• 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:
    The present invention relates to an internal combustion engine system comprising an internal combustion engine generating exhaust gas, and an exhaust gas receiver for receiving the exhaust gas, a turbocharger, a low flash point fuel supply line for supplying low flash point fuel from a low flash point fuel supply to the internal combustion engine comprising a first pipe configured to guide low flash point fuel at a predetermined fuel pressure to the internal combustion engine, a second barrier circumferenting the first conduit defining a space between the first pipe and the second barrier for preventing low flash point fuel leaking from the low flash point fuel supply line for engine room safety, wherein the space comprises a liquid having a liquid pressure higher than the low flash point fuel pressure.
    公开号:DK202000094A1
    申请号:DKP202000094
    申请日:2020-01-24
    公开日:2021-08-06
    发明作者:Hvidtfeldt Rasmussen Niels
    申请人:Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland；
    IPC主号:
    专利说明:

    INTERNAL COMBUSTION ENGINE SYSTEM Field of the invention The present invention relates to an internal combustion engine system comprising- an internal combustion engine generating exhaust gas, and an exhaust gas receiver for receiving the exhaust gas, a turbocharger, a low flash point fuel supply line for supplying fuel from a fuel supply to the internal combustion engine.
    The invention also relates to a vessel.
    Background art In designing vessels, e.g. container ships and tankers, the main focus is safety on board and to prevent environmental damage.
    In order to protect the environment, vessels may be required to run on other types of fuel, such as bio gas or natural gas.
    Such requirements give rise to challenges since such gases are low-flashpoint fuels and may more easily ignite inducing a higher risk in the engine room on board the vessel.
    Therefore, regulations require that the supply line for supplying gas to the engine to be double-walled in order to reduce the leak risk and thus reduce the ignition of such leaking gas.
    However, this is a very complex pipe system, and a detected leak can be very difficult to locate before the leak is of a substantial size.
    Summary of the invention
    It is an object of the present invention to wholly or partly overcome the above disadvantages and drawbacks of the prior art.
    More specifically, it is an object to provide an improved internal combustion engine system providing a safer system where a leak in the low flashpoint fuel supply line will not result in fuel leaking from the supply line, and the leak is detected before it becomes of a size critical to the environment in the engine room.
    The above objects, together with numerous other objects, advantages and features, which will become evident from the below description, are accomplished
    DK 2020 00094 A1 2 by a solution in accordance with the present invention by an internal combustion engine system comprising: - an internal combustion engine generating exhaust gas, and - an exhaust gas receiver for receiving the exhaust gas, - a turbocharger, - a low flash point fuel supply line for supplying low flash point fuel from a low flash point fuel supply to the internal combustion engine comprising: - a first pipe configured to guide low flash point fuel at a predetermined fuel pressure to the internal combustion engine, - a second pipe circumferenting the first pipe defining a space between the first pipe and the second pipe for preventing low flash point fuel leaking from the low flash point fuel supply line for engine room safety, wherein the space comprises a liquid having a liquid pressure higher than the fuel pressure.
    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 an internal combustion engine system comprising: - an internal combustion engine generating exhaust gas, and - an exhaust gas receiver for receiving the exhaust gas, - a turbocharger, - a low flash point fuel supply line for supplying low flash point fuel from a low flash point fuel supply to the internal combustion engine comprising: - a first pipe configured to guide the low flash point fuel at a predetermined fuel pressure to the internal combustion engine, - a second pipe circumferenting the first pipe defining a space between the first pipe and the second pipe forming a second barrier towards an engine room, wherein the space comprises a liquid having a liquid pressure higher than the low flash point fuel pressure.
    By a low flash point fuel is meant a fuel having a flash point under 60 °C at 1 atm. Moreover, the liquid may have a compressibility of less than 9:10-19 Pa—!at 25 °C.
    Furthermore, the liquid may have a bulk modulus over 1.1 GPa.
    In addition, the liquid may be non-corrosive, non-toxic, and/or not inflammable.
    Furthermore, the liquid may be water, ion liquids, silicone liquids, or a combination thereof. Moreover, the first pipe and/or the second pipe may have a circular cross-section, a rectangular cross-section, or a triangular cross-section. Also, the liquid may have a higher heat capacity than that of the low flash point fuel. Further, the liquid may have a higher heat capacity than that of gas, such as inert gas. Additionally, the low flash point fuel pressure may be above 300 bar. The present invention may further comprise a pump, such as a variable displacement pump. Moreover, the variable displacement pump may be an axial piston pump with an adjustable swashplate.
