WO2012123634A1 - Operating method and exhaust system for an internal combustion engine - Google Patents

Operating method and exhaust system for an internal combustion engine Download PDF

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Publication number
WO2012123634A1
WO2012123634A1 PCT/FI2012/050231 FI2012050231W WO2012123634A1 WO 2012123634 A1 WO2012123634 A1 WO 2012123634A1 FI 2012050231 W FI2012050231 W FI 2012050231W WO 2012123634 A1 WO2012123634 A1 WO 2012123634A1
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WO
WIPO (PCT)
Prior art keywords
oxidation catalyst
exhaust
turbocharger
catalyst
engine
Prior art date
Application number
PCT/FI2012/050231
Other languages
French (fr)
Inventor
Tero Raikio
Göran Hellén
Original Assignee
Wärtsilä Finland Oy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wärtsilä Finland Oy filed Critical Wärtsilä Finland Oy
Publication of WO2012123634A1 publication Critical patent/WO2012123634A1/en

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Classifications

    • 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
    • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • F01N13/017—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel the purifying devices are arranged in a single housing
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
    • 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
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2053—By-passing catalytic reactors, e.g. to prevent overheating
    • 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
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/005—Cooling of pump drives
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16—Other safety measures for, or other control of, pumps
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16—Other safety measures for, or other control of, pumps
    • F02B2039/162—Control of pump parameters to improve safety thereof
    • F02B2039/164—Control of pump parameters to improve safety thereof the temperature of the pump, of the pump drive or the pumped fluid being limited
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16—Other safety measures for, or other control of, pumps
    • F02B2039/162—Control of pump parameters to improve safety thereof
    • F02B2039/168—Control of pump parameters to improve safety thereof the rotational speed of pump or exhaust drive being limited
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a method for operating a turbocharged internal combustion engine according to the preamble of claim 1.
  • the invention also concerns an ex- haust system for an internal combustion engine.
  • Hydrocarbon emissions from lean burn gas engines are typically relatively high compared to those of other types of engines.
  • the emitted hydrocarbons consist mainly of unburned fuel, which is in case of natural gas primarily methane. Since methane is a strong greenhouse gas, there is a need to reduce methane emissions.
  • Methane emissions can be reduced to some extent by re-optimizing the lean burn combustion process, but typically at the expense of increased fuel consumption and NOx and CO emissions. Methane emissions can also be reduced by an oxidation catalyst.
  • an oxidation catalyst works only when the exhaust gas temperature is high enough, i.e. approximately 500 °C.
  • the exhaust gas temperature after the engine is typically too low, often around 400 °C, for oxidation of methane.
  • the temperature level is higher with the potential to oxidize the methane in an oxidation catalyst.
  • a problem is that the maximum temperature and speed the turbine of the turbocharger can stand are limited due to mechanical constraints.
  • the maximum temperature for the turbine is typically 620-650 °C.
  • the speed limit depends on the size and type of the turbocharger.
  • Another problem with oxidation catalysts is that the catalyst material used in the oxidation catalysts is sensitive to sulfur. Even very small concentrations of sulfur in the exhaust gas, like the sulfur originating from lubricating oil, cause fast deactivation of the catalyst material. Therefore, regeneration is needed at relatively short intervals even in gas mode operation of dual-fuel engines. Summary of the invention
  • the object of the present invention is to provide an improved method for operating a turbocharged internal combustion engine.
  • the characterizing features of the method according to the present invention are given in the characterizing part of claim 1.
  • An- other object of the invention is to provide an improved exhaust system for an internal combustion engine.
  • water is introduced into the exhaust duct of the engine between an oxidation catalyst and the turbine of the turbo- charger for protecting the turbocharger against excessive exhaust gas temperature and/or turbine rotation speed.
  • the exhaust system comprises a turbocharger, an oxidation catalyst being arranged between the engine and the turbine of the turbo- charger, and means for introducing water into the exhaust duct of the engine between the oxidation catalyst and the turbine of the turbocharger for protecting the turbocharger against excessive exhaust gas temperature and/or turbine rotation speed.
  • the risk of damage to the turbocharger due to too high exhaust gas temperature or rotation speed can be effectively reduced.
  • exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger is measured, and the water injection is performed when a predetermined exhaust gas temperature is exceeded.
  • the rotation speed of the turbocharger is monitored, and the water injection is performed when a predetermined rotation speed is exceeded.
  • fuel is introduced into the oxidation catalyst upstream from a catalyst element or into the exhaust duct between the engine and the oxidation catalyst for increasing exhaust gas temperature in the oxidation catalyst.
