WO2012053111A1 - Moteur à combustion interne ayant une unité de dénitrification - Google Patents

Moteur à combustion interne ayant une unité de dénitrification Download PDF

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Publication number
WO2012053111A1
WO2012053111A1 PCT/JP2010/068757 JP2010068757W WO2012053111A1 WO 2012053111 A1 WO2012053111 A1 WO 2012053111A1 JP 2010068757 W JP2010068757 W JP 2010068757W WO 2012053111 A1 WO2012053111 A1 WO 2012053111A1
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WO
WIPO (PCT)
Prior art keywords
exhaust gas
unit
flow rate
supercharger
combustion chamber
Prior art date
Application number
PCT/JP2010/068757
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English (en)
Japanese (ja)
Inventor
白石　啓一
小野　芳幸
Original Assignee
三菱重工業株式会社
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Filing date
Publication date
Application filed by 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Priority to PCT/JP2010/068757 priority Critical patent/WO2012053111A1/fr
Publication of WO2012053111A1 publication Critical patent/WO2012053111A1/fr

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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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • 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
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/20—Control of the pumps by increasing exhaust energy, e.g. using combustion chamber by after-burning
    • 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
    • F01N2240/26—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 exhaust gas reservoir, e.g. emission buffer
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1404—Exhaust gas temperature
    • 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 particularly relates to an internal combustion engine with a denitration part suitable for application to a two-cycle low-speed diesel engine.
  • NOx nitrogen oxides
  • the temperature of the exhaust gas discharged from the supercharger turbine is 300 ° C. or less.
  • the reduction reaction of NOx in the denitration catalyst is preferably performed at a temperature higher than 300 ° C. to 320 ° C.
  • exhaust gas having a temperature lower than this is passed through the denitration catalyst, the denitration catalyst deteriorates in a short time, There has been a problem that the NOx reduction effect becomes low.
  • a denitration catalyst is arranged between the two-cycle low-speed diesel engine and the turbocharger turbine, in other words, a denitration catalyst is arranged on the upstream side of the inlet of the supercharger turbine.
  • a method of introducing high-temperature exhaust gas before the temperature is lowered to the catalyst is known.
  • the denitration catalyst has a heat capacity and acts as a buffer, so the load fluctuates transiently when the diesel engine is started or stopped. In this case, there has been a problem that the rotational speed of the turbocharger turbine does not follow the load fluctuation or is delayed.
  • a denitration catalyst is disposed on the downstream side of the turbocharger turbine, and a burner for combusting fuel is disposed between the turbocharger turbine and the denitration catalyst, and the temperature of the exhaust gas introduced into the denitration catalyst is adjusted.
  • a way to raise is also conceivable.
  • the energy of the fuel burned in the burner is not used effectively because it is used only for increasing the temperature of the exhaust gas and discharged outside the system without being recovered.
  • the present invention has been made to solve the above-described problems, and is intended to reduce NOx discharged from an internal combustion engine and to effectively use the energy of consumed fuel, and an internal combustion engine with a denitration unit.
  • the purpose is to provide an institution.
  • An internal combustion engine with a denitration unit receives a supply of air and fuel to generate rotational driving force, and discharges exhaust gas, and is driven by the exhaust gas discharged from the combustion chamber.
  • the temperature of the exhaust gas before flowing into the supercharger is increased by burning the fuel in the burner section.
  • the temperature of the exhaust gas which flows out after exhaust gas drives a supercharger becomes high. Therefore, the temperature of the catalyst in the denitration part into which the exhaust gas flows is also increased, and the deterioration of the catalyst is prevented.
  • a control unit for controlling the flow rate of the fuel supplied to the burner unit based on at least the temperature of the exhaust gas flowing into the denitration unit is desirable.
  • the temperature of the catalyst in the denitration unit is adjusted within a predetermined range by controlling the flow rate of the fuel supplied to the burner unit based on the temperature of the exhaust gas flowing into the denitration unit.
  • a part of the energy of the heated exhaust gas is generated by supercharging the air supplied to the combustion chamber by the supercharger by generating power by driving the power generation unit with the supercharger. As it is used, it is recovered as electrical energy.
