• 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 a combustion engine system comprising an internal combustion engine having cylinders with a piston diameter of at least 20 cm, the engine generating exhaust gas; a turbocharger having a turbine connected with a shaft and a compressor connected with the shaft, the turbine being driven by exhaust gas from the internal combustion engine; a NOx reduction unit for purifying the exhaust gas from the internal combustion engine, said NOx reduction unit comprising a catalytic reactor, wherein the engine system further comprises an electrically and/or hydraulically powered motor for driving the shaft in order to provide auxiliary power to the compressor. The present invention also relates to a NOx reduction method for optimising reduction of emission of Nox from a combustion engine system according to the present invention.
    公开号:DK201370636A1
    申请号:DKP201370636
    申请日:2013-10-31
    公开日:2015-05-11
    发明作者:Marco Fam；Morten Vejlgaard-Lauersen
    申请人:Man Diesel & Turbo Deutschland；
    IPC主号:
    专利说明:

    A COMBUSTION ENGINE SYSTEM
    Field of the invention
    The present invention relates to a combustion engine system and a NOx reduction method for optimizing emission reduction of Nox from a combustion engine system.
    Background art
    Vessels having internal marine combustion engines have been subjected to restricted emissions of NOx by guidelines from the Internal Maritime Organization (IMO). The recent proposal for Tier III guidelines sets a goal of reducing the NOx emission to 3.4 g / kWh when the vessel is within a certain distance from the shore of an Emission Control Area. Especially, when setting out to sea, the engine of the vessel is cold, and thus, energy in the form of heat required to reduce the NOx concentration is limited. Later on during the sail trip, the engine is warmed up, and heat is no longer a limited resource. Therefore, the NOx reduction may vary during one trip from one harbor to the next. NOx reduction has been a subject of development for several years, and solutions where ammonia is injected into the gas in a catalytic reactor are a known way of reducing NOx concentration. However, the present solutions use a by-pass solution in which part of the exhaust gas by-passes the NOx reduction unit in order to be able to operate the turbine and thus the compressor to deliver scavenging gas at a certain pressure. This solution does not comply with the new goal of reducing the NOx emission to 3.4 g / kWh, and therefore there is a need for a solution that will comply with the goal also while the engine is heating up.
    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 combustion engine system which is able to reduce NOx emission to 3.4 g / kWh, also during the start-up procedure.
    The above objects, together with numerous other objects, advantages, and features, which will become evident from the description below, are accomplished by a solution in accordance with the present invention by a combustion engine system comprising: - an internal combustion engine having cylinders with a piston diameter of at least 20 cm, the engine generating exhaust gas, - a turbocharger having a turbine connected with a shaft and a compressor connected with the shaft, the turbine being driven by exhaust gas from the internal combustion engine, - a NOx reduction unit for purifying the exhaust gas from the internal combustion engine, comprising: - a catalytic reactor, the engine system further comprising an electrically and / or hydraulically powered motor for driving the shaft of the turbocharger in order to provide auxiliary power to the compressor.
    By having an electrically powered motor for driving the shaft in order to provide auxiliary power to the compressor, the NOx emission of the combustion engine system may comply with the IMO regulations. When set out to sea, the engine and the NOx reduction unit are cold, and before the engine system is heated to its running operation mode, the NOx reduction unit uses too much heat from exhaust gas to reduce the NOx concentration, resulting in the turbine not being able to operate the compressor in an adequate manner. Therefore, the motor is activated to drive the compressor, so that the pressure of the scavenging gas is sufficient for the engine to generate the power required. If the NOx reduction unit is heated to normal operating temperature, the engine no longer needs to help the turbine drive the compressor, since the exhaust gas is no longer excessively cooled in the NOx reduction unit.
    In prior art engine systems, the exhaust gas is partly, if not wholly, bypassing the NOx reduction unit when the reactor of the NOx reduction unit is not warm enough for the exhaust gas to be able to operate the turbine and thus the compressor to sufficiently compress the scavenging gas. However, such bypassing solution results in an excessive NOx concentration in the emitted exhaust gas.
    Moreover, the motor may be an electric motor.
    Further, the motor may be connected to the shaft.
    So, the motor may engage and gear engaging the shaft.
    Additionally, the motor may drive a pump driving a hydraulic motor which engages the shaft.
    The catalytic reactor may have a volume of at least 200 liters.
    Furthermore, the engine may have engine data and may be powered by a fuel having a sulfur content of at least 0.05%.
    The combustion engine system as described above may further comprise a control unit adapted to activate the engine when the turbine is unable to drive the compressor to deliver a certain gas pressure of a scavenging gas.
    In addition, the combustion engine system as described above may further comprise a pressure sensor for measuring a compression pressure in the engine or for measuring a pressure of a scavenging gas.
    Moreover, the control unit may activate the engine when the compression pressure or the pressure of a scavenging gas is below a predetermined level.
    Also, the combustion engine system as described above may further comprise an encoder for measuring the speed of the shaft of the turbocharger.
    Further, the control unit may activate the engine when the speed is below a predetermined level.