    In addition, the pump may provide a predetermined flow rate of the liquid in the space. Also, the pump may have a capacity of less than 100 cm /minute.
    Furthermore, the pump may be operatibly connected with a pump control unit for controlling the liquid pressure in the space. The present invention may further comprise a check valve fluidly connected to an outlet of the pump for letting liquid into the space but preventing the liquid from returning. Additionally, the pump control unit may comprise an adjustable valve fluidly connected to the outlet of the pump and a cylinder, the cylinder being connected to the pump for adjusting an output pressure of the pump.
    Moreover, the internal combustion engine system may further comprise a throttle for leaking part of the liquid from the space to a liquid tank. Also, the pump may be operatibly connected to the pump control unit for regulating an output pressure of the pump. Furthermore, the pump may be operatibly connected to the pump control unit for controlling the liquid pressure Pl to maintain a substantially constant pressure in the space.
    In addition, the pump may circulate the liquid in the space to regulate a temperature of the low flash point fuel. Moreover, the internal combustion engine system may further comprise a system control unit for operating a system valve to close the supply of low flash point fuel from the low flash point fuel supply line when a leakage is detected, the system control unit comprising a sensor for measuring pressure and/or temperature of the liquid in the space for detection of leakage in the low flash point fuel supply line. Additionally, the system control unit may be configured to open a second fuel supply line supplying another low flash point fuel, conventional fuel, marine diesel, or “heavy fuel” to the internal combustion engine when closing the system valve. Further, the system control unit may comprise a sensor for measuring pressure and/or temperature of the low flash point fuel in the first pipe. Also, the liquid may comprise a tracer for detection of a position of a leak in the first pipe. In addition, the tracer may be a colourant or a chemical. Furthermore, the liquid may comprise an emulsified oil. Moreover, the pump may be driven by a motor.
    Additionally, the motor may be an asynchronous electric motor.
    DK 2020 00094 A1 Further the pump may be a swash plate pump. Also, the capacity of the pump may be chosen so that a volume of fluid which passes per unit time is lower than 10-10 m3/minute. 5 In addition, the low flash point fuel may comprise ethane gas, ethene gas, methane gas, methanol, natural gas, biological gas, ammonia, ethanol, or similar. The present invention also relates to a vessel comprising: - an upper deck - an internal combustion engine system, and - an engine room comprising the internal combustion engine, wherein the second pipe is at least arranged in the engine room for preventing leakage of low flash point fuel in the engine room.
    Moreover, the low flash point fuel supply may be arranged above an upper deck of a vessel or be otherwise separated from the engine room. Additionally, the second pipe may be arranged only below the upper deck.
    Moreover, the second pipe may be arranged only in the engine room. Furthermore, the NOx reduction unit may comprise one or more catalytic reactor(s).
    In addition, the NOx reduction unit may be a high-pressure SCR system. Also, the combustion engine system may comprise one or more catalytic reactor housing(s) having a volume of at least 200 litres.
    Moreover, the combustion engine system may further comprise a heat exchanger, e.g. a boiler. Also, the internal combustion engine may also be powered by a fuel having a sulphur content of at least 0.05%.
    Said internal combustion engine may be a large two-stroke internal combustion engine. Further, the internal combustion engine may be a large turbocharged two-stroke internal combustion engine of the crosshead type. Furthermore, the internal combustion engine of the combustion engine system may be a two-stroke or a four-stroke internal combustion engine. Brief description of the drawings The invention and its many advantages will be described in more detail below 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 side view of a vessel having an internal combustion engine system according to the present invention, and Fig. 2 shows a diagram of a fuel supply line, a pump, and a pump control of another internal combustion engine system. All the figures are highly 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 Fig. 1 shows an internal combustion engine system 1 arranged in an engine room 102 on board a vessel 100. The internal combustion engine system 1 comprises an internal combustion engine 2 generating exhaust gas, an exhaust gas receiver 3 for receiving the exhaust gas, and a turbocharger 4. The internal combustion engine system 1 further comprises a low flash point fuel supply 6 for supplying low flash point fuel 25 to the internal combustion engine 2 so that the internal combustion engine 2 runs on an environmentally approved fuel. The low flash point fuel supply 6 may be arranged on an upper deck 101 or in a tank or container below deck (not shown). The internal combustion engine system 1 further comprises a low flash point fuel supply line 5 for supplying low flash point fuel 25
    DK 2020 00094 A1 7 from the low flash point fuel supply 6. The low flash point fuel supply line 5 comprises a first pipe 7 configured to guide low flash point fuel 25 at a predetermined fuel pressure Pg to the internal combustion engine 2. At least along the part of the first pipe 7 which is arranged in the engine room 102, the low flash point fuel supply line 5 comprises a second pipe 8 circumferenting the first pipe 7 defining a space 9 between the first pipe 7 and the second pipe 8 for preventing low flash point fuel leaking from the low flash point fuel supply line 5 for engine room safety. The space 9 comprises a liquid 10 having a liquid pressure Pl higher than the fuel pressure Pg of the low flash point fuel 25 in the first pipe 7.
