される捕集率の温度傾向が理解できる。
図2は、ディーゼルエンジンに使用する炭化水素である重油燃料の沸点を示す図で、横軸は燃料に含有される炭化水素成分の炭素(C)数、縦軸は当該成分の沸点である。図2では各成分の沸点を曲線で結んで表示してある。横軸の炭素数nの標記に対応する炭化水素の一般化学式CnHmにおいて、mは炭化水素の化学構造に依存し、例えば、アルカン類(鎖式飽和炭化水素)であればCnH2n+2であり、炭素数nが17より大きい一般の重油燃料の場合は、比較的沸点の高い炭化水素成分・多環芳香族成分を軽油より多く含有している。なお、標準的な軽油の炭素数nは14<n<20である。
ディーゼルエンジンの排気管系に設けられるDPFの入口側において、排気ガスの温度の方が燃料の沸点より高い場合では、SOF分は気体状態でその多くが存在し、逆に排気ガスの温度が燃料の沸点より低い場合には、排気ガス中のSOF分は凝縮して液体状態になっていると思われるが、実際にはSOF分は不安定な過冷却状態の気体のままであり、したがって捕集用フィルタやセラミックフィルタなどのメカニカルな捕集機構のみでは、この気体状態のSOF分は捕集できない。
なお、サルフェート分は燃料中に含まれる硫黄分が酸化して生じるものを主な成分とするもので、その凝縮形態においては前記SOF分と同様の形態を呈するものと考えられる。
すなわち、排気ガス処理装置の放電帯電部に排気ガスが導入される以前に、全排気ガスの温度を低下させてSOF分の冷却度(当該成分の沸点と排気ガスの温度との温度差)を大きくし、その状態で排気ガスにコロナ放電による電子を放射すると、過冷却状態にある気体状(ガス状)のSOF分やサルフェート分は、電子の刺激により凝縮液化する。この現象は、ウイルソンの霧箱で知られるものと類似の現象と考えられる。この液化したSOF粒子をコロナ放電により帯電すれば、静電集塵によりSOF分を捕集できるのである。また、サルフェート成分も同様であると考えられる。これが本発明者らの推論する静電集塵におけるSOF分およびサルフェート分捕集のメカニズムである。
このメカニズムによれば、SOF分、サルフェート分の冷却度が大きいほど、すなわち排気ガスの温度が低いほど、SOF分やサルフェート成分の凝縮が促進されることからSOF分およびサルフェート成分の捕集率は向上する。
なお、また、排気ガスの温度を下げる方法としては、前記したレキュペレータなどの熱交換装置、水や海水の噴霧装置を単独で用いるのみならず、これらを組み合わせて用いてもよいことはいうまでもない。
また、ガス冷却部の下流側で静電集塵部の上流側に気水分離器を設けることにより、ガス冷却部を通過した排気ガス中から燃焼により生じた水蒸気、SOF分、サルフェート分、カーボンなどが懸濁した凝縮水を予め分離除去することができるので、全排気ガスの温度を100℃程度まで冷却しても良い。
排気ガス温度/燃料沸点温度比R=排気ガスの温度÷重油燃料の沸点
本発明の効果を確認するため、燃料としてA重油を用い舶用ディーゼルエンジンに本発明の電気式排気ガス処理装置を適用して以下の試験を実施した。なお、以下の実施例における[式1]による排気ガス温度/燃料沸点温度比Rの計算における重油燃料の沸点は、ヘプタデカンC17H36(C=17)の沸点(約300℃)を用いた。
以下の実施例ではまず、前記ISO/DIS8173-1に準拠した方法によりPM捕集率の計測を行った。
次いで、排気ガス中のnmサイズのPM粒子の捕集状況を調べるため、粒子径が500nm以下の単位体積当たりの個数を計測する微粒子計測器(SMPS;走査式モビリティーパーティクルサイザー)を使用し、ディーゼルエンジンから排出された直後の排気ガスのPM粒子個数と本発明の浄化方法で全排気ガスを処理した後の排気ガスのPM粒子個数を比較した。粒子個数の単位は、個/cm3で表わしている。
なお、表1において、DPF入り側の排気ガスの温度は、図3、図4に示す装置構成の冷却装置で冷却された排気ガスの温度を表わしている。また捕集性の評価は、PM捕集率80%以上、SOF捕集率70%以上、ISF捕集率85%以上を「◎」、PM捕集率70%以上、SOF捕集率60%以上、ISF捕集率80%以上を「○」、PM捕集率60%以上、SOF捕集率50%、ISF捕集率70%以上を「△」、PM捕集率60%未満、SOF捕集率50%未満、ISF捕集率80%未満を「×」と評価している。