  • a part of the rotational driving force generated in the supercharger into which the exhaust gas has flowed is used for power generation, and the rest is used for air supercharging.
  • control unit In the configuration in which the control unit is provided, a power generation unit that is driven by the supercharger and generates power is provided, and the control unit is further based on a flow rate and pressure of air supplied to the combustion chamber. A configuration for controlling the power generation amount in the power generation unit is desirable.
  • the power generation amount in the power generation unit based on the flow rate and pressure of the air supplied to the combustion chamber, power generation and air out of the rotational driving force generated in the supercharger
  • the rate used for supercharging is controlled. Therefore, the flow rate and pressure of the air supplied to the combustion chamber are controlled within a predetermined flow rate range and a predetermined pressure range.
  • the exhaust gas branched from between the combustion chamber and the supercharger is guided, and a power generation turbine unit that generates power based on the guided exhaust gas, and is supplied to the power generation turbine unit It is preferable that an adjustment unit for adjusting the flow rate of the exhaust gas is provided.
  • the exhaust gas used for supercharging of the air out of the exhaust gas discharged from the combustion chamber and used for power generation The ratio with the exhaust gas is adjusted.
  • branching of the exhaust gas may be performed before the exhaust gas is heated by the burner unit or may be performed after the heating, and is not particularly limited.
  • the control unit In the configuration in which the control unit is provided, the exhaust gas branched from between the combustion chamber and the supercharger is guided, and a power generation turbine unit that generates power based on the guided exhaust gas; An adjusting unit that adjusts the flow rate of the exhaust gas supplied to the power generation turbine unit, and the control unit further includes a control unit configured to A configuration for controlling the flow rate of the exhaust gas is desirable.
  • the exhaust gas discharged from the combustion chamber is adjusted by adjusting the flow rate of the exhaust gas guided from the combustion chamber to the power generation turbine unit based on the flow rate and pressure of the air supplied to the combustion chamber.
  • the ratio between the exhaust gas used for air supercharging and the exhaust gas used for power generation is adjusted, and the flow rate and pressure of air supplied from the supercharger to the combustion chamber are within a predetermined flow range and Control within the pressure range.
  • a part of the exhaust gas is branched from between the combustion chamber and the burner part, and flows between the supercharger and the denitration part, and the exhaust gas flowing through the bypass part. It is desirable to have a configuration in which an adjustment unit that adjusts the flow rate of is provided.
  • a part of the exhaust gas discharged from the combustion chamber flows into the bypass passage, and the remaining exhaust gas is heated by the combustion of the fuel in the burner part and then flows into the supercharger.
  • Part of the exhaust gas that has flowed into the bypass channel flows into the denitration unit together with the exhaust gas that has flowed out of the supercharger. Therefore, compared with a method in which a part of the exhaust gas is not bypassed, when the exhaust gas is heated to a predetermined temperature, the amount of fuel burned in the burner portion is reduced. Furthermore, the rotation speed of the supercharger is adjusted by adjusting the flow rate of the exhaust gas flowing into the supercharger.
  • a bypass unit that branches a part of the exhaust gas from between the combustion chamber and the burner unit and flows between the supercharger and the denitration unit, An adjustment unit that adjusts the flow rate of the exhaust gas flowing through the bypass unit, and the control unit further controls the power generation amount in the power generation unit based on the flow rate and pressure of air supplied to the combustion chamber It is desirable to have a configuration that
  • the flow rate of the exhaust gas in the adjustment unit based on the flow rate and pressure of the air supplied to the combustion chamber, the supercharging of the air out of the exhaust gas discharged from the combustion chamber can be performed.
  • the ratio between the exhaust gas used and the exhaust gas flowing into the bypass flow path is adjusted so that the flow rate and pressure of the air supplied from the supercharger to the combustion chamber are within a predetermined flow rate range and a predetermined pressure range. Be controlled.