  • temperature inside the oxidation catalyst can be raised to a level that enables effective oxidation.
  • the temperature can be raised to a level that causes regeneration of the oxidation catalyst.
  • the fuel is introduced sequentially into compartments that are located inside the oxidation catalyst upstream from the cata- lyst element.
  • the exhaust temperature downstream from the oxidation catalyst during the regeneration can be kept lower. This reduces further the risk that the turbocharger damages due to too high exhaust temperature or rotation speed of the turbocharger.
  • exhaust gas temperature inside the oxidation catalyst or between the oxidation catalyst and the point where water is introduced into the exhaust duct is measured, and the fuel injection is performed when the exhaust gas temperature is below a predetermined level.
  • Fuel injection can be accurately controlled by measuring temperature inside the oxidation catalyst or immediately after it.
  • fuel is introduced into the oxidation catalyst or the exhaust duct when regeneration of the oxidation catalyst is needed.
  • the exhaust gases of the engine are guided in a by-pass duct past the oxidation catalyst when the engine is operated on liquid fuel.
  • the exhaust system comprises means for measuring exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger.
  • the exhaust system comprises means for measuring exhaust gas temperature inside the oxidation catalyst or between the oxidation catalyst and the means for introducing water into the exhaust duct, and means for introducing fuel into oxidation catalyst or into the exhaust duct between the engine and the oxidation catalyst.
  • the oxidation catalyst comprises at least one partition wall that is arranged upstream from the catalyst element for dividing the oxidation catalyst into at least two compartments, each of the compartments comprising means for introducing fuel into the oxidation catalyst.
  • the oxidation catalyst comprises a plurality of catalyst elements, and one compartment is arranged upstream from each of the catalyst elements.
  • the partition wall extends between the catalyst elements. If separate catalyst elements are arranged in each compartment, the fuel flows can be directed accurately to each catalyst element. Effective regeneration and minimum temperature increase can thus be achieved.
  • the exhaust system comprises means for measuring exhaust gas temperature before the oxidation catalyst.
  • the exhaust system comprises a bypass duct having its starting point between the engine and the oxidation catalyst and end point between the oxidation catalyst and the turbine of the turbocharger.
  • the exhaust system comprises means for measuring the rotation speed of the turbocharger.
  • Fig. 1 shows an internal combustion engine according to an embodiment of the present invention.
  • Fig. 2 shows an oxidation catalyst.
  • Fig. 3 shows a cross-sectional view of the oxidation catalyst of Fig. 2.
  • Fig. 4 shows part of another oxidation catalyst.
  • Fig. 5 shows a cross-sectional view of the oxidation catalyst of Fig. 4.
  • FIG 1 is shown an internal combustion engine 1 that can be operated on gaseous fuel.
  • the engine 1 is a dual-fuel engine, which can also be operated on liquid fuel.
  • the engine 1 could also be a gas engine that is operated only on gaseous fuel.
  • Liquid pilot fuel can be used in the engine 1 for igniting the gaseous fuel.
  • the intake air of the engine 1 is pressurized by a turbocharger 2.
  • the turbocharger 2 comprises a turbine 2a that is connected to the exhaust duct 4 of the engine 1 and a compressor 2b that is connected to the intake duct 5.
  • An oxidation catalyst 3 is arranged between the engine 1 and the turbine 2a of the turbocharger 2 for reducing carbon monoxide (CO) and hydrocarbon (HC) emissions, especially methane emissions of the engine 1.
  • CO carbon monoxide
  • HC hydrocarbon
  • noble metals such as platinum or palladium, act as catalyst allowing oxidation of CO and HC by residual oxygen of the exhaust gases.
  • the catalyst material is arranged on a support structure to form at least one catalyst element 18, as shown in figure 2.
  • the catalyst element is arranged inside a casing 19.
  • a water duct 14 is arranged to supply water into the exhaust duct 4 between the oxida- tion catalyst 3 and the turbine 2a of the turbocharger 2.
  • the water duct 14 is provided with a water valve 15 for controlling the admission of water.
  • the water valve 15 is a regulating valve that allows adjustment of the water flow.
  • the fuel duct 12 comprises a fuel valve 13 for controlling the admission of the gas.
  • the fuel valve 13 is a regulating valve that allows adjustment of the fuel flow.
  • the engine 1 also comprises a by-pass duct 6, through which the exhaust gases can be guided past the oxidation catalyst 3.
  • the inlet of the by-pass duct 6 is connected to the exhaust duct 4 between the engine 1 and the oxidation catalyst 3.
  • the outlet of the bypass duct 6 is connected to the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2.
