• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Described is a large turbocharged two-stroke internal combustion engine of the crosshead type, the engine comprising a single line of cylinders each being provided with a single exhaust valve at the top, an elongated exhaust gas receiver extending along the line of cylinders, the exhaust gas receiver being connected to the cylinders via the exhaust valves, a valve arrangement for controlling exhaust gas supplied from the exhaust gas receiver, the valve arrangement comprising a housing having a first inlet and a second inlet being positioned opposite each other and each being connected to the exhaust gas receiver for receiving exhaust gas into the housing and an outlet for exhaust gas exiting the housing, a movable valve member arranged in the housing and adapted to control the supply of exhaust gas through the inlets, an actuator means connected to the valve member for moving the valve member. The engine is characterized in that the valve member is configured to carry out a linear movement between the inlets and the actuator means comprises a linear actuator configured to move the valve member between the inlets and the valve member is adapted to close the first inlet when positioned at the first inlet and adapted to close the second inlet when positioned at the second inlet.
    公开号:DK201500701A1
    申请号:DKP201500701
    申请日:2015-11-09
    公开日:2017-06-12
    发明作者:Michael Pedersen
    申请人:Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland；
    IPC主号:
    专利说明:

    LARGE TWO-STROKE ENGINE HAVING A VALVE ARRANGEMENT FIELD OF THE INVENTION
    The present invention relates to a large turbocharged two-stroke internal combustion engine of the crosshead type having a valve arrangement for controlling exhaust gas from the engine.
    BACKGROUND ART
    Large turbocharged two-stroke internal combustion engines of the crosshead type are typically used in propulsion systems of large ships or as prime mover in power plants. Usually, the engines comprise a single line of cylinders each being provided with a single exhaust valve at the top of the cylinder and having an elongated exhaust gas receiver extending along the line of cylinders where the exhaust gas receiver is connected to the cylinders via the exhaust valves.
    In the engines known, the total volume of exhaust gas from the exhaust gas receiver is either led directly to a turbine section of a turbocharger or to an exhaust gas purification system before it is directed to the turbocharger. Whether or not the total volume of exhaust gas is led to the gas purification system depends on the emission requirements in the specific area in which the engine operates. In another operation mode the exhaust gas from the exhaust gas receiver is divided into two separate streams, such that one stream is supplied directly to the turbocharger and the other stream is directed to the exhaust gas purification system before being directed to the turbocharger. This operation mode is usually applied when a specific temperature of the gas purification system is required, as the hot exhaust gas ensures that the temperature of the gas purification system is maintained.
    The engines are provided with a valve arrangement for controlling the exhaust gas from the engine. Typically, the known valve arrangements comprise a housing having a first inlet and a second inlet positioned opposite each other and each being connected to the exhaust gas receiver for receiving exhaust gas into the housing. Two butterfly valves, one at each inlet, control the exhaust gas flow into the housing. The housing also has one or more exhaust gas outlets connected to a turbocharger.
    The present way of controlling the exhaust gas flow to the housing is disadvantageous as the large butterfly valves needed for the valve arrangement are difficult to design due to narrow tolerances in the sealing face. Furthermore, large butterfly valves for large engines are costly and very heavy, thus requiring a very stiff support, which is also heavy, for avoiding damaging engine vibrations. A further disadvantage is that the opening of a large butterfly valve is difficult to control accurately.
    DISCLOSURE OF THE INVENTION
    It is an object of the present invention to provide a large turbocharged two-stroke internal combustion engine of the crosshead type having a valve arrangement for controlling the exhaust gas from the engine where the above-mentioned disadvantages are eliminated or significantly reduced. More specifically, it is an object to provide a lighter and more cost-effective valve arrangement which is easier to design and to control.
