WO2014065397A1 - 内燃機関システムおよびこれを備えた船舶ならびに内燃機関システムの運転方法 - Google Patents

内燃機関システムおよびこれを備えた船舶ならびに内燃機関システムの運転方法 Download PDF

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Publication number
WO2014065397A1
WO2014065397A1 PCT/JP2013/078944 JP2013078944W WO2014065397A1 WO 2014065397 A1 WO2014065397 A1 WO 2014065397A1 JP 2013078944 W JP2013078944 W JP 2013078944W WO 2014065397 A1 WO2014065397 A1 WO 2014065397A1
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WIPO (PCT)
Prior art keywords
power generation
supercharger
steam
internal combustion
combustion engine
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2013/078944
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English (en)
French (fr)
Japanese (ja)
Inventor
晃洋 三柳
純 樋口
健太郎 黒田
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Mitsubishi Heavy Industries Ltd
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Mitsubishi Heavy Industries Ltd
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Priority to CN201380037384.8A priority Critical patent/CN104487661B/zh
Priority to KR1020157000777A priority patent/KR101660655B1/ko
Publication of WO2014065397A1 publication Critical patent/WO2014065397A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/10—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle with exhaust fluid of one cycle heating the fluid in another cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D19/00—Starting of machines or engines; Regulating, controlling, or safety means in connection therewith
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D21/00—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • 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
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • 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
    • F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F22—STEAM GENERATION
    • F22B—METHODS OF STEAM GENERATION; STEAM BOILERS
    • F22B1/00—Methods of steam generation characterised by form of heating method
    • F22B1/02—Methods of steam generation characterised by form of heating method by exploitation of the heat content of hot heat carriers
    • F22B1/18—Methods of steam generation characterised by form of heating method by exploitation of the heat content of hot heat carriers the heat carrier being a hot gas, e.g. waste gas such as exhaust gas of internal-combustion engines
    • F22B1/1807—Methods of steam generation characterised by form of heating method by exploitation of the heat content of hot heat carriers the heat carrier being a hot gas, e.g. waste gas such as exhaust gas of internal-combustion engines using the exhaust gases of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F05D2220/31—Application in turbines in steam turbines
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/30—Technologies for a more efficient combustion or heat usage
    • 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 an internal combustion engine system including an internal combustion engine such as a marine diesel engine, a ship including the internal combustion engine system, and an operation method of the internal combustion engine system.
  • a low-speed two-cycle diesel engine used as a marine main engine is provided with a supercharger for improving performance.
  • a turbocharger a hybrid turbocharger equipped with a generator (see Patent Document 1 below), or a VTI (Variable Turbine Inlet) turbocharger with a variable exhaust gas turbine nozzle passage area (Patent Document below) 2) is known.
  • the hybrid turbocharger as shown in Patent Document 1 is capable of generating power when the load of the diesel engine that is the main engine is about 50% load or more. This is because at a low load where the diesel engine load is about 50% or less, the efficiency of the supercharger does not increase and there is no room for power generation. Therefore, the hybrid turbocharger is stopped at a predetermined diesel engine load (for example, 50% load) when the load is lowered, and is started when the load is increased.
  • the diesel engine equipped with a hybrid turbocharger is combined with an exhaust gas economizer that recovers heat from the exhaust gas of the diesel engine, and the steam turbine is driven by steam obtained from the exhaust gas boiler to generate electricity with the steam turbine generator.
  • the steam turbine steam inlet control valve is controlled in the opening direction so as to increase the power generation amount of the steam turbine generator. Further, when the exhaust gas temperature is lowered, the pressure in the brackish water separator provided in the exhaust gas boiler is lowered, so that the steam inlet control valve is controlled in the opening direction to further obtain steam.
  • the hybrid turbocharger performs the power generation start operation when the load on the diesel engine increases, not only the power generation amount increases, but also the temperature of the exhaust gas discharged from the diesel engine increases.
  • the steam inlet control valve is controlled (throttled) in the closing direction so as to decrease the power generation amount of the steam turbine generator.