  • the by-pass duct 6 is provided with a by-pass valve 7 for controlling the exhaust gas flow through the duct 6.
  • the exhaust duct 4 is provided with an isolation valve 17 that is arranged between the inlet of the by-pass duct 6 and the oxidation catalyst 3.
  • the engine 1 is provided with temperature sensors for measuring exhaust gas temperature at different locations.
  • a first temperature sensor 9 is located in the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 and downstream from the water duct 14.
  • a second temperature sensor 10 is arranged to measure the temperature in the oxidation catalyst 3. Alternatively, the second sensor 10 could also be arranged to measure the temperature immediately after the oxidation catalyst 3, i.e. between the oxidation catalyst 3 and the water duct 14.
  • a third temperature sensor 1 1 is located in the exhaust duct 4 between the engine 1 and the oxidation catalyst 3.
  • the engine 1 is also provided with a gas sensor 26 that measures hydrocarbon concentration in the exhaust gas.
  • the gas sensor 26 is located downstream from the oxidation catalyst 3. The temperature data from the sensors 9, 10, 11 and the gas concentration data from the gas sensor 26 is received in a control unit 8.
  • FIG. 2 and 3 is shown an example of an oxidation catalyst 3.
  • the oxidation catalyst 3 of figures 2 and 3 is provided with partition walls 22, 23.
  • the walls 22, 23 divide the space inside the oxidation catalyst 3 upstream from the catalyst element 18 into four compartments 20a-20d.
  • Each of the compartments 20a-20d is provided with a fuel in- jection nozzle 21a-21d.
  • the fuel injection nozzles 21a-21d are connected to the fuel duct 12.
  • Each fuel injection nozzle 21a-21d can be controlled independently.
  • Each compartment 20a-20d can also be provided with a plurality of nozzles.
  • a static mixer 25 is arranged downstream from the oxidation catalyst 3. Alternatively, the static mixer 25 could be arranged inside the oxidation catalyst 25 downstream from the catalyst ele- ment 18.
  • FIGS 4 and 5 is shown another example of an oxidation catalyst 3.
  • the space inside the oxidation catalyst 3 is divided by partition walls 22, 23, 24 into eight compartments 20a-20h.
  • the oxidation catalyst 3 comprises eight separate catalyst elements 18a-18h, and one of the catalyst elements 18a-18h is arranged in each compartment 20a-20h.
  • Each of the compartments 20a-20h is provided with a fuel injection nozzle 21a-21h.
  • the fuel injection nozzles 21a-21h are connected to the fuel duct 12.
  • Each fuel injection nozzle 21a-21h can be controlled independently.
  • the exhaust gas temperature before the turbocharger 2 is continuously monitored by the first tempera- ture sensor 9.
  • the rotation speed of the turbocharger 2 is monitored by a rotation speed sensor 16 to ensure that the allowed maximum speed is not exceeded. If the exhaust gas temperature and/or the rotation speed exceed predetermined first limit values, water injection into the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 is started.
  • the limit value for the exhaust temperature is typically set at 620-650 °C.
  • the limit value for the rotation speed depends on the type and size of the turbocharger 2. Alternatively, or in addition, water injection can be started every time when the oxidation catalyst 3 is regenerated. Water injection is continued until the exhaust gas tern- perature and the rotation speed of the turbocharger 2 drop below second limit values that are set below the first limit values.
  • the second temperature sensor 10 is used for controlling the temperature inside the oxi- dation catalyst 3.
  • the normal exhaust gas temperature might be too low for oxidation. Therefore, if the temperature is below a certain limit value, gaseous fuel is introduced into the exhaust duct 4 through the fuel duct 12 for increasing the temperature inside the oxidation catalyst 3.
  • the injected fuel helps to start up (“ignite") methane combustion process in the oxidation catalyst. Fuel injection might also be needed to keep the temperature high enough for the methane combustion process, especially when the catalyst is partly deactivated. Temperature of approximately 500 °C is needed for the oxidation of methane.
  • Fuel is also introduced into the exhaust duct 4 when regeneration of the oxidation catalyst 3 is required.
  • the condition of the oxidation catalyst 3 is monitored for detecting deactivation of the oxidation catalyst 3. Monitoring can be done by measuring the concentration of methane or the total concentration of hydrocarbons downstream from the oxidation catalyst 3.
  • hydrocarbon concentration is moni- tored by a gas sensor 26 that is arranged downstream from the turbocharger 2.
  • the limit value for the allowed hydrocarbon concentration can depend on the engine load and speed and other operating conditions. Instead of the gas sensor 26, the need for regeneration can be de- termined by monitoring temperature difference over the oxidation catalyst 3.