    By having liquid 10 in the space 9 instead of inert gas or similar gas, the space 9 is filled with a substantially incompressible fluid resulting in that a very small leak is easily detectable by a simple measuring of pressure in the space 9 even remote from the leak. If the liquid pressure Pl in the space 9 decreases to the same pressure as the fuel pressure Pg in the first pipe 7, then a leak is detected in the first pipe 7; and if the liquid pressure Pl in the space 9 decreases to a pressure lower than the fuel pressure Pg in the first pipe 7, then a leak is detected in the second pipe 8.
    Since liquid 10 is substantially incompressible, the liquid 10 will enter the leak in flow into the first pipe 7 and displace the low flash point fuel 25 therein, and thus, the low flash point fuel 25 in the first pipe 7 will not flow out through the leak into the space 9 as may sometime occur in the known systems. Furthermore, detecting the position of the leak is much easier as some of the liquid 10 having entered through the leak will still be present, and thus the detection of the position of the leak is made much easier than when having inert gas in the space 9 as in known systems.
    In addition, since the liquid 10 in the space 9 enters the first pipe 7 and not the other way around, the liquid 10 does not have to be exchanged at a significantly flow rate, 30 times per hour, as the gas in the known systems. Thus, pressurising and control of the pressure in the space 9 is much easier than if the fluid in the space 9 was gas, such as inert gas or air, and not liquid. The pressure and control of the pressure also requires less energy than when exchanging gas as the liquid 10 does not need to circulate and a substantially smaller capacity pump can be used than if the space 9 was ventilated with gas.
    DK 2020 00094 A1 8 Furthermore, the liquid 10 when passing in through the leak does not mix with the low flash point fuel 25 in the first pipe 7, and the flow rate through the leak is not increased as much as if the space 9 was filled with gas as then the space gas would stream into the low flash point fuel 25 in the first pipe 7 or vice versa at a high rate creating a local decrease of the temperature in the leak opening. Such decrease of temperature increases the risk of further fracturing of the leak, and if the leak experiences further fracturing then the leak becomes much larger very fast. When using liquid in the space 9, the temperature will not drop as quickly, and the leak is thus more likely to remain at its size, and the leak can be detected to be repaired, and the lifetime of the supply system is increased. Furthermore, when using liquid 10 in the space 9, it is easier to obtain a tight barrier between the low flash point fuel having a fuel pressure above 300 bar in the first pipe 7 and the engine room 102.
    Therefore, by using liquid 10 in the space 9 instead of gas, the leak can be detected before the leak becomes of a critical size. Having the space 9 filled with liquid 10 instead of circulated gas, the dynamic load is reduced in the low flash point fuel supply line 5 since the pressure difference between the first pipe 7 and the second pipe 8 can set to be very small.
    The liquid 10 is substantially incompressible meaning that it has a compressibility of less than 9:10—10 Pa-1 at 25 °C, and the liquid may for example be water having a compressibility about 4.55-10°1° Pa' at 25 °C. Furthermore, the liquid 10 may be non-corrosive, non-toxic, and/or not inflammable. The liquid 10 may be water, ion liquids, silicone liquids, or a combination thereof, and some kind of lubrication for lubricating the pump may be added to the liquid 10. Thus, the liquid 10 may be water, which is cheap and easily accessible, and water is also a very neutral liquid when it comes to the important factors of not being toxic nor inflammable. The liquid 10 may comprise an emulsified oil so as to reduce the corrosive effect of the water.
    Furthermore, the liquid 10 has a higher heat capacity than that of gas, such as inert gas. Hereby, it is obtained that the temperature of the low flash point fuel 25 in the first pipe 7 can be held more constant during the transport from the low flash point fuel supply 6 to the internal combustion engine 2. Often, the low flash point fuel 25 is tempered in or near the low flash point fuel supply 6 and thus,
    DK 2020 00094 A1 9 liquid 10 in the space 9 functions as an isolator in order to maintain the pre-set temperature much better than if the space 9 was filled with gas.