  • the pressure in the steam separator provided in the exhaust gas boiler rises, so that the steam inlet control valve is further controlled in the closing direction.
  • the water level in the brackish water separator rises and the water supply control valve is controlled in the closing direction (squeezed) to maintain it within the allowable water level range. Will be reduced. However, since new water supply with a low temperature is not supplied appropriately, the temperature in the brackish water separator rises and the pressure in the brackish water separator further rises.
  • a diesel engine equipped with a hybrid turbocharger is combined with an exhaust gas boiler that recovers heat from the exhaust gas of the diesel engine, and the steam turbine is driven by steam obtained from the exhaust gas boiler to form a steam turbine generator.
  • the amount of steam generated in the exhaust gas boiler greatly fluctuates during the power generation stop operation or power generation start operation of the hybrid turbocharger, making it difficult to operate the stable steam turbine and steam turbine generator.
  • power generation is stopped, there is a problem that it becomes difficult to achieve stable operation of the diesel engine as the main engine as the amount of generated steam decreases.
  • the VTI supercharger as shown in Patent Document 2 can be operated with the turbine nozzle passage area reduced only at a main engine load of about 65% or less. This is because when the main engine load is about 65% or more, the scavenging pressure becomes too high and exceeds the allowable range of the in-cylinder combustion pressure of the diesel engine. Therefore, even a VTI supercharger alone cannot contribute to reducing the fuel consumption of diesel engines in the full load range. Therefore, by combining a hybrid turbocharger that generates power in a high load range of about 50% or more of a diesel engine and a VTI turbocharger, the fuel consumption of the entire propulsion plant can be reduced in the full load range of the main engine. Can be considered.
  • the fuel consumption reduction in the entire propulsion plant means that the exhaust gas energy from the diesel engine is effectively used to generate power, thereby reducing the fuel consumption in the power generation engine and reducing the main engine and power generation engine. This means a reduction in fuel consumption in the entire propulsion plant.
  • the present invention has been made in view of such circumstances, and avoids sudden fluctuations in the amount of steam generated in an exhaust gas boiler when performing a power generation stop operation or a power generation start operation of a turbocharger that generates power. It is an object of the present invention to provide an internal combustion engine system capable of stably and stably operating a steam turbine and a steam turbine generator, a ship equipped with the same, and a method for operating the internal combustion engine system. Further, the present invention performs the power generation and the turbine nozzle passage area is variable, the turbocharger performs the power generation stop operation or the power generation start operation, and performs the turbine nozzle area decrease operation or the turbine nozzle area increase operation. To provide an internal combustion engine system capable of stably operating a steam turbine and a steam turbine generator while avoiding sudden fluctuations in the amount of steam generated in an exhaust gas boiler, a ship equipped with the same, and a method for operating the internal combustion engine system With the goal.
  • an internal combustion engine system includes an internal combustion engine, a turbine unit driven by exhaust gas from the internal combustion engine, a compressor unit driven by the turbine unit to pump air to the internal combustion engine, and the turbine unit.
  • a turbocharger having a power generation unit that generates electric power by generating a rotational force, an exhaust gas boiler that recovers heat from exhaust gas from the internal combustion engine and includes a brackish water separator, and controls the amount of water supplied to the exhaust gas boiler
  • a feed water control valve a steam turbine driven by steam obtained by the exhaust gas boiler, a steam inlet control valve for controlling the amount of steam guided to the steam turbine, and a steam turbine generator for generating power by the steam turbine
  • the water supply control valve is controlled in the opening direction when the water level in the brackish water separator falls below the allowable water level range, and exceeds the allowable water level range.
  • the steam inlet control valve is an internal combustion engine system that is controlled to compensate for the power generation amount by the steam turbine generator according to increase or decrease of the power generation amount by the power generation unit of the supercharger. And when a supercharger power generation stop operation for stopping power generation by the power generation unit of the supercharger and / or a supercharger power generation start operation for starting power generation by the power generation unit of the supercharger is performed. Further, the allowable water level range of the brackish water separator is expanded.