    The above objects, together with numerous other objects, advantages, and features, which will become evident from the below description, are accomplished by a solution in accordance with the present invention by a large turbocharged two-stroke internal combustion engine of the crosshead type comprising: - a single line of cylinders each being provided with a single exhaust valve at the top, - an elongated exhaust gas receiver extending along the line of cylinders, the exhaust gas receiver being connected to the cylinders via the exhaust valves, - a valve arrangement for controlling exhaust gas supplied from the exhaust gas receiver, the valve arrangement comprising: - a housing having a first inlet and a second inlet being positioned opposite each other and each being connected to the exhaust gas receiver for receiving exhaust gas into the housing and an outlet for exhaust gas exiting the housing, - a movable valve member arranged in the housing and adapted to control the supply of exhaust gas through the inlets, - an actuator means connected to the valve member for moving the valve member, wherein the valve member is configured to carry out a linear movement between the inlets and the actuator means comprises a linear actuator configured to move the valve member between the inlets and the valve member is adapted to close the first inlet when positioned at the first inlet and adapted to close the second inlet when positioned at the second inlet.
    By having the valve member carrying out a linear movement between the inlets, where the valve member closes the inlet when it is positioned at the respective inlet, a single valve member can control the flow of exhaust gas into the housing through more inlets.
    Furthermore, such an arrangement will be relative light compared to a solution with two butterfly valves, thus requiring a less stiff support. This design will also be easier to control as only the linear movement of the valve member is to be controlled to open or close the inlets. Another advantage is that the sealing faces do not require narrow tolerances thanks to the linear movement.
    In an embodiment, the engine comprises a gas purification arrangement, e.g. a selective catalytic reduction (SCR) reactor, arranged between the exhaust gas receiver and one of the inlets. In this way the exhaust gas can be directed through the reactor for purification before being directed to the valve arrangement. Emission requirements have been, and will continue to be, increasingly difficult to meet, in particular with respect to mono nitrogen oxides (NOx) levels. An SCR reactor is an efficient measure to reduce NOx emissions in combustion engines.
    In another embodiment, the engine further comprises a turbocharger connected to the outlet for exhaust gas exiting the housing.
    Moreover, the housing may comprise a further outlet connected to a further turbocharger. Depending on the size of the engine, two turbochargers may be necessary to fulfil the need for compressed air to the engine.
    In another embodiment, the engine comprises sealing means arranged at the circumference of each inlet, such that when the valve member is positioned to close one of the inlets the valve member is forced against the sealing means at the respective inlet. The sealing means may comprise any suitable means for sealing purposes.
    The volume of exhaust gas for a large turbocharged two-stroke internal combustion engine of the crosshead type is considerable, thus requiring large systems for handling the gas. Thus, each inlet may comprise a passage having a substantially circular cross section with a diameter of at least 400 mm.
    Additionally, the linear actuator may be configured to move the valve member at least 250 mm.
    Moreover, the linear actuator may be configured to move and hold the valve member in any position between the inlets. In this way it will be possible to divide the exhaust gas such that it flows through both the inlets. Dividing the exhaust gases may be advantageous when only a part of the exhaust gas is to be subjected to cleaning by the gas purification system or when a part of the exhaust gas should be used for other purposes, such as for recirculation or for heating.
    Furthermore, the linear actuator may be a hydraulic actuator, a pneumatic actuator, an air motor, or an electro-mechanical actuator.
    In another embodiment the actuator means may comprise more than one linear actuator.
    BRIEF DESCRIPTION OF THE DRAWINGS
    In the following detailed portion of the present description the invention will be described in more detail with reference to the accompanying schematic drawings, which for the purpose of illustration show some non-limiting embodiments and in which:
    Fig. 1 shows a section of an internal combustion engine having a valve arrangement according to the invention,
    Fig. 2 shows a sectional view of the valve arrangement in a situation where the total volume of exhaust gas is directed through an SCR reactor,
    Fig. 3 shows a sectional view of the valve arrangement in a situation where none of the exhaust gas is directed through an SCR reactor, and
    Fig. 4 shows a sectional view of the valve arrangement in a situation where some of the exhaust gas is directed through an SCR reactor.
    All the figures are schematic and not necessarily to scale, and they show only those parts which are necessary in order to elucidate the invention, other parts being omitted or merely suggested.
    DETAILED DESCRIPTION OF THE INVENTION
    The overall construction and operation of large turbocharged diesel engines of the crosshead type is as such well-known and should not require further explanation in the present context. Further details regarding the operation of an exhaust gas system and a valve arrangement for controlling the exhaust gas from the engine are provided below.