  • Fuel is in- jected sequentially through the nozzles 21a-21h into the compartments 20a-20h.
  • only part of the catalyst element 18 is thus regenerated at a time.
  • only one of the separate catalyst elements 18a-18h is regenerated at a time.
  • Sequential fuel injection enables exhaust temperature that is high enough to regenerate the oxidation catalyst 3, but helps to keep the exhaust temperature after the oxidation catalyst 3 lower and prevents thus damaging of the turbocharger 2.
  • a static mixer 25 is arranged downstream from the oxidation catalyst 3, effective mixing of the exhaust gas part flows that are at different temperatures is ensured.
  • the required number of the compartments 20a-20h depends on the temperature and rotation speed limits of the turbocharger 2. With a higher number of the com- partments 20a-20h, the exhaust gas temperature and the rotation speed of the turbocharger 2 can be kept lower. If the turbocharger 2 can stand high temperatures and rotation speeds, two compartments might suffice.
  • the exhaust gases are guided into the by- pass duct 6 by opening the by-pass valve 7 and closing the isolation valve 17. Since the oxidation catalyst 3 is very sensitive to sulfur, even exhaust gases of low-sulfur fuel would deactivate the oxidation catalyst 3 quickly. By using the by-pass duct 6 for passing the oxidation catalyst 3, the need for the regeneration of the catalyst 3 can be reduced.
  • the engine might comprise two turbochargers connected in series.
  • the oxidation catalyst can be arranged between the engine and the first turbo- charger in the direction of the exhaust gas flow.

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

Abstract

A method for operating a turbocharged internal combustion engine (1), in which method water is introduced into the exhaust duct (4) of the engine (1) between an oxidation catalyst (3) and the turbine (2a) of the turbocharger (2) for protecting the turbocharger (2) against excessive exhaust gas temperature and/or turbine rotation speed. The invention also concerns an exhaust system for an internal combustion engine (1).

Description

Operating method and exhaust system for an internal combustion engine
Technical field of the invention
The present invention relates to a method for operating a turbocharged internal combustion engine according to the preamble of claim 1. The invention also concerns an ex- haust system for an internal combustion engine.
Background of the invention
Hydrocarbon emissions from lean burn gas engines are typically relatively high compared to those of other types of engines. The emitted hydrocarbons consist mainly of unburned fuel, which is in case of natural gas primarily methane. Since methane is a strong greenhouse gas, there is a need to reduce methane emissions.
Methane emissions can be reduced to some extent by re-optimizing the lean burn combustion process, but typically at the expense of increased fuel consumption and NOx and CO emissions. Methane emissions can also be reduced by an oxidation catalyst. However, an oxidation catalyst works only when the exhaust gas temperature is high enough, i.e. approximately 500 °C. The exhaust gas temperature after the engine is typically too low, often around 400 °C, for oxidation of methane. Before the turbine of the turbocharger, however, the temperature level is higher with the potential to oxidize the methane in an oxidation catalyst. A problem is that the maximum temperature and speed the turbine of the turbocharger can stand are limited due to mechanical constraints. The maximum temperature for the turbine is typically 620-650 °C. The speed limit depends on the size and type of the turbocharger. Another problem with oxidation catalysts is that the catalyst material used in the oxidation catalysts is sensitive to sulfur. Even very small concentrations of sulfur in the exhaust gas, like the sulfur originating from lubricating oil, cause fast deactivation of the catalyst material. Therefore, regeneration is needed at relatively short intervals even in gas mode operation of dual-fuel engines. Summary of the invention
The object of the present invention is to provide an improved method for operating a turbocharged internal combustion engine. The characterizing features of the method according to the present invention are given in the characterizing part of claim 1. An- other object of the invention is to provide an improved exhaust system for an internal combustion engine.
In the method in accordance with the present invention, water is introduced into the exhaust duct of the engine between an oxidation catalyst and the turbine of the turbo- charger for protecting the turbocharger against excessive exhaust gas temperature and/or turbine rotation speed.
The exhaust system according to the present invention comprises a turbocharger, an oxidation catalyst being arranged between the engine and the turbine of the turbo- charger, and means for introducing water into the exhaust duct of the engine between the oxidation catalyst and the turbine of the turbocharger for protecting the turbocharger against excessive exhaust gas temperature and/or turbine rotation speed.
With the method and exhaust system according to the present invention, the risk of damage to the turbocharger due to too high exhaust gas temperature or rotation speed can be effectively reduced.