  • the permissible water level range of the brackish water separator is expanded, and if the water level in the brackish water separator falls, it is within the expanded permissible water level range. It was prohibited to open the valve and increase the water supply. As a result, the water supply does not increase even if the water level drops, so it is possible to suppress a sudden decrease in the pressure in the brackish water separator, avoiding a sudden decrease in the amount of steam generated in the exhaust gas boiler, and stable It is possible to ensure the operation of the steam turbine and the steam turbine generator.
  • the allowable water level range of the brackish water separator is expanded, and even if the water level in the brackish water separator rises, within the expanded allowable water level range, It was prohibited to reduce the amount of water supply by restricting the water supply control valve. As a result, even if the water level rises, the amount of water supply is not reduced, so that a sudden rise in pressure in the brackish water separator can be suppressed, and a sudden rise in the amount of steam generated in the exhaust gas boiler can be avoided and stabilized. Operation of the steam turbine and the steam turbine generator can be ensured.
  • the allowable water level range of the brackish water separator is expanded from, for example, ⁇ 50 mm in a normal state to hundreds of tens mm (for example, ⁇ 150 mm).
  • the power generation unit and the steam turbine of the supercharger perform the power generation operation of another generator (for example, a diesel engine generator) or a secondary battery so as to satisfy the demand power (for example, onboard demand power).
  • the power generation operation is controlled by a power management system (PMS) to be managed.
  • PMS power management system
  • the supercharger includes a turbine nozzle passage area variable mechanism that makes a turbine nozzle passage area of the exhaust gas supplied to the turbine section variable.
  • the ship of the present invention is characterized by including the internal combustion engine system described in any of the above.
  • An internal combustion engine system operating method includes an internal combustion engine, a turbine unit driven by exhaust gas from the internal combustion engine, a compressor unit driven by the turbine unit to pump air to the internal combustion engine, and A turbocharger having a power generation unit that generates power by obtaining the rotational force of the turbine unit, an exhaust gas boiler that recovers heat from the exhaust gas from the internal combustion engine and includes a steam separator, and an amount of water supplied to the exhaust gas boiler
  • a water supply control valve for controlling the steam, a steam turbine driven by steam obtained by the exhaust gas boiler, a steam inlet control valve for controlling the amount of steam guided to the steam turbine, and a steam turbine generator for generating power by the steam turbine
  • An internal combustion engine system operating method comprising: a water level in the brackish water separator is less than an allowable water level range of the water supply control valve And controlling the steam inlet control valve according to the increase or decrease in the amount of power generated by the power generation unit of the supercharger.
  • the allowable water level range of the brackish water separator is expanded. Therefore, it is possible to avoid sudden fluctuations in the amount of steam generated in the exhaust gas boiler by suppressing sudden fluctuations in the pressure in the brackish water separator, and to ensure stable operation of the steam turbine and steam turbine generator. . In addition, during the power generation stop operation, a rapid decrease in the amount of steam generated in the exhaust gas boiler can be avoided, so that stable operation of the internal combustion engine can be ensured.
  • FIG. 1 is a schematic configuration diagram illustrating an overall configuration of an internal combustion engine system according to an embodiment of the present invention. It is the longitudinal cross-sectional view which showed the supercharger of FIG. It is the graph which showed the behavior at the time of switching of the power generation function and VTI function of a supercharger.
  • 3 is a chart summarizing the operation of each device of the internal combustion engine system according to the first embodiment of the present invention.
  • 6 is a chart summarizing operations of respective devices of the internal combustion engine system according to the reference embodiment of the present invention.
  • FIG. 1 shows a marine diesel engine system (internal combustion engine system) 1 used for a marine vessel.
  • a marine diesel engine system 1 includes, for example, a main engine (internal combustion engine) 2 that is a low-speed two-cycle diesel engine, a supercharger 3 that supplies compressed air to the main engine 2, and exhaust from the main engine 2.