  • the flow rate and pressure of the air supplied to the combustion chamber exceed the predetermined flow rate range and the predetermined pressure range, the flow rate of the exhaust gas in the adjustment unit is increased. Therefore, the flow rate of the exhaust gas heated by the burner unit and flowing into the supercharger is reduced, and the rotational speed of the supercharger is reduced, so that the flow rate of air supercharged to the supercharger is reduced and the pressure is reduced. . As a result, the flow rate and pressure of the air supplied to the combustion chamber are reduced to be within a predetermined flow rate range and a predetermined pressure range.
  • the temperature of the exhaust gas flowing into the denitration part is increased by injecting fuel into the exhaust gas and burning it between the combustion chamber and the supercharger.
  • the temperature of the catalyst in the part can be increased, and the NOx exhausted from the internal combustion engine can be reduced.
  • a part of the energy of the exhaust gas is used for supercharging the air supplied to the combustion chamber by the supercharger. It is possible to effectively use the energy of the fuel to be used.
  • FIG. 1 is a schematic diagram illustrating the configuration of an internal combustion engine with a denitration unit according to the present embodiment.
  • FIG. 2 is a block diagram illustrating the configuration of the control unit in FIG.
  • an explanation will be given by applying the internal combustion engine (internal combustion engine with a denitration unit) 1 of the present invention to a two-cycle low-speed diesel engine mainly used as a main engine of a ship.
  • the internal combustion engine 1 includes a cylinder portion 2C, a piston portion 2P, an exhaust collecting portion 3, a burner portion 4, a supercharger 5, a power generation portion 6, and a denitration portion. 7 and a control unit 8 are mainly provided.
  • the cylinder portion 2 ⁇ / b> C and the piston portion 2 ⁇ / b> P constitute the combustion chamber 2.
  • the combustion chamber 2 is connected to an intake pipe 21 that is supplied with air supercharged by the supercharger 5 and an exhaust pipe 22 that discharges exhaust gas generated by fuel combustion.
  • a fuel nozzle (not shown) that ejects fuel into the combustion chamber 2 is provided in the cylinder portion 2C.
  • An exhaust valve 23 for opening and closing the opening is disposed at the opening of the exhaust pipe 22 with respect to the combustion chamber 2.
  • the structure of a well-known 2 cycle low speed diesel engine can be used, and it does not specifically limit.
  • the exhaust collecting portion 3 is a flow path into which exhaust gases discharged from the plurality of combustion chambers 2 through the exhaust pipes 22 flow, and is a portion where these exhaust gases merge. As shown in FIG. 1, a plurality of exhaust pipes 22 and one first exhaust flow path 31 are connected to the exhaust collecting portion 3, and a burner portion 4 is provided.
  • the first exhaust flow path 31 is a flow path that connects the exhaust collecting portion 3 and the supercharger 5, and guides exhaust gas from the exhaust collecting portion 3 to the supercharger 5.
  • the burner unit 4 jets fuel into the exhaust collecting unit 3 and burns it to increase the temperature of the exhaust gas.
  • the burner portion 4 is provided with a nozzle portion 41 and a fuel adjustment valve 42.
  • the nozzle part 41 ejects the supplied fuel toward the inside of the exhaust collecting part 3.
  • the fuel adjustment valve 42 is a flow rate adjustment valve that adjusts the flow rate of the fuel supplied to the nozzle unit 41. As shown in FIGS. 1 and 2, the fuel adjustment valve 42 is based on a control signal input from the control unit 8. The flow rate is adjusted.
  • a well-known thing can be used and it does not specifically limit.
  • the supercharger 5 generates rotational driving force using energy such as heat energy of exhaust gas, and supercharges air supplied to the combustion chamber 2 using at least a part of the rotational driving force. It is. As shown in FIG. 1, the supercharger 5 is connected with a first exhaust passage 31 and a second exhaust passage 51 through which exhaust gas flows, and an intake pipe 21 through which supercharged air flows. Furthermore, a power generation unit 6 that is rotationally driven by the supercharger 5 is provided. In addition, as a supercharger 5, a well-known supercharger can be used and it does not specifically limit.
  • the second exhaust flow path 51 is a flow path that connects the supercharger 5 and the denitration unit 7, and guides exhaust gas from the supercharger 5 to the denitration unit 7.