According to an embodiment of the present invention, exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger is measured, and the water injection is performed when a predetermined exhaust gas temperature is exceeded. According to another embodiment of the invention, the rotation speed of the turbocharger is monitored, and the water injection is performed when a predetermined rotation speed is exceeded. By monitoring the exhaust gas temperature before the turbocharger and the rotation speed of the turbocharger, the use of water injection can be limited to situations where there is a risk of turbocharger damage. The energy of the exhaust gases is thus not wasted unnecessarily. According to another embodiment of the invention, fuel is introduced into the oxidation catalyst upstream from a catalyst element or into the exhaust duct between the engine and the oxidation catalyst for increasing exhaust gas temperature in the oxidation catalyst. With the fuel injection, temperature inside the oxidation catalyst can be raised to a level that enables effective oxidation. Alternatively, the temperature can be raised to a level that causes regeneration of the oxidation catalyst.
According to another embodiment of the invention, the fuel is introduced sequentially into compartments that are located inside the oxidation catalyst upstream from the cata- lyst element. When the fuel is introduced sequentially into separate compartments that are arranged inside the oxidation catalyst, the exhaust temperature downstream from the oxidation catalyst during the regeneration can be kept lower. This reduces further the risk that the turbocharger damages due to too high exhaust temperature or rotation speed of the turbocharger.
According to another embodiment of the invention, exhaust gas temperature inside the oxidation catalyst or between the oxidation catalyst and the point where water is introduced into the exhaust duct is measured, and the fuel injection is performed when the exhaust gas temperature is below a predetermined level. Fuel injection can be accurately controlled by measuring temperature inside the oxidation catalyst or immediately after it.
According to another embodiment of the invention, fuel is introduced into the oxidation catalyst or the exhaust duct when regeneration of the oxidation catalyst is needed.
According to another embodiment of the invention, the exhaust gases of the engine are guided in a by-pass duct past the oxidation catalyst when the engine is operated on liquid fuel. By guiding the exhaust gases past the oxidation catalyst, deactivation by sulfur can be avoided.
According to an embodiment of the present invention, the exhaust system comprises means for measuring exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger. According to another embodiment of the invention, the exhaust system comprises means for measuring exhaust gas temperature inside the oxidation catalyst or between the oxidation catalyst and the means for introducing water into the exhaust duct, and means for introducing fuel into oxidation catalyst or into the exhaust duct between the engine and the oxidation catalyst.
According to another embodiment of the invention, the oxidation catalyst comprises at least one partition wall that is arranged upstream from the catalyst element for dividing the oxidation catalyst into at least two compartments, each of the compartments comprising means for introducing fuel into the oxidation catalyst.
According to another embodiment of the invention, the oxidation catalyst comprises a plurality of catalyst elements, and one compartment is arranged upstream from each of the catalyst elements. According to another embodiment of the invention, the partition wall extends between the catalyst elements. If separate catalyst elements are arranged in each compartment, the fuel flows can be directed accurately to each catalyst element. Effective regeneration and minimum temperature increase can thus be achieved. According to another embodiment of the invention, the exhaust system comprises means for measuring exhaust gas temperature before the oxidation catalyst.
According to another embodiment of the invention, the exhaust system comprises a bypass duct having its starting point between the engine and the oxidation catalyst and end point between the oxidation catalyst and the turbine of the turbocharger.
According to another embodiment of the invention, the exhaust system comprises means for measuring the rotation speed of the turbocharger.
Brief description of the drawings
Fig. 1 shows an internal combustion engine according to an embodiment of the present invention. Fig. 2 shows an oxidation catalyst.
Fig. 3 shows a cross-sectional view of the oxidation catalyst of Fig. 2.
Fig. 4 shows part of another oxidation catalyst.
Fig. 5 shows a cross-sectional view of the oxidation catalyst of Fig. 4.
Detailed description of the invention
Embodiments of the invention are now described in more detail with reference to the accompanying drawings.
In figure 1 is shown an internal combustion engine 1 that can be operated on gaseous fuel. In the embodiment described here, the engine 1 is a dual-fuel engine, which can also be operated on liquid fuel. However, the engine 1 could also be a gas engine that is operated only on gaseous fuel. Liquid pilot fuel can be used in the engine 1 for igniting the gaseous fuel. The intake air of the engine 1 is pressurized by a turbocharger 2. The turbocharger 2 comprises a turbine 2a that is connected to the exhaust duct 4 of the engine 1 and a compressor 2b that is connected to the intake duct 5. An oxidation catalyst 3 is arranged between the engine 1 and the turbine 2a of the turbocharger 2 for reducing carbon monoxide (CO) and hydrocarbon (HC) emissions, especially methane emissions of the engine 1. In the oxidation catalyst 3 noble metals, such as platinum or palladium, act as catalyst allowing oxidation of CO and HC by residual oxygen of the exhaust gases. The catalyst material is arranged on a support structure to form at least one catalyst element 18, as shown in figure 2. The catalyst element is arranged inside a casing 19.