    In some embodiments, the fuel supply line 5 has merely a first pipe 7 above deck and the second pipe 8 is firstly added to surround the first pipe 7 below deck.
    As shown in Fig. 2, the internal combustion engine system 1 further comprises a pump 11, such as a variable displacement pump.
    The variable displacement pump may be an axial piston pump with an adjustable swashplate.
    When the pump maintains a certain pressure, according to its setpoint, somewhat higher than the low flash point fuel pressure, a small flow is bypassed and returned to the suction side of the pump via an orifice.
    This flow will correspond to the swashplate being only slightly angled away from zero stroke.
    Any leakage from the space between the low flash point fuel piping (first pipe) and the second pipe must result in an increase of the swashplate angle, in order to maintain the pressure.
    Thus, leakage of the same magnitude as the bypass flow is detectable by monitoring of the actual swashplate angle.
    A pump with low capacity of approximately 10 cm3/minute will also have a low bypass flow and therefore imply the ability to detect a small leakage.
    Low pump capacity requires some time to build up the pressure, but this time is not critical.
    Compared to systems with a ventilated outer pipe e.g. 30 exchanges per hour of the ventilation volume, the power requirement for the variable displacement pump of the present invention and the required space for installation are substantially smaller.
    Furthermore, prior art high capacity pumps pump at a high flow, and small leaks are difficult to register compared to low capacity pumps.
    As can be seen in Fig. 2, the pump 11 is driven by a motor, such as an asynchronous electric motor, and operatibly connected with a pump control unit 12 for controlling the liquid pressure (Pl) in order to maintain a substantially constant pressure in the space 9. The internal combustion engine system 1 further comprises a check valve 16 fluidly connected to an outlet 17 of the pump 11 for letting liquid 10 into the space 9 but preventing the liquid 10 from returning.
    The pump control unit 12 comprises an adjustable valve 18 fluidly connected to the outlet 17 of the pump 11, and pump control unit 12 comprises a cylinder 21, where the cylinder 21 is connected to the pump 11 for adjusting an output pressure of the pump 11. Thus, the pump control unit 12 is operationally connected to the
    DK 2020 00094 A1 10 pump 11 for regulating an output pressure of the pump 11 by adjusting for example the inclination of the swash plate of the variable adjustment pump. The pump 11 circulates the liquid 10 in the space 9 to regulate a temperature of the low flash point fuel 25 e.g. if the low flash point fuel 25 is chilled in the first part of the low flash point fuel supply line 5 and then needs to be heated before entering the internal combustion engine 2. The internal combustion engine system 1 further comprises a throttle 19 for leaking part of the liquid 10 from the space 9 to a liquid tank 20, so as to maintain a small circulation in the space 9 and thus a slight activation of the pump 11.
    In Fig. 1, the internal combustion engine system 1 further comprises a system control unit 14 for operating a system valve 15 to close the supply of low flash point fuel 25 from the low flash point fuel supply line 5 when a leakage is detected. The system control unit 14 comprises a sensor 26 for measuring pressure and/or temperature of the liquid 10 in the space 9 for detection of leakage in the low flash point fuel supply line 5. The system control unit 14 comprises a gas sensor 23 (shown in Fig. 2) for measuring pressure and/or temperature of the low flash point fuel 25 in the first pipe 7.
    The liquid 10 may comprise a tracer for detection of a position of a leak in the first pipe 7. The tracer may be a colourant or another traceable chemical so that the leak is marked as the liquid 10 flows into the first pipe 7. The low flash point fuel 25 may comprise methane gas, synthesised methane gas, ethane gas, methanol, natural gas, liquified petroleum gas, gaseous petroleum gas, biological gas, ammonia gas, ammonia liquid, ethanol, petrol, or similar. The internal combustion engine system 1 may further comprise a NOx reduction unit 27 comprising one or more catalytic reactor(s) and one or more catalytic reactor housing(s) having a volume of at least 200 litres. The NOx reduction unit 27 may further comprise a reducing agent supply unit comprising a dosing unit for dosing an amount of reducing agent, e.g. ammonia, to the exhaust gas in, or before it enters, the NOx reduction unit 27.
    Moreover, the internal combustion engine system 1 may further comprise a heat exchanger, e.g. a boiler. The internal combustion engine 2 may also be powered by a fuel having a sulphur content of at least 0.05% through the second fuel supply line 22. And the internal combustion engine 2 may be a large turbocharged two- stroke internal combustion engine of the crosshead type.