  • An exhaust gas economizer (exhaust gas boiler) 4 that recovers heat from the gas is provided.
  • a screw propeller (not shown) is directly or indirectly attached to a crankshaft (not shown) constituting the main machine 2 via a propeller shaft (not shown). Further, the main unit 2 is provided with a cylinder portion 6 including a cylinder liner (not shown), a cylinder cover (not shown), and the like, and in each cylinder portion 6, a piston ( (Not shown) is arranged.
  • each cylinder portion 6 An exhaust port (not shown) of each cylinder portion 6 is connected to the exhaust manifold 7.
  • the exhaust manifold 7 is connected to the inlet side of the turbine section 3a of the supercharger 3 via the exhaust pipe L1.
  • the exhaust manifold 7 is provided with an exhaust bypass valve (exhaust bypass means) 11. By opening the exhaust bypass valve 11, a part of the exhaust gas from the exhaust manifold 7 is sent to the supercharger 3.
  • the exhaust gas economizer 4 is bypassed without being supplied.
  • the exhaust bypass valve 11 is controlled by a control unit (not shown).
  • each cylinder part 6 is connected to an air supply manifold (air reservoir part) 8, and the air supply manifold 8 is connected to the compressor part 3b of the supercharger 3 via an air supply pipe L2.
  • the main supply water heater 17 and the air cooler 13 are provided in the air supply pipe L2, and heat exchange is performed with the air compressed by the compressor unit 3b.
  • the main engine water heater 17 is provided on the upstream side of the compressed air flow of the air cooler 13, and the water supplied from a water supply pump 18 described later is heated by the compressed air.
  • the feed water heated by the main engine feed water heater 17 is sent to the brackish water separator 12 of the auxiliary boiler 14 and the low pressure brackish water separator 21 provided in the low pressure steam system 19.
  • the air cooler 13 further cools the compressed air whose temperature has been lowered by the main engine water heater 17 with cooling water (not shown).
  • the air supply manifold 8 is provided with a scavenging bypass valve (scavenging / bleeding means) 9. By opening the scavenging bypass valve 9, the air in the air supply manifold 8 can be released. ing.
  • the scavenging bypass valve 9 is controlled by a control unit (not shown).
  • the supercharger 3 includes a turbine section 3a driven by exhaust gas (combustion gas) guided from the main engine 2 via the exhaust pipe L1, and the turbine section 3a.
  • the compressor unit 3b that is driven by the compressor and pumps outside air (air) to the main machine 2 is a main element.
  • the supercharger 3 includes a generator 3c that generates power by obtaining the rotational force of the turbine section 3a.
  • the generator 3c is controlled by a control signal from a PMS (power management system) 28 provided in an MSB (main machine panel) 26. That is, control signals are exchanged between the PMS 28 and the inverter 30 of the generator 3c.
  • a converter 32 is provided between the inverter 30 and the generator 3c, and a control signal is exchanged with the inverter 30.
  • the AC power generated by the generator 3 c is AC / DC converted by the converter 32, then orthogonally converted to a desired frequency by the inverter 30, and sent to the inboard mother ship 33 via the contactor 35.
  • the PMS 28 controls the generated power in accordance with the on-board demand power, and also controls the diesel engine 37 for power generation that is, for example, four strokes that drives the diesel engine generator DG.
  • the electric power generated by the diesel engine generator DG is output to the inboard mother ship 33.
  • three sets of power generation diesel engines 37 and diesel engine generators DG are shown, but one set, two sets, or four or more sets may be used.
  • the PMS 28 may control a secondary battery such as a lithium secondary battery.
  • the turbocharger 3 is provided with a turbine nozzle passage area variable mechanism 3g that makes the turbine nozzle passage area of exhaust gas supplied from the exhaust pipe L1 to the turbine section 3a variable.
  • the turbine nozzle passage area variable mechanism 3g includes a partition 3f (see FIG. 2) that divides the turbine nozzle into an inner peripheral side and an outer peripheral side, and a branch that branches a part of the exhaust gas led from the exhaust pipe L1.