A water duct 14 is arranged to supply water into the exhaust duct 4 between the oxida- tion catalyst 3 and the turbine 2a of the turbocharger 2. The water duct 14 is provided with a water valve 15 for controlling the admission of water. The water valve 15 is a regulating valve that allows adjustment of the water flow. By introducing water into the exhaust duct 4 upstream of the turbine 2a of the turbocharger 2, the exhaust gas temperature can be lowered when needed to avoid damaging of the turbocharger 2 due to ex- cessive temperature and/or speed. The engine 1 is provided with a fuel duct 12 for introducing gas into the exhaust duct 4 upstream from the oxidation catalyst 3, as shown in figure 1, or directly into the oxidation catalyst 3. The fuel duct 12 comprises a fuel valve 13 for controlling the admission of the gas. The fuel valve 13 is a regulating valve that allows adjustment of the fuel flow. By introducing fuel through the fuel duct 12 into the exhaust duct 4, temperature of the exhaust gases can be increased for enabling proper functioning of the oxidation catalyst 3 particularly when the oxidation catalyst 3 is cold and/or when the catalyst is partly deactivated. By further increasing the temperature, the oxidation catalyst 3 can be regenerated.
The engine 1 also comprises a by-pass duct 6, through which the exhaust gases can be guided past the oxidation catalyst 3. The inlet of the by-pass duct 6 is connected to the exhaust duct 4 between the engine 1 and the oxidation catalyst 3. The outlet of the bypass duct 6 is connected to the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2. The by-pass duct 6 is provided with a by-pass valve 7 for controlling the exhaust gas flow through the duct 6. The exhaust duct 4 is provided with an isolation valve 17 that is arranged between the inlet of the by-pass duct 6 and the oxidation catalyst 3. The engine 1 is provided with temperature sensors for measuring exhaust gas temperature at different locations. A first temperature sensor 9 is located in the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 and downstream from the water duct 14. A second temperature sensor 10 is arranged to measure the temperature in the oxidation catalyst 3. Alternatively, the second sensor 10 could also be arranged to measure the temperature immediately after the oxidation catalyst 3, i.e. between the oxidation catalyst 3 and the water duct 14. A third temperature sensor 1 1 is located in the exhaust duct 4 between the engine 1 and the oxidation catalyst 3. The engine 1 is also provided with a gas sensor 26 that measures hydrocarbon concentration in the exhaust gas. The gas sensor 26 is located downstream from the oxidation catalyst 3. The temperature data from the sensors 9, 10, 11 and the gas concentration data from the gas sensor 26 is received in a control unit 8. In figures 2 and 3 is shown an example of an oxidation catalyst 3. The oxidation catalyst 3 of figures 2 and 3 is provided with partition walls 22, 23. The walls 22, 23 divide the space inside the oxidation catalyst 3 upstream from the catalyst element 18 into four compartments 20a-20d. Each of the compartments 20a-20d is provided with a fuel in- jection nozzle 21a-21d. The fuel injection nozzles 21a-21d are connected to the fuel duct 12. Each fuel injection nozzle 21a-21d can be controlled independently. Each compartment 20a-20d can also be provided with a plurality of nozzles. A static mixer 25 is arranged downstream from the oxidation catalyst 3. Alternatively, the static mixer 25 could be arranged inside the oxidation catalyst 25 downstream from the catalyst ele- ment 18.
In figures 4 and 5 is shown another example of an oxidation catalyst 3. In this embodiment, the space inside the oxidation catalyst 3 is divided by partition walls 22, 23, 24 into eight compartments 20a-20h. The oxidation catalyst 3 comprises eight separate catalyst elements 18a-18h, and one of the catalyst elements 18a-18h is arranged in each compartment 20a-20h. Each of the compartments 20a-20h is provided with a fuel injection nozzle 21a-21h. The fuel injection nozzles 21a-21h are connected to the fuel duct 12. Each fuel injection nozzle 21a-21h can be controlled independently. When the engine 1 is operated on gaseous fuel, the exhaust gases from the engine 1 normally flow through the oxidation catalyst 3, where unburned hydrocarbons and CO are oxidized by the residual oxygen in the exhaust gases. To avoid damage to the turbocharger 2 due to too high exhaust gas temperature of the turbine 2a, the exhaust gas temperature before the turbocharger 2 is continuously monitored by the first tempera- ture sensor 9. Also the rotation speed of the turbocharger 2 is monitored by a rotation speed sensor 16 to ensure that the allowed maximum speed is not exceeded. If the exhaust gas temperature and/or the rotation speed exceed predetermined first limit values, water injection into the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 is started. The limit value for the exhaust temperature is typically set at 620-650 °C. The limit value for the rotation speed depends on the type and size of the turbocharger 2. Alternatively, or in addition, water injection can be started every time when the oxidation catalyst 3 is regenerated. Water injection is continued until the exhaust gas tern- perature and the rotation speed of the turbocharger 2 drop below second limit values that are set below the first limit values.