  • the power generation unit 6 is rotationally driven by the supercharger 5 to generate power, and the power generation amount is controlled based on a control signal input from the control unit 8 as shown in FIG.
  • a well-known thing can be used and it does not specifically limit.
  • the denitration unit 7 reduces NOx contained in the exhaust gas, and has a catalyst for reducing NOx inside.
  • a catalyst which reduces NOx a well-known catalyst can be used and it does not specifically limit.
  • a second exhaust passage 51 through which exhaust gas flows and a third exhaust passage 71 are connected to the denitration unit 7.
  • the third exhaust passage 71 is a passage that guides the exhaust gas flowing out from the denitration unit 7 to the outside.
  • the control unit 8 controls the fuel adjustment valve 42 and the power generation unit 6.
  • the control unit 8 receives the exhaust gas temperature measured by the exhaust gas temperature sensor 52, the air flow rate measured by the air flow sensor 24, and the air pressure measured by the air pressure sensor 25. Yes.
  • the control unit 8 outputs a control signal for controlling the opening degree of the fuel control valve 42 and a control signal for controlling the power generation amount in the power generation unit 6.
  • the exhaust gas temperature sensor 52 is a temperature sensor disposed in the second exhaust flow path 51, and is a sensor that measures the temperature of the exhaust gas that flows out of the supercharger 5 and flows into the denitration unit 7.
  • the air flow rate sensor 24 is a flow rate sensor disposed in the intake pipe 21, and is a sensor that measures the flow rate of air that is supercharged by the supercharger 5 and that is supplied to the combustion chamber 2.
  • the air pressure sensor 25 is a pressure sensor disposed in the intake pipe 21, and is a sensor that measures the pressure of the air supercharged by the supercharger 5 and supplied to the combustion chamber 2.
  • the heated exhaust gas is supplied to the supercharger 5 through the first exhaust flow path 31, and the exhaust turbine (not shown) of the supercharger 5 is driven to rotate.
  • a compressor (not shown) disposed coaxially with the exhaust turbine is rotationally driven together with the exhaust turbine, thereby sucking air from the outside and increasing the pressure. In other words, supercharge the air.
  • the supercharged air is supplied to the combustion chamber 2 through the intake pipe 21.
  • the exhaust gas that has rotationally driven the exhaust turbine of the supercharger 5 has a temperature that decreases in response to the energy lost by rotationally driving the exhaust turbine. It flows out to the second exhaust passage 51.
  • the exhaust gas that has flowed into the second exhaust flow channel 51 flows into the denitration unit 7 and comes into contact with the catalyst, whereby NOx contained in the exhaust gas is reduced. Thereafter, the exhaust gas is discharged to the outside from the denitration unit 7 through the third exhaust flow path 71.
  • a control signal for the exhaust gas temperature flowing into the denitration unit 7 measured by the exhaust gas temperature sensor 52 is input to the control unit 8. Based on the input measurement signal, the control unit 8 determines whether or not the temperature of the exhaust gas flowing into the denitration unit 7 is a predetermined temperature range, for example, at least a temperature at which the catalyst of the denitration unit 7 is effective. Determine.
  • the control unit 8 controls the fuel control valve 42 to increase the exhaust gas temperature. Outputs a control signal that opens the opening.
  • the fuel control valve 42 to which the control signal is input increases the valve opening, and increases the flow rate of fuel supplied to the nozzle portion 41. Then, the amount of fuel injected from the nozzle portion 41 increases, and the amount of heat generated inside the exhaust collecting portion 3 increases. As a result, the temperature of the exhaust gas inside the exhaust collecting part 3 rises, and the temperature of the exhaust gas flowing from there into the denitration part 7 also rises.
  • the control unit 8 controls the fuel adjustment valve 42 to lower the exhaust gas temperature. Output a control signal for closing the valve opening.
  • the fuel control valve 42 to which the control signal is input reduces the valve opening and reduces the flow rate of the fuel supplied to the nozzle portion 41. Then, the amount of fuel injected from the nozzle portion 41 is reduced, and the amount of heat generated inside the exhaust collecting portion 3 is reduced. Thereby, the temperature of the exhaust gas inside the exhaust collecting portion 3 is lowered, and the temperature of the exhaust gas flowing into the denitration portion 7 is also lowered.