  • a pipe 3d and an on-off valve 3e for opening and closing the branch pipe 3d are provided. As shown in FIG. 2, the exhaust gas flowing through the branch pipe 3d flows on the inner peripheral side of the partition wall 3f of the turbine nozzle.
  • the on-off valve 3e is controlled by a control unit (not shown).
  • the on-off valve 3e When the on-off valve 3e is closed, the exhaust gas does not flow through the branch pipe 3d, but flows only on the outer peripheral side of the partition wall 3f of the turbine nozzle, and the VTI function is turned on by narrowing the turbine nozzle passage area.
  • the on-off valve 3e when the on-off valve 3e is opened, the exhaust gas flows through the branch pipe 3d and also flows to the inner peripheral side of the partition wall 3f of the turbine nozzle, the turbine nozzle passage area is enlarged and the VTI function is turned off.
  • the exhaust gas economizer 4 has a high pressure heat exchanger 10a, an intermediate pressure heat exchanger 10b, and a low pressure heat exchanger 10c in the flue in order from the upstream side of the exhaust gas flow. Yes.
  • Each heat exchanger 10a, b, c is provided with a plurality of heat transfer tubes, and water flowing in the heat transfer tubes is heated by high-temperature exhaust gas flowing in the flue of the exhaust gas economizer 4.
  • the water separated by the brackish water separator 12 of the auxiliary boiler 14 is guided to the intermediate pressure heat exchanger 10b via the water pump 25a.
  • the vapor that has been heated and evaporated in the intermediate pressure heat exchanger 10 b is guided to the brackish water separator 12.
  • the brackish water separator 12 In the brackish water separator 12, water and steam are stored separately in the vertical direction.
  • the brackish water separator 12 is supplied with water heated by the main water heater 17 as described above.
  • the amount of water supplied to the brackish water separator 12 is controlled by the water supply control valve 27.
  • the opening degree of the water supply control valve 27 is controlled by a control unit (not shown) so that the water level in the brackish water separator 12 is maintained within the allowable water level range.
  • the water level in the brackish water separator 12 is measured by a water level meter (not shown), and the measured value is transmitted to a control unit (not shown).
  • a safety valve 24 is provided in the upper part of the brackish water separator 12, and when the pressure in the brackish water separator 12 exceeds a predetermined value, the safety valve opens to discharge the internal steam to the outside.
  • the low-pressure heat exchanger 10c is provided in the low-pressure steam system 19, and heats and evaporates the water guided from the low-pressure steam separator 21 via the water pump 25b.
  • the vapor evaporated in the low pressure heat exchanger 10 c is sent to the low pressure brackish water separator 21.
  • the steam separated by the low-pressure steam separator 21 is guided to the intermediate stage of the steam turbine 23, and the remaining part is guided to the inboard auxiliary machine 20.
  • the steam after being used in each inboard auxiliary machine 20 is guided to the drain cooler 15, and the drain water condensed by the drain cooler 15 is stored in the drain reservoir 16.
  • Condensed water from a ground condenser 36 which will be described later, is also introduced into the drain pool.
  • the drain water stored in the drain reservoir 16 is guided by the feed pump 18 to the main engine feed water heater 17 described above.
  • a steam turbine generator 40 is connected to the steam turbine 23 via a speed reducer 38.
  • the power generation output of the steam turbine generator 40 is guided to the inboard mother ship 33 via a power line (not shown).
  • the flow rate of high-pressure steam supplied to the steam turbine 23 is adjusted by the steam inlet control valve 22.
  • the opening degree of the steam inlet control valve 22 is controlled by a signal from the governor 44 that has received a command from the turbine control panel 43.
  • the turbine control panel 43 is controlled by the PMS 28. Therefore, the opening degree of the steam inlet control valve 22 is controlled so that the steam turbine generator 40 outputs the power generation amount determined by the PMS 28.