    Although the invention has been described in the above in connection with preferred embodiments of the invention, it will be evident for a person skilled in the art that several modifications are conceivable without departing from the invention as defined by the following claims.
    权利要求:
    Claims (10)
    [1] 1. An internal combustion engine system (1) comprising: - an internal combustion engine (2) generating exhaust gas, and - an exhaust gas receiver (3) for receiving the exhaust gas, - a turbocharger (4), - a low flash point fuel supply line (5) for supplying low flash point fuel from a low flash point fuel supply (6) to the internal combustion engine (2) comprising: - a first pipe (7) configured to guide low flash point fuel at a predetermined fuel pressure (Pg) to the internal combustion engine (2), - a second pipe (8) circumferenting the first pipe defining a space (9) between the first pipe (7) and the second pipe (8) for preventing low flash point fuel leaking from the low flash point fuel supply line (5) for engine room safety, wherein the space (9) comprises a liquid (10) having a liquid pressure (Pl) higher than the fuel pressure (Pg).
    [2] 2. An internal combustion engine system (1) according to claim 1, wherein the liquid (10) has a compressibility of less than 9:10-1% Pa"! at 25 °C.
    [3] 3. An internal combustion engine system (1) according to claim 1 or 2, wherein the liquid (10) is water, ion liquids, silicone liquids, or a combination thereof.
    [4] 4, An internal combustion engine system (1) according to any of the preceding claims, wherein the liquid (10) has a higher heat capacity than that of the low flash point fuel.
    [5] 5. An internal combustion engine system (1) according to any of the preceding claims, further comprising a pump (11), such as a variable displacement pump.
    [6] 6. An internal combustion engine system (1) according to clam 5, wherein the pump (11) has a capacity of less than 100 cm /minute.
    [7] 7. An internal combustion engine system (1) according to clam 5 or 6, wherein the pump (11) is operationally connected with a pump control unit (12) for controlling the liquid pressure (Pl) in the space (9).
    DK 2020 00094 A1 13
    [8] 8. An internal combustion engine system (1) according to any of the preceding claims, further comprising a system control unit (14) for operating a system valve (15) to close the supply of low flash point fuel from the low flash point fuel supply line (5) when a leakage is detected, the system control unit (14) comprising a sensor (26) for measuring pressure and/or temperature of the liquid (10) in the space (9) for detection of leakage in the low flash point fuel supply line (5).
    [9] 9. An internal combustion engine system (1) according to any of the preceding claims, wherein the liquid (10) comprises a tracer for detection of a position of a leak in the first pipe (7).
    [10] 10. A vessel (100) comprising: - an upper deck (101) - an internal combustion engine system (1) according to any of the preceding claims, and - an engine room (102) comprising the internal combustion engine (2), wherein the second pipe (8) is at least arranged in the engine room (102) for preventing leakage of low flash point fuel in the engine room (102).
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6032699A|1997-05-19|2000-03-07|Furon Company|Fluid delivery pipe with leak detection|
    US8733324B2|2010-02-16|2014-05-27|Cummins Intellectual Properties, Inc.|Fuel heating system and method|
    ES2536309T3|2011-11-04|2015-05-22|Caterpillar Motoren Gmbh & Co. Kg|Double wall fuel supply pipe element|
    EP2927471A1|2014-04-04|2015-10-07|Caterpillar Motoren GmbH & Co. KG|Double-walled fuel supply line element and connecting flange for the same|
    KR20160074956A|2014-12-19|2016-06-29|삼성중공업 주식회사|System for supplying fuel gas in ships|
    DE102015214563B3|2015-07-30|2016-12-08|Mtu Friedrichshafen Gmbh|Power generating assembly, vehicle having a power generating assembly and method for adjusting an inert gas pressure|
    法律状态:
    2021-08-06| PAT| Application published|Effective date: 20210725 |
    2021-11-04| PME| Patent granted|Effective date: 20211104 |
    优先权:
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    DKPA202000094A|DK180633B1|2020-01-24|2020-01-24|Internal combustion engine system|DKPA202000094A| DK180633B1|2020-01-24|2020-01-24|Internal combustion engine system|
    KR1020210009496A| KR20210096009A|2020-01-24|2021-01-22|Internal combustion engine system|
    CN202110093512.7A| CN113175379A|2020-01-24|2021-01-22|Internal combustion engine system|
    JP2021008715A| JP6889342B1|2020-01-24|2021-01-22|Internal combustion engine system|
    KR1020210117814A| KR20210113579A|2020-01-24|2021-09-03|Internal combustion engine system|
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