  • control unit 8 is supplied with a measurement signal of the flow rate of supercharged air supplied to the combustion chamber 2 measured by the air flow sensor 24 and the combustion chamber 2 measured by the air pressure sensor 25. And a measurement signal of the pressure of the supercharged air.
  • the control unit 8 determines whether or not the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are within a predetermined range based on these input measurement signals.
  • examples of the predetermined range in the flow rate and pressure of the supercharged air include a range in which fuel consumption in the internal combustion engine 1 is improved.
  • the control unit 8 When it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are below a predetermined range, the control unit 8 generates power in order to increase the flow rate and pressure of the air.
  • a control signal for reducing the power generation amount is output to the unit 6.
  • the power generation unit 6 to which the control signal is input reduces the amount of power generation, and the ratio of the rotational driving force consumed in the power generation unit 6 out of the rotational driving force generated in the exhaust turbine of the supercharger 5 is reduced. On the other hand, the ratio of the rotational driving force consumed in the compressor of the supercharger 5 is increased. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 increase.
  • control unit 8 decreases the flow rate and pressure of the air. Therefore, a control signal for increasing the power generation amount is output to the power generation unit 6.
  • the power generation unit 6 to which the control signal is input increases the power generation amount, and the ratio of the rotational driving force consumed in the power generation unit 6 out of the rotational driving force generated in the exhaust turbine of the supercharger 5 is increased. On the other hand, the ratio of the rotational driving force consumed in the compressor of the supercharger 5 is reduced. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 are reduced.
  • the temperature of the exhaust gas before flowing into the supercharger 5 is increased by burning the fuel in the burner unit 4.
  • the temperature of the exhaust gas which flows out after exhaust gas drives the supercharger 5 becomes high. Therefore, the temperature of the catalyst in the denitration unit 7 into which the exhaust gas flows is also increased, the catalyst can be prevented from being deteriorated, and NOx discharged from the internal combustion engine 1 can be reduced.
  • the burner part 4 is arrange
  • the temperature of the catalyst in the denitration unit 7 can be adjusted within a predetermined range. Therefore, it is possible to more reliably reduce NOx discharged from the internal combustion engine 1.
  • the power generation amount in the power generation unit 6 based on the flow rate and pressure of air supplied to the combustion chamber 2, out of the rotational driving force generated in the supercharger 5, The rate used for feeding is controlled. Therefore, the flow rate and pressure of the air supplied to the combustion chamber 2 can be controlled within a predetermined flow rate range and a predetermined pressure range.
  • FIG. 3 is a schematic diagram illustrating the configuration of the internal combustion engine with a denitration unit according to the present embodiment.
  • FIG. 4 is a block diagram illustrating the configuration of the control unit in FIG.
  • symbol is attached
  • the internal combustion engine (internal combustion engine with a denitration unit) 101 includes a cylinder part 2 ⁇ / b> C, a piston part 2 ⁇ / b> P, an exhaust collecting part 3, a burner part 4, a supercharger 5, A power generation turbine unit 160, a denitration unit 7, and a control unit 180 are mainly provided.
  • the description will be made by applying to an example in which the nozzle portion 41 of the burner portion 4 is disposed in the first exhaust flow path 31, but in the exhaust collecting portion 3, as in the first embodiment.
  • the nozzle part 41 may be provided and is not particularly limited.
  • the power generation turbine section 160 receives the supply of exhaust gas branched from the exhaust collection section 3 and generates power.
  • the power generation turbine section 160 is provided with a bypass flow path 161, a flow rate control valve (control section) 162, an exhaust turbine 163, and a power generation section 6.
  • the bypass flow path 161 is a flow path that connects the exhaust collecting portion 3 and the exhaust turbine 163, and guides exhaust gas from the exhaust collecting portion 3 to the exhaust turbine 163.
  • a flow rate adjustment valve 162 is disposed in the bypass channel 161.
  • the flow rate adjustment valve 162 adjusts the flow rate of the exhaust gas flowing through the bypass passage 161.