  • the steam that has finished its work in the steam turbine 23 is led to the condenser 34 and condensed, and the condensed water (condensate) is led to the ground condenser 36 by the condensate pump 42.
  • the internal combustion engine system configured as described above operates as follows. The following description will be divided into “normal operation”, “switching when the main engine load increases”, and “switching when the main engine load decreases”.
  • the normal operation means a state other than the timing of switching the power generation function and the VTI function while the turbocharger 3 is generating power, and the pressure in the brackish water separator 12 does not change rapidly. It means a state in which the steam turbine 23 can be continuously operated.
  • the drain water stored in the drain pool 16 is guided to the main engine water heater 17 by the feed water pump 18 and heated, and is guided to the brackish water separator 12 of the auxiliary boiler 14 and the low pressure brackish water separator 21 of the low pressure steam system 19.
  • the water guided to the brackish water separator 12 is led to the intermediate pressure heat exchanger 10b by the water feed pump 25a to be steam, and returned to the brackish water separator 12.
  • the steam separated by the brackish water separator 12 is guided to the high-pressure heat exchanger 10a to be high-temperature superheated steam.
  • the superheated steam generated by the high-pressure heat exchanger 10 a is guided to the steam turbine 23 after the flow rate is adjusted by the steam inlet control valve 22.
  • the water guided to the low-pressure steam separator 21 is guided to the low-pressure heat exchanger 10c by the water pump 25b to be steam, and returned to the low-pressure steam separator 21.
  • the low pressure steam separated by the low pressure brackish water separator 21 is guided to an intermediate stage of the steam turbine 23.
  • the rotational output of the steam turbine 23 driven by the introduced steam is transmitted to the steam turbine generator 40 via the speed reducer 38, and electric power is generated.
  • the amount of power generated by the steam turbine generator 40 is managed by the PMS 28.
  • the PMS 28 obtains the power generation amount of the generator 3c of the supercharger 3, the power generation amount of another generator (diesel engine generator DG), and the charge / discharge state of the secondary battery BT online, and is supplied from these.
  • a power generation command is sent to each device so that the total amount of power satisfies the onboard power demand.
  • an instruction is sent to the turbine control panel 43, and the opening degree of the steam inlet control valve 22 is controlled via the governor 44.
  • the steam inlet control valve 22 is controlled so as to supplement the amount of power generated by the steam turbine generator 40 in accordance with the increase or decrease in the amount of power generated by the generator 3 c of the supercharger 3. That is, when the power generation amount of the generator 3c of the supercharger 3 decreases, the opening degree of the steam inlet control valve 22 is controlled in the opening direction so that the power generation amount by the steam turbine generator 40 increases.
  • the opening degree of the steam inlet control valve 22 is controlled in the closing direction so that the power generation amount by the steam turbine generator 40 decreases.
  • the power generation amount of the generator 3c of the supercharger 3 increases or decreases according to the load of the main engine 2, and as shown in the graph of “hybrid supercharger generated power” in FIG.
  • the load is 65% or more, the power generation amount increases as the main engine load increases, and the power generation amount decreases as the main machine load decreases.
  • the water level in the brackish water separator 12 of the auxiliary boiler 14 is adjusted by the water supply control valve 27.
  • water level control is performed with an allowable water level range (tolerance) of ⁇ 50 mm.
  • the allowable water level range is set according to the plant, but it is preferable to narrow the allowable water level range as much as possible in order to aim at stable operation of the steam turbine and the steam turbine generator during normal operation. .
  • the steam inlet control valve 22 is further controlled in the closing direction.
  • the water level in the brackish water separator 12 rises, and the feed water control valve 27 is controlled in the closing direction in order to maintain it within the allowable water level range used during normal operation ( This will reduce the water supply.
  • the new water supply with a low temperature is not supplied appropriately, the temperature in the brackish water separator 12 rises and the pressure in the brackish water separator 12 further rises.