本比較例は、DPF入り側の排気ガスの温度を357℃とし、排気ガス温度/燃料沸点温度比Rを1.19とした以外は、実施例1と同様に試験を行いSOF捕集率(ηSOF)、PM捕集率(ηPM)およびISF捕集率(ηISF)を測定した。その結果を表1に併せて示す。この比較例は、実際に排気ガスを冷却せずに電気式浄化処理を行った場合に相当する。
本比較例は、DPF入り側の排気ガスの温度を300℃とし、排気ガス温度/燃料沸点温度比Rを1.00とした以外は、実施例1と同様に試験を行いSOF捕集率(ηSOF)、PM捕集率(ηPM)およびISF捕集率(ηISF)を測定した。その結果を表1に併せて示す。
本比較例は、DPF入り側の排気ガスの温度を274℃とし、排気ガス温度/燃料沸点温度比Rを0.91とした以外は、実施例1と同様に試験を行いSOF捕集率(ηSOF)、PM捕集率(ηPM)およびISF捕集率(ηISF)を測定した。その結果を表1に併せて示す。
一方、排気ガス温度が高いままの比較例では、満足すべき結果が得られなかった。
この値は、すでに船舶からのPM排出規制を実施している米国の2012年度第3次規制案における規制値(参考文献「日本マリンエンジニアリング学会編:平成19年度船舶排出大気汚染物質削減技術検討調査報告書,日本マリンエンジニアリング学会,2008年3月,p90. 」参照)0.27g/kWhを大きく満足しているものである。
また、本発明は図3、図4に示す装置において、排気ガス冷却装置の下流側に気水分離器を設置することにより、排気ガスから凝縮水を分離・除去することができる。この凝縮水を予め除去しておくことにより、凝縮水に硫黄起源生成物や窒素起源生成物が含有されて排気ガス内から減少し、凝縮水に付着するPM中のISF(すす)に硫黄起源生成物や窒素起源生成物が吸着されて減少し、排気ガス中のPM(SOF、ISF)並びに窒素起源生成物の含有量を減らし、DPFの負荷を軽減させると共に、エンジンおよび関連部品の耐久性を損ねる危惧をさらに減らすことができる。このような効果は、排気ガス冷却装置から排出される排気ガス温度が100℃程度付近の場合に特に顕著である。なお、前記気水分離器では凝縮水を完全に除去する必要はなく、大きな粒子をバッフル(分離板)に衝突させて分離し、微細な液状粒子と固体粒子を後段のコロナ放電により帯電させてクーロン力により捕集板に吸着させて捕集・集塵させることにより除去すればよい。
1-1 本体壁
2 放電帯電部
2-1 コロナ放電部
2-2 帯電部
3 捕集板
4 電極針
4-a 第1層絶縁体被覆
4-b 第2層導体被覆
4-c 第3層絶縁体被覆
4-d アース導体線
5 シールガス管
6 高圧電源装置
7 排気ガス誘導管
8 PM
10 コロナ電子
G1 排気ガス
G2 シールガス
Claims (8)
- 重油以下の低質燃料を使用するディーゼルエンジンの排気ガス中に含有する有機溶剤不溶性分および有機溶剤可溶性分を主体とする粒状物質を、電気的手段によって除去する大排気量ディーゼルエンジンの電気式排気ガス処理方法において、
ガス冷却手段により前記粒状物質を含む全排気ガスの温度を、100℃以上、好ましくは130℃以上、排気ガス温度/燃料沸点温度比R=0.85で示す温度以下に下げた後、前記粒状物質を電気的手段によって除去することを特徴とする電気式排気ガス処理方法。 - 重油以下の低質燃料を使用するディーゼルエンジンの排気ガス中に含有する有機溶剤不溶性分および有機溶剤可溶性分を主体とする粒状物質を、電気的手段によって除去する大排気量ディーゼルエンジンの電気式排気ガス処理方法において、
電気式排気ガス処理装置における排気ガス通路の上流部に全排気ガスの温度を100℃以上、好ましくは130℃以上、排気ガス温度/燃料沸点温度比R=0.85で示す温度以下に下げるガス冷却部を配し、前記ガス冷却部を通過した際に温度が下げられた排気ガスに含まれる粒状物質を電気的手段により帯電させて捕集することによって除去することを特徴とする電気式排気ガス処理方法。 - 重油以下の低質燃料を使用するディーゼルエンジンの排気ガス中に含有する有機溶剤不溶性分および有機溶剤可溶性分を主体とする粒状物質を、電気的手段によって除去する大排気量ディーゼルエンジンの電気式排気ガス処理方法において、