    Fig. 1 shows an embodiment of a large two-stroke diesel engine 1 according to the invention. The engine 1 may e.g. be used as the main engine in an ocean-going vessel or as a stationary engine for operating a generator in a power station. The total output of the engine may, for example, range from 5,000 to 110,000 kW.
    The engine 1 is provided with a plurality of cylinders 2 arranged besides one another in line. Each cylinder is provided with an exhaust valve 3. Exhaust channels (not shown) which can be opened and closed by the exhaust valve 3 are connected to an exhaust gas receiver 4. The exhaust gas receiver 4 is disposed in parallel to the row of cylinders 2. The exhaust gas receiver 4 is a large container with dimensions that are specifically adapted to the characteristics of the engine 1 for optimal gas flow, back pressure and acoustic considerations.
    The exhaust gas receiver is connected to a first and second inlet 5, 6 of a housing 9 of a valve arrangement via a first and second exhaust conduit 7, 8 such that the hot and pressurized exhaust gas from the exhaust gas receiver 4 can be directed into the housing 9 through either inlets 5, 6. From the housing 9, the exhaust gas is guided through an outlet 10 towards a turbine section of a turbocharger 11. Depending on the size of the engine 1, more than one turbocharger 11 may be required. In such a case, a number of outlets 10 corresponding to the number of needed turbochargers 11 will be arranged in the housing 9. A selective catalytic reduction (SCR) reactor 12 is arranged in the first exhaust conduit 7 between the exhaust gas receiver 4 and the first inlet 5 of the housing 9. Thus, the exhaust gas in the first conduit 7 flows through the SCR reactor 12 before entering the housing 9 such that NOx in the exhaust gas is removed, or at least the amount is substantially reduced by converting NOx to nitrogen and oxygen. From an discharge end of the SCR reactor 12, the exhaust gas is led into the housing 9 through the first inlet 5, and then through the outlet 10 to the turbocharger 11. The exhaust gas is discharged into the atmosphere downstream of the turbocharger.
    Fig. 2-4 show the valve arrangement comprising a linear actuator 14 having a shaft 15 for carrying out a linear movement where the shaft 15 is connected to a valve member 13 for moving the valve member 13 inside the housing 9 between the first and second inlet 5, 6. The valve arrangement shown has three different positions for the valve member 13 in the housing 9 to facilitate three different operation modes of the engine depending on the need for NOx removal in the exhaust gas. In special areas, so-called emission controlled areas, where strict rules are established to minimize airborne emissions, it may be necessary to direct the total volume of exhaust gas through the SCR reactor 12, whereas on open sea outside emission controlled areas it may not be necessary to direct any of the gas through the SCR reactor 12. In other situations it may only be necessary to direct part of the exhaust gas through the SCR reactor 12.
    In Fig. 2 is shown an sectional view of the invention where all the exhaust gas is directed through an SCR reactor 12. Here the valve member 13 is positioned at and closing the second inlet 6 thereby preventing the gas from entering the housing 9 through the second inlet 6. Thus, all the gas from the exhaust receiver 4 is directed through the first exhaust conduit 7 and the SCR reactor 12 before the gas enters the housing 9 through the first inlet 5. Subsequently, the gas exits through the outlet 10 of the housing from where it is directed to the turbine section of the turbocharger 11. This position of the valve member 13 is used when NOx in the gas is to be removed or at least reduced, e.g. when the ship is in an emission controlled area.
    Fig. 3 shows a sectional view of the invention where the valve member 13 is positioned at and closing the first inlet 5 such that the exhaust gas flow through the first inlet 5 is prevented. In this way, the exhaust gas is led directly from the exhaust gas receiver 4 through the second conduit 8 and into the housing 9 through the second inlet 6 before the gas exits through the outlet 10 of the housing 9 to the turbine section of the turbocharger 11. This position of the valve member 13 is used when it is not required to remove NOx from the gas, e.g. when the ship is in open sea outside an emission controlled area.
    In Fig. 4 the valve member 13 is positioned between the first and second inlet 5, 6 such that the exhaust gas via the conduits 7, 8 is directed through both the inlets 5, 6. Thus, it is possible only to direct part of the exhaust gas through the SCR reactor 12, e.g. for keeping a predefined temperature of the SCR reactor 12. A minimum temperature is required to ensure the proper functioning of the SCR reactor 12.