  • the tolerance level of the brackish water separator 12 is increased to be greater than that during normal operation ( ⁇ 50 mm in this embodiment) ( In this embodiment, +150 mm or less), and even if the water level in the brackish water separator 12 rises, if it is within the allowable water level range expanded than during normal operation, the water supply control valve 27 is throttled to reduce the water supply amount. Banned.
  • the power generation function is switched from the power generation operation to the non-power generation operation at a predetermined load (65% in FIG. 3), contrary to the above-described increase in the main engine load.
  • the VTI function is switched from OFF to ON at a predetermined load (65% in FIG. 3).
  • the scavenging pressure rapidly increases.
  • the exhaust gas temperature rapidly decreases.
  • the power generation operation is switched to the non-power generation operation, and when the VTI function is switched from OFF to ON, the power generation by the generator 3c of the supercharger 3 is not stopped, but is also discharged from the diesel engine.
  • the temperature of the exhaust gas is lowered.
  • the steam inlet control valve 22 of the steam turbine 23 is controlled in the opening direction so as to increase the power generation amount of the steam turbine generator 40 in order to compensate for this.
  • the pressure in the brackish water separator 12 is lowered, so that the steam pressure supplied to the steam turbine is further lowered.
  • the steam inlet control valve 22 is opened in the opening direction so as to obtain further steam. Be controlled.
  • the steam inlet control valve 22 is opened, steam in the brackish water separator 12 is forcibly generated, the water level in the brackish water separator 12 is lowered, and the water supply control valve 27 is opened in order to maintain it within the allowable water level range.
  • the water supply is increased by being controlled in the direction.
  • new water supply with low temperature is supplied, the temperature in the brackish water separator 12 will fall and the pressure in the brackish water separator 12 will fall further.
  • the power generation stop operation of the supercharger 3 is performed, not only the power generation is stopped but also the exhaust gas temperature is lowered.
  • the opening operation of the steam inlet control valve 22 and the opening operation of the water supply control valve 27 are performed.
  • the pressure in the brackish water separator 12 suddenly drops, and the amount of steam generated in the exhaust gas economizer 4 is greatly reduced, which may make it difficult to stably operate the steam turbine and the steam turbine generator.
  • the amount of steam generated in the exhaust gas economizer 4 is reduced, the necessary steam cannot be covered. In the worst case, the high viscosity heavy oil fuel and the lubricating oil cannot be heated, and the viscosity cannot be controlled. Even the stable operation of 2 may be difficult.
  • the tolerance level of the brackish water separator 12 is increased more than that during normal operation ( ⁇ 50 mm in this embodiment) ( In the present embodiment, -150 mm or more), even if the water level in the brackish water separator 12 falls, if it is within the allowable water level range expanded than during normal operation, the water supply control valve 27 is opened to increase the water supply amount. Banned.
  • the amount of water supply does not increase, so a rapid decrease in pressure in the brackish water separator 12 can be suppressed, and the exhaust gas economizer 4 generates A rapid decrease in the amount of steam can be avoided, and stable operation of the steam turbine, the steam turbine generator, and the main engine 2 can be ensured.
  • FIG. 4 summarizes the operation of each device during the normal operation and switching described above.
  • the allowable water level range of the brackish water separator 12 is ⁇ 50 mm during normal operation, but is changed to ⁇ 150 mm during switching.
  • the timing of switching of the allowable water level range of the brackish water separator 12 is performed when the power generation function and the VTI function of the supercharger 3 are switched, and this can be obtained by various methods. For example, any one or a combination of a time change rate of the pressure in the brackish water separator 12, a time change rate of the water level, and a time change rate of the inlet temperature, the outlet temperature, or the average temperature of the exhaust gas economizer 4 is used. It can be determined by predicting the increase or decrease in the amount of steam generated by the control unit.
  • the switching of the power generation function of the supercharger 3 can be determined by obtaining the control output of the inverter 30, and the switching of the VTI function is detected by the operation of the on-off valve 3e (see FIG. 2) of the supercharger 3. Therefore, the determination may be made based on these switching timings.
  • the timing can be easily predicted by grasping the main engine load increase rate by the control unit.