The second temperature sensor 10 is used for controlling the temperature inside the oxi- dation catalyst 3. In certain conditions, for instance when the oxidation catalyst 3 is cold and/or the catalyst is slightly deactivated, the normal exhaust gas temperature might be too low for oxidation. Therefore, if the temperature is below a certain limit value, gaseous fuel is introduced into the exhaust duct 4 through the fuel duct 12 for increasing the temperature inside the oxidation catalyst 3. The injected fuel helps to start up ("ignite") methane combustion process in the oxidation catalyst. Fuel injection might also be needed to keep the temperature high enough for the methane combustion process, especially when the catalyst is partly deactivated. Temperature of approximately 500 °C is needed for the oxidation of methane. Fuel is also introduced into the exhaust duct 4 when regeneration of the oxidation catalyst 3 is required. The condition of the oxidation catalyst 3 is monitored for detecting deactivation of the oxidation catalyst 3. Monitoring can be done by measuring the concentration of methane or the total concentration of hydrocarbons downstream from the oxidation catalyst 3. In the embodiment of figure 1, hydrocarbon concentration is moni- tored by a gas sensor 26 that is arranged downstream from the turbocharger 2. When the hydrocarbon concentration in the exhaust gases exceeds a predetermined limit, it is an indication that the oxidation catalyst 3 needs regeneration. The limit value for the allowed hydrocarbon concentration can depend on the engine load and speed and other operating conditions. Instead of the gas sensor 26, the need for regeneration can be de- termined by monitoring temperature difference over the oxidation catalyst 3. When the difference between the temperatures measured by the first temperature sensor 9 downstream from the oxidation catalyst 3 and the third temperature sensor 11 between the engine 1 and the oxidation catalyst 3 is high, it is an indication of proper functioning of the oxidation catalyst 3. When the temperature difference over the oxidation catalyst 3 is low, it is an indication of deactivation of the oxidation catalyst 3. When the temperature difference drops below a predetermined limit value, the need for regeneration can be detected. The limit value can depend on the engine load and speed and other operating conditions. When it is detected that the oxidation catalyst 3 is deactivated, fuel is introduced into the oxidation catalyst 3 for increasing temperature inside the oxidation catalyst 3. Temperature of 650-750 °C is needed for regenerating the oxidation catalyst 3. Fuel is in- jected sequentially through the nozzles 21a-21h into the compartments 20a-20h. In the embodiment of figures 2 and 3, only part of the catalyst element 18 is thus regenerated at a time. In the embodiment of figures 4 and 5, only one of the separate catalyst elements 18a-18h is regenerated at a time. Sequential fuel injection enables exhaust temperature that is high enough to regenerate the oxidation catalyst 3, but helps to keep the exhaust temperature after the oxidation catalyst 3 lower and prevents thus damaging of the turbocharger 2. If a static mixer 25 is arranged downstream from the oxidation catalyst 3, effective mixing of the exhaust gas part flows that are at different temperatures is ensured. The required number of the compartments 20a-20h depends on the temperature and rotation speed limits of the turbocharger 2. With a higher number of the com- partments 20a-20h, the exhaust gas temperature and the rotation speed of the turbocharger 2 can be kept lower. If the turbocharger 2 can stand high temperatures and rotation speeds, two compartments might suffice.
When the engine 1 is operated on liquid fuel, the exhaust gases are guided into the by- pass duct 6 by opening the by-pass valve 7 and closing the isolation valve 17. Since the oxidation catalyst 3 is very sensitive to sulfur, even exhaust gases of low-sulfur fuel would deactivate the oxidation catalyst 3 quickly. By using the by-pass duct 6 for passing the oxidation catalyst 3, the need for the regeneration of the catalyst 3 can be reduced.
It will be appreciated by a person skilled in the art that the invention is not limited to the embodiments described above, but may vary within the scope of the appended claims. For instance, the engine might comprise two turbochargers connected in series. In that case, the oxidation catalyst can be arranged between the engine and the first turbo- charger in the direction of the exhaust gas flow.