    The linear actuator 14 is configured to move or hold the valve member 13 in any position between the first and second inlet 5, 6. The linear actuator 14 is configured such that the flow of exhaust gas cannot prevent a desired movement of the valve member 13 even though the engine is in operation.
    The term "comprising" as used in the claims does not exclude other elements or steps. The term "a" or "an" as used in the claims does not exclude a plurality.
    The reference signs used in the claims shall not be construed as limiting the scope.
    Although the present invention has been described in detail for the purpose of illustration, it is understood that such details are solely for that purpose, and that it will be evident for a person skilled in the art that several modifications of the invention are conceivable without departing from the invention as defined by the following claims.
    权利要求:
    Claims (10)
    [1] 1. A large turbocharged two-stroke internal combustion engine (1) of the crosshead type, the engine (1) comprising: - a single line of cylinders (2) each being provided with a single exhaust valve (3) at the top, - an elongated exhaust gas receiver (4) extending along the line of cylinders (2), the exhaust gas receiver (4) being connected to the cylinders (2) via the exhaust valves (3), - a valve arrangement for controlling exhaust gas supplied from the exhaust gas receiver (4), the valve arrangement comprising: - a housing (9) having a first inlet (5) and a second inlet (6) being positioned opposite each other and each being connected to the exhaust gas receiver (4) for receiving exhaust gas into the housing (9) and an outlet (10) for exhaust gas exiting the housing (9), - a movable valve (13) member arranged in the housing (9) and adapted to control the supply of exhaust gas through the inlets (5,6), - an actuator means (14) connected to the valve member (13) for moving the valve member (13), wherein the valve member (13) is configured to carry out a linear movement between the inlets (5,6) and the actuator means (14) comprises a linear actuator configured to move the valve member (13) between the inlets (5,6) and the valve member (13) is adapted to close the first inlet (5) when positioned at the first inlet (5) and adapted to close the second inlet (6) when positioned at the second inlet (6).
    [2] 2. An internal combustion engine according to claim 1, further comprising a gas purification arrangement (12) arranged between the exhaust gas receiver (4) and one of the inlets (5,6).
    [3] 3. An internal combustion engine according to claim 2, wherein the purification arrangement (12) comprises a selective catalytic reduction reactor.
    [4] 4. An internal combustion engine according to claim 1 or 2, further comprising a turbocharger (11) connected to the outlet (10) for exhaust gas exiting the housing (9).
    [5] 5. An internal combustion engine according to any of the preceding claims, wherein the housing (9) comprises a further outlet connected to a further turbocharger.
    [6] 6. An internal combustion engine according to any of the preceding claims, further comprising sealing means arranged at the circumference of each inlet (5,6) such that when the valve member (13) is positioned to close one of the inlets (5,6) the valve member (13) is forced against the sealing means at the respective inlet.
    [7] 7. An internal combustion engine according to any of the preceding claims wherein each inlet (5,6) comprises a passage having a substantially circular cross section with a diameter of at least 400 mm.
    [8] 8. An internal combustion engine according to any of the preceding claims wherein the linear actuator (14) is configured to move and hold the valve member (13) in any position between the inlets (5,6).
    [9] 9. An internal combustion engine according to any of the preceding claims wherein the linear actuator (14) is a hydraulic actuator, a pneumatic actuator, an air motor, or an electro-mechanical actuator.
    [10] 10. An internal combustion engine according to any of the preceding claims wherein the actuator means (14) comprises more than one linear actuator.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DKPA201500701A|DK178941B1|2015-11-09|2015-11-09|Large two-stroke engine having a valve arrangement|DKPA201500701A| DK178941B1|2015-11-09|2015-11-09|Large two-stroke engine having a valve arrangement|
    JP2016202534A| JP2017089619A|2015-11-09|2016-10-14|Large two-stroke engine with valve device|
    CN201610971234.XA| CN106968779B|2015-11-09|2016-10-31|Large-sized two-stroke engine with valve equipment|
    KR1020160144311A| KR101727970B1|2015-11-09|2016-11-01|Large two-stroke engine having a valve arrangement|
    JP2018021891A| JP2018100672A|2015-11-09|2018-02-09|Cross head type large two-stroke internal combustion engine with turbocharger|
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