  • the flow rate adjustment valve 162 is configured to receive a control signal for controlling the opening degree of the valve from the control unit 180.
  • a structure of the flow control valve 162 a well-known structure can be used and it does not specifically limit.
  • the exhaust turbine 163 is rotationally driven by the exhaust gas supplied via the bypass passage 161, and rotationally drives the power generation unit 6.
  • the exhaust turbine 163 a well-known thing can be used and it does not specifically limit.
  • the control unit 180 controls the fuel adjustment valve 42 and the flow rate adjustment valve 162.
  • the control unit 180 receives the exhaust gas temperature measured by the exhaust gas temperature sensor 52, the air flow rate measured by the air flow sensor 24, and the air pressure measured by the air pressure sensor 25. Yes.
  • the control unit 180 outputs a control signal for controlling the opening degree of the fuel control valve 42 and a control signal for controlling the flow rate of the exhaust gas in the flow rate control valve 162.
  • the heated exhaust gas is supplied from the first exhaust passage 31 to the supercharger 5 to rotate the exhaust turbine (not shown) of the supercharger 5.
  • a compressor (not shown) arranged coaxially with the exhaust turbine supercharges the air by being rotationally driven together with the exhaust turbine.
  • the exhaust gas that rotationally drives the exhaust turbine of the supercharger 5 decreases in temperature in response to energy lost by rotationally driving the exhaust turbine, and the second exhaust flow from the supercharger 5 in a state where the temperature has decreased. It flows out to the road 51.
  • the exhaust gas that has flowed into the second exhaust flow channel 51 flows into the denitration unit 7 and comes into contact with the catalyst, whereby NOx contained in the exhaust gas is reduced. Thereafter, the exhaust gas is discharged to the outside from the denitration unit 7 through the third exhaust flow path 71.
  • control of the fuel adjustment valve 42 and the flow rate adjustment valve 162 by the control unit 180 will be described. Note that the control of the fuel adjustment valve 42 by the control unit 180 is the same as that in the first embodiment, and thus the description thereof is omitted.
  • the control unit 180 has a measurement signal of the flow rate of the supercharged air supplied to the combustion chamber 2 measured by the air flow sensor 24 and the supercharge supplied to the combustion chamber 2 measured by the air pressure sensor 25. And a measurement signal of the measured air pressure. The control unit 180 determines whether or not the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are within a predetermined range based on these input measurement signals.
  • control unit 180 When it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are below a predetermined range, the control unit 180 increases the flow rate and pressure to increase the air flow rate and pressure. A control signal for reducing the flow rate of the exhaust gas is output to the control valve 162.
  • the flow control valve 162 to which the control signal is input closes the valve opening, reduces the flow rate of the exhaust gas, and the ratio of the exhaust gas supplied to the exhaust turbine 163 out of the exhaust gas discharged from the combustion chamber 2 is Reduced. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is increased. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 increase.
  • control unit 180 decreases the flow rate and pressure of the air. Therefore, a control signal for increasing the flow rate of the exhaust gas is output to the flow rate adjustment valve 162.
  • the flow rate control valve 162 to which the control signal is input increases the flow rate of the exhaust gas, and the ratio of the exhaust gas supplied to the exhaust turbine 163 in the exhaust gas discharged from the combustion chamber 2 is increased. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is reduced. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 are reduced.
  • a part of the exhaust gas is guided to the power generation turbine unit 160 and power generation is performed, so that a part of the energy of the exhaust gas is used for supercharging the air by the supercharger 5, and It can be recovered as energy.
  • the exhaust gas discharged from the combustion chamber 2 is supercharged by adjusting the flow rate of the exhaust gas guided to the power generation turbine unit 160.
  • the ratio between the exhaust gas used and the exhaust gas used for power generation is adjusted, and the flow rate and pressure of the air supplied from the supercharger 5 to the combustion chamber 2 are within a predetermined flow rate range and a predetermined pressure range. Be controlled.
  • the temperature of the exhaust gas guided to the power generation turbine unit 160 and the surroundings of the bypass channel 161 are compared with the case of branching after the heating.