  • the timing for returning to the allowable water level range during normal operation after expanding the allowable water level range is, for example, as described above, the time change rate of the pressure in the brackish water separator 12, the time change rate of the water level, and the exhaust gas. It can be determined by predicting an increase / decrease in the amount of steam generated by the controller using any one or a combination of the temperature change rate of the inlet temperature, outlet temperature or average temperature of the economizer 4.
  • the return timing can be determined by a change in the main engine load by a predetermined amount from the main engine load (65%) at the time of switching.
  • the return timing may be set as the return timing, and the return timing may be determined when the time change amount of the water level measured by the water level gauge becomes equal to or less than a predetermined value.
  • the supercharger 3 has been described on the assumption that it has a power generation function and a VTI function. However, in the case of a so-called hybrid supercharger that has only a power generation function without having a VTI function.
  • the present invention can also be applied. This is because an event in which the exhaust gas temperature fluctuates rapidly when the power generation function is switched and the power generation command value to the steam turbine generator 40 fluctuates even if the VTI function is not provided.
  • the steam inlet control valve 22 is throttled to absorb the increase in the amount of power generated by the generator 3c of the supercharger 3, so that the rapid increase in pressure in the brackish water separator 12 can be suppressed. It is possible to avoid a sudden increase in the amount of steam generated in the exhaust gas economizer 4 and to ensure stable operation of the steam turbine and the steam turbine generator.
  • a discharge request command from the secondary battery is issued to the PMS 28 from a control unit (not shown).
  • the PMS 28 sends a discharge command to the secondary battery.
  • the secondary battery is discharged so as to compensate for the decrease in the amount of power generated by the generator 3c of the supercharger 3.
  • the PMS 28 can match the total power from each generator to the onboard power demand.
  • the steam inlet control valve 22 is prevented from opening in order to compensate for the decrease in the power generation amount in the ship due to the power generation stop of the generator 3c of the supercharger 3, so that the pressure in the brackish water separator 12 is suddenly reduced.
  • the decrease can be suppressed, and a rapid decrease in the amount of steam generated in the exhaust gas economizer 4 can be avoided, and stable operation of the steam turbine and the steam turbine generator can be ensured.
  • FIG. 5 summarizes the operation of each device during the normal operation and switching described above. As shown in the figure, during normal operation, an operation request for the secondary battery is not made to the PMS 28, but a charge request or discharge request is made at the time of switching.
  • the supercharger 3 has been described on the assumption that it has a power generation function and a VTI function. However, in the case of a so-called hybrid supercharger that has only a power generation function without having a VTI function.
  • the present invention can also be applied. This is because an event in which the exhaust gas temperature fluctuates rapidly when the power generation function is switched and the power generation command value to the steam turbine generator 40 fluctuates even if the VTI function is not provided.

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PCT/JP2013/078944 2012-10-26 2013-10-25 内燃機関システムおよびこれを備えた船舶ならびに内燃機関システムの運転方法 Ceased WO2014065397A1 (ja)

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CN105716053A (zh) * 2014-12-19 2016-06-29 三菱重工业株式会社 废热回收系统及具备该系统的船舶以及废热回收方法
RU2635425C1 (ru) * 2017-02-09 2017-11-13 Никишин ГмбХ Устройство управления турбонаддувом двигателя внутреннего сгорания
EP3594569A1 (en) * 2018-07-12 2020-01-15 Repsol, S.A. Heat recovery device

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JP6389794B2 (ja) * 2015-04-09 2018-09-12 株式会社神戸製鋼所 熱エネルギー回収装置
JP6700860B2 (ja) * 2016-02-29 2020-05-27 三菱重工業株式会社 内燃機関の制御装置及び内燃機関
JP6723791B2 (ja) * 2016-03-31 2020-07-15 三菱重工マリンマシナリ株式会社 排熱回収装置、内燃機関システムおよび船舶、並びに排熱回収装置の制御方法

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JP2014084853A (ja) 2014-05-12
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