電気式排気ガス処理装置における排気ガス通路の上流部に全排気ガスの温度を100℃以上、好ましくは130℃以上、排気ガス温度/燃料沸点温度比R=0.85で示す温度以下に下げるガス冷却部を配し、前記ガス冷却部を通過した際に温度が下げられた排気ガスに含まれる粒状物質を、コロナ放電によって放出された電子により帯電させて、捕集することによって除去することを特徴とする電気式排気ガス処理方法。 - 重油以下の低質燃料を使用するディーゼルエンジンの排気ガス中に含有する有機溶剤不溶性分および有機溶剤可溶性分を主体とする粒状物質を、電気的手段によって除去する大排気量ディーゼルエンジンの電気式排気ガス処理方法において、
電気式排気ガス処理装置における排気ガス通路の上流部に全排気ガスの温度を100℃以上、好ましくは130℃以上、排気ガス温度/燃料沸点温度比R=0.85で示す温度以下に下げるガス冷却部を配し、前記ガス冷却部を通過した際に粒状物質を構成する有機溶剤可溶分を0.85以下の排気ガス温度/燃料沸点温度比Rで表わされる過冷却気体状態とした前記粒状物質を、コロナ放電によって放出された電子により帯電させて捕集することによって除去することを特徴とする電気式排気ガス処理方法。 - 前記ガス冷却部の下流側において気水分離器によりガス冷却部を通過した排気ガスから凝縮水を分離除去することを特徴とする請求項1~4のいずれか1項に記載の電気式排気ガス処理方法。
- 重油以下の低質燃料を使用するディーゼルエンジンの排気ガス中に含有する有機溶剤不溶性分および有機溶剤可溶性分を主体とする粒状物質を、電気的手段によって除去するための大排気量ディーゼルエンジン用電気式排気ガス処理装置において、
前記処理装置における排気ガス通路の上流部に、全排気ガスの温度を100℃以上、好ましくは130℃以上、排気ガス温度/燃料沸点温度比R=0.85で示す温度以下に下げるガス冷却部を備え、前記排気ガス通路の中流部に、コロナ放電によって電子を放出するコロナ放電部と放出されたコロナ電子を前記粒状物質に帯電させる帯電部とを備える放電帯電部を有し、前記排気ガス通路の下流部に、帯電した前記粒状物質を捕集する捕集部を備え、前記排気ガスが前記ガス冷却部を通過する際に前記粒状物質の有機溶剤可溶分が0.85以下の排気ガス温度/燃料沸点温度比R範囲で表わされる過冷却気体状態となって前記放電帯電部に送り込まれて、前記粒状物質を電気的手段によって除去する構成となしたことを特徴とする電気式排気ガス処理装置。 - 重油以下の低質燃料を使用するディーゼルエンジンの排気ガス中に含有する有機溶剤不溶性分および有機溶剤可溶性分を主体とする粒状物質を、電気的手段によって除去するための大排気量ディーゼルエンジン用電気式排気ガス処理装置において、
前記処理装置における排気ガス通路の上流部に、全排気ガスの温度を100℃以上、好ましくは130℃以上、排気ガス温度/燃料沸点温度比R=0.85で示す温度以下に下げるガス冷却部を備え、前記排気ガス通路の中流部に、外周を多層構造の被膜で覆れた電極針を配置し、前記電極針によるコロナ放電によって電子を放出するコロナ放電部と放出されたコロナ電子を前記粒状物質に帯電させる帯電部とを備える放電帯電部を有し、前記排気ガス通路の下流部に、帯電した前記粒状物質を捕集する捕集部を備え、前記排気ガスが前記ガス冷却部を通過する際に前記粒状物質の有機溶剤可溶分が0.85以下の排気ガス温度/燃料沸点温度比Rで表わされる過冷却気体状態となって前記放電帯電部に送り込まれて、前記粒状物質を電気的手段によって除去する構成となしたことを特徴とする電気式排気ガス処理装置。 - 前記ガス冷却部の下流側においてガス冷却部を通過した排気ガスから凝縮水を分離除去する気水分離器を設けることを特徴とする請求項6または7に記載の電気式排気ガス処理装置。
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JP6319794B2 (ja) * | 2013-04-26 | 2018-05-09 | 臼井国際産業株式会社 | 高濃度に硫黄成分を含有する重油等の低質燃料を使用する船舶用ディーゼルエンジンの排気ガス浄化装置 |
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JP6238823B2 (ja) * | 2014-04-08 | 2017-11-29 | 臼井国際産業株式会社 | 高濃度に硫黄成分を含有する低質燃料を使用する船舶用ディーゼルエンジンの排ガス処理装置 |
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