  • the temperature difference from the ambient temperature can be reduced. Therefore, heat loss of the exhaust gas between the exhaust collecting unit 3 and the power generation turbine unit 160 can be suppressed.
  • FIG. 5 is a schematic diagram illustrating the configuration of the internal combustion engine with a denitration unit according to the present embodiment.
  • FIG. 6 is a block diagram illustrating the configuration of the control unit in FIG.
  • symbol is attached
  • the internal combustion engine (internal combustion engine with a denitration unit) 201 includes a cylinder part 2 ⁇ / b> C, a piston part 2 ⁇ / b> P, an exhaust collecting part 3, a burner part 4, a supercharger 5, A bypass unit 260, a denitration unit 7, and a control unit 280 are mainly provided.
  • the bypass unit 260 bypasses the supercharger 5 and supplies a part of the exhaust gas to the denitration unit 7.
  • the bypass unit 260 is provided with a bypass channel 261 and a flow rate adjustment valve (adjustment unit) 262.
  • the bypass flow path 261 is a flow path that connects the exhaust collecting section 3 and the second exhaust flow path 51, and guides exhaust gas from the exhaust collecting section 3 to the denitration section 7.
  • a flow rate adjustment valve 262 is disposed in the bypass channel 261.
  • the flow rate adjustment valve 262 adjusts the flow rate of the exhaust gas flowing through the bypass passage 261.
  • the flow control valve 262 is configured to receive a control signal for controlling the opening degree of the valve from the controller 280.
  • a well-known structure can be used and it does not specifically limit.
  • the control unit 280 controls the fuel adjustment valve 42 and the flow rate adjustment valve 262 as shown in FIGS. 5 and 6.
  • the control unit 280 receives the exhaust gas temperature measured by the exhaust gas temperature sensor 52, the air flow rate measured by the air flow sensor 24, and the air pressure measured by the air pressure sensor 25. Yes.
  • the control unit 280 outputs a control signal for controlling the opening degree of the fuel adjustment valve 42 and a control signal for controlling the flow rate of the exhaust gas in the flow rate adjustment valve 262.
  • the heated exhaust gas is supplied from the first exhaust passage 31 to the supercharger 5 to rotate the exhaust turbine (not shown) of the supercharger 5.
  • a compressor (not shown) arranged coaxially with the exhaust turbine supercharges the air by being rotationally driven together with the exhaust turbine.
  • the exhaust gas that rotationally drives the exhaust turbine of the supercharger 5 decreases in temperature in response to energy lost by rotationally driving the exhaust turbine, and the second exhaust flow from the supercharger 5 in a state where the temperature has decreased. It flows out to the road 51.
  • the exhaust gas flowing into the second exhaust flow channel 51 joins with the exhaust gas flowing through the bypass flow channel 261, and then flows into the denitration unit 7 to come into contact with the catalyst, thereby reducing NOx contained in the exhaust gas. Is done. Thereafter, the exhaust gas is discharged to the outside from the denitration unit 7 through the third exhaust flow path 71.
  • control of the fuel control valve 42 and the flow rate control valve 262 by the control unit 280 will be described. Note that the control of the fuel control valve 42 by the control unit 280 is the same as that in the first embodiment, and thus the description thereof is omitted.
  • the control unit 280 includes a measurement signal of the flow rate of the supercharged air supplied to the combustion chamber 2 measured by the air flow sensor 24 and the supercharge supplied to the combustion chamber 2 measured by the air pressure sensor 25. And a measurement signal of the measured air pressure. The control unit 280 determines whether the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are within a predetermined range based on these input measurement signals.
  • control unit 280 When it is determined that the flow rate and pressure of the supercharged air supplied to the combustion chamber 2 are below a predetermined range, the control unit 280 increases the flow rate and pressure to increase the air flow rate and pressure. A control signal for reducing the flow rate of the exhaust gas is output to the control valve 262.
  • the flow rate control valve 262 to which the control signal is input closes the valve opening, reduces the flow rate of the exhaust gas, and the ratio of the exhaust gas flowing into the bypass passage 261 out of the exhaust gas discharged from the combustion chamber 2 is Reduced. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is increased. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 increase.