Claims

Claims
1. A method for operating a turbocharged internal combustion engine (1), characterized in that water is introduced into the exhaust duct (4) of the engine (1) between an oxidation catalyst (3) and the turbine (2a) of the turbocharger (2) for protecting the tur- bocharger (2) against excessive exhaust gas temperature and/or turbine rotation speed.
2. A method according to claim 1, characterized in that exhaust gas temperature between the oxidation catalyst (3) and the turbine (2a) of the turbocharger (2) is measured, and the water injection is performed when a predetermined exhaust gas tempera- ture is exceeded.
3. A method according to claim 1 or 2, characterized in that the rotation speed of the turbocharger (2) is monitored, and the water injection is performed when a predetermined rotation speed is exceeded.
4. A method according to any of claims 1-3, characterized in that fuel is introduced into the oxidation catalyst (3) upstream from a catalyst element (18, 18a-18h) or into the exhaust duct (4) between the engine (1) and the oxidation catalyst (3) for increasing exhaust gas temperature in the oxidation catalyst (3).
5. A method according to claim 4, characterized in that the fuel is introduced sequentially into compartments (20a-20h) that are located inside the oxidation catalyst (3) upstream from the catalyst element (18, 18a-18h).
6. A method according to claim 4, characterized in that exhaust gas temperature inside the oxidation catalyst (3) or between the oxidation catalyst (3) and the point where water is introduced into the exhaust duct (4) is measured, and the fuel injection is performed when the exhaust gas temperature is below a predetermined level.
7. A method according to claim 4 or 6, characterized in that fuel is introduced into the oxidation catalyst (3) or the exhaust duct (4) when regeneration of the oxidation catalyst (3) is needed.
8. A method according to any of claims 1-3, characterized in that the exhaust gases of the engine (1) are guided in a by-pass duct (6) past the oxidation catalyst (3) when the engine (1) is operated on liquid fuel.
9. An exhaust system for an internal combustion engine (1), the exhaust system comprising a turbocharger (2) and an oxidation catalyst (3) being arranged between the engine (1) and the turbine (2a) of the turbocharger (2), characterized in that the exhaust system further comprises means (14, 15) for introducing water into the exhaust duct (4) of the engine (1) between the oxidation catalyst (3) and the turbine (2a) of the turbocharger (2) for protecting the turbocharger (2) against excessive exhaust gas temperature and/or turbine rotation speed.
10. An exhaust system according to claim 9, characterized in that the exhaust sys- tern comprises means (9) for measuring exhaust gas temperature between the oxidation catalyst (3) and the turbine (2a) of the turbocharger (2).
11. An exhaust system according to claim 9 or 10, characterized in that the exhaust system comprises means (10) for measuring exhaust gas temperature inside the oxida- tion catalyst (3) or between the oxidation catalyst (3) and the means (14, 15) for introducing water into the exhaust duct (4), and means (12, 13) for introducing fuel into the oxidation catalyst (3) or into the exhaust duct (4) between the engine (1) and the oxidation catalyst (3).
12. An exhaust system according to claim 11, characterized in that the oxidation catalyst (3) comprises at least one partition wall (22, 23, 24) that is arranged upstream from the catalyst element (18, 18a-18h) for dividing the oxidation catalyst (3) into at least two compartments (20a-20h), each of the compartments (20a-20h) comprising means (21a-21h) for introducing fuel into the oxidation catalyst (3).
13. An exhaust system according to claim 12, characterized in that the oxidation catalyst (3) comprises a plurality of catalyst elements (18a-18h), and one compartment (20a-20h) is arranged upstream from each of the catalyst elements (18a-18h).
14. An exhaust system according to claim 13, characterized in that the partition wall (22, 23, 24) extends between the catalyst elements (18a-18h).
15. An exhaust system according to any of claims 9-14, characterized in that the exhaust system comprises means (11) for measuring exhaust gas temperature before the oxidation catalyst (3).
16. An exhaust system according to any of claims 9-15, characterized in that the exhaust system comprises a by-pass duct (6) having its starting point between the engine (1) and the oxidation catalyst (3) and end point between the oxidation catalyst (3) and the turbine (2a) of the turbocharger (2).
17. An exhaust system according to any of claims 9-16, characterized in that the exhaust system comprises means (16) for measuring the rotation speed of the turbo- charger (2).
PCT/FI2012/050231 2011-03-14 2012-03-09 Operating method and exhaust system for an internal combustion engine WO2012123634A1 (en)

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