  • control unit 280 decreases the flow rate and pressure of the air. Therefore, a control signal for increasing the flow rate of the exhaust gas is output to the flow rate adjustment valve 262.
  • the flow rate control valve 262 to which the control signal is input increases the flow rate of the exhaust gas, and the ratio of the exhaust gas flowing into the bypass passage 261 is increased among the exhaust gas discharged from the combustion chamber 2. On the other hand, the ratio of the exhaust gas supplied to the supercharger 5 is reduced. Therefore, the flow rate and pressure of the supercharged air supplied from the supercharger 5 to the combustion chamber 2 are reduced.
  • a part of the exhaust gas discharged from the combustion chamber 2 flows into the bypass passage 261, and the remaining exhaust gas is heated by the combustion of fuel in the burner unit 4, and then the supercharger. 5 flows into.
  • Part of the exhaust gas that has flowed into the bypass channel 261 flows into the denitration unit 7 together with the exhaust gas that has flowed out of the supercharger 5. Therefore, the amount of fuel burned in the burner unit 4 is reduced when the exhaust gas is heated to a predetermined temperature as compared with a method in which a part of the exhaust gas is not bypassed. Further, the rotational speed of the supercharger 5 is adjusted by adjusting the flow rate of the exhaust gas flowing into the supercharger 5.
  • the flow rate of the exhaust gas in the flow rate control valve 262 based on the flow rate and pressure of the air supplied to the combustion chamber 2, the supercharging of the air out of the exhaust gas discharged from the combustion chamber 2 is performed.
  • the ratio between the exhaust gas used and the exhaust gas flowing into the bypass passage 261 is adjusted, and the flow rate and pressure of the air supplied from the supercharger 5 to the combustion chamber 2 are within a predetermined flow rate range and a predetermined pressure. Controlled within range.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un moteur à combustion interne ayant une unité de dénitrification, permettant de réduire la quantité de NOx déchargés en provenance du moteur à combustion interne et permettant d'utiliser de manière efficace l'énergie du carburant consommé. Le moteur à combustion interne comporte une chambre de combustion (2) qui génère une force d'entraînement par rotation par une alimentation en air et en carburant et qui décharge des gaz d'échappement, un compresseur à suralimentation (5) qui est entraîné au moyen des gaz d'échappement déchargés en provenance de la chambre de combustion (2) et qui suralimente l'air fourni à la chambre de combustion (2), une unité de dénitrification (7) qui a un catalyseur permettant de réduire les oxydes d'azote contenus dans les gaz d'échappement déchargés en provenance du compresseur à suralimentation (5), et un brûleur (4) qui est disposé entre la chambre de combustion (2) et le compresseur à suralimentation (5) et qui injecte du carburant dans les gaz d'échappement pour les brûler.
PCT/JP2010/068757 2010-10-22 2010-10-22 Moteur à combustion interne ayant une unité de dénitrification WO2012053111A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/068757 WO2012053111A1 (fr) 2010-10-22 2010-10-22 Moteur à combustion interne ayant une unité de dénitrification

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/068757 WO2012053111A1 (fr) 2010-10-22 2010-10-22 Moteur à combustion interne ayant une unité de dénitrification

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114017179A (zh) * 2021-11-01 2022-02-08 浙江吉利控股集团有限公司 一种稀薄燃烧系统及方法

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08135457A (ja) * 1994-11-11 1996-05-28 Mazda Motor Corp ターボ過給機付エンジン
JP2002256867A (ja) * 2000-12-27 2002-09-11 Yanmar Diesel Engine Co Ltd 排気浄化装置を備えた内燃機関

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08135457A (ja) * 1994-11-11 1996-05-28 Mazda Motor Corp ターボ過給機付エンジン
JP2002256867A (ja) * 2000-12-27 2002-09-11 Yanmar Diesel Engine Co Ltd 排気浄化装置を備えた内燃機関

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114017179A (zh) * 2021-11-01 2022-02-08 浙江吉利控股集团有限公司 一种稀薄燃烧系统及方法

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