    The combustion engine system as described above may further comprise a temperature sensor for measuring a temperature of the gas upstream of the turbocharger and / or upstream of the catalytic reactor.
    Furthermore, the control unit may activate the engine when the temperature is below a predetermined level.
    The system according to the present invention may further comprise a NOx sensor for measuring an NOx concentration of the exhaust gas downstream of the NOx reduction unit.
    In addition, the control unit may activate the motor when the NOx concentration is below a predetermined level.
    Furthermore, the NOx reduction unit may further comprise a container with reducing agent.
    In addition, the reducing agent may comprise ammonia (NH3).
    Said NOx reduction unit may further comprise a dosing unit for dosing an amount of the reducing agent containing ammonia to the gas in or before it enters the NOx reduction unit.
    Also, the amount of NH3-containing fluid may be derived from the engine data. Further, the engine system may comprise a NOx sensor.
    The NOx sensor may be arranged between the NOx reduction unit and the heat exchanger to measure a NOx concentration in the exhaust gas.
    Additionally, the combustion engine system may further comprise an exhaust receiver for receiving the exhaust gas from each cylinder of the engine.
    Furthermore, the combustion engine system may comprise a scavenging gas receiver.
    Moreover, the combustion engine system may comprise a by-pass channel for by-pass part of the exhaust gas led from the engine, by passing the NOx reduction unit to the turbine of the turbocharger.
    The system according to the present invention may further comprise a heat exchanger arranged downstream of the internal combustion engine.
    In another embodiment, a combustion engine system may comprise: - an internal combustion engine, - a turbocharger having a turbine connected to a shaft and a compressor connected to the shaft, the turbine being driven by exhaust gas from the combustion engine, - a NOx reduction unit for purifying the exhaust gas from the internal combustion engine, comprising: - a catalytic reactor having a volume of at least 200 liters, the engine system further comprising a heating device for heating exhaust gas upstream of the turbocharger or for heating the catalytic reactor.
    The heating device may be a burner, such as an oil burner, a heat exchanger, a heat pump, or the like.
    Also, the heating device may be the engine heating the exhaust gas by means of engine timing.
    Furthermore, the heating device may be constituted by electrical wires arranged around or inside the catalytic reactor, or wires arranged around pipes guiding the exhaust gas from the engine to and / or from the NOx reduction unit.
    Furthermore, the heating device may be a pump pumping heated gas from auxiliary equipment into the NOx reduction unit.
    In addition, the combustion engine system may further comprise a control unit adapted to activate the heating device when the turbine is unable to drive the compressor to deliver a certain gas pressure of a scavenging gas.
    Also, the combustion engine system may further comprise a pressure sensor for measuring a compression pressure in the engine or for measuring a pressure of a scavenging gas.
    Further, the control unit may activate the heating device when the compression pressure or the pressure of a scavenging gas is below a predetermined level.
    The combustion engine system may further comprise an encoder for measuring the speed of the shaft of the turbocharger.
    Additionally, the control unit mentioned above may activate the heating device when the speed is below a predetermined level.
    Moreover, the combustion engine system may further comprise a temperature sensor for measuring a temperature of the gas upstream of the turbocharger and / or upstream of the catalytic reactor.
    In addition, the control unit may activate the heating device when the temperature is below a predetermined level.
    The system according to the present invention may further comprise a NOx sensor for measuring an NOx concentration of the exhaust gas downstream of the NOx reduction unit.
    Furthermore, the control unit may activate the heating device when the NOx concentration is below a predetermined level.
    In another embodiment, a combustion engine system may comprise: - an internal combustion engine, - a turbocharger having a turbine connected to a shaft and a compressor connected to the shaft, the turbine being driven by exhaust gas from the combustion engine, - a NOx reduction unit for purifying the exhaust gas from the internal combustion engine, comprising: - a catalytic reactor having a volume of at least 200 liters, the engine system further comprising a pressure-increasing device for pressurizing scavenging gas.
    Said pressure-increasing device may be arranged downstream of the compressor.
    Moreover, the pressure-increasing device may be a blower, a compressor or a pump.
    In addition, the combustion engine system may further comprise a control unit adapted to activate the pressure-increasing device when the turbine is unable to drive the compressor to deliver a certain gas pressure of a scavenging gas.
    Also, the combustion engine system may further comprise a pressure sensor for measuring a compression pressure in the engine or for measuring a pressure of a scavenging gas.
    Furthermore, the control unit may activate the pressure-increasing device when the compression pressure or the pressure of a scavenging gas is below a predetermined level.
    The combustion engine system as described above may further comprise an encoder for measuring the speed of the shaft of the turbocharger.
    Further, the control unit may activate the pressure-increasing device when the speed is below a predetermined level.
    Furthermore, the combustion engine system of the present invention may further comprise a temperature sensor for measuring a temperature of the gas upstream of the turbocharger and / or upstream of the catalytic reactor.
    Additionally, the control unit may activate the pressure-increasing device when the temperature is below a predetermined level.
    The system may further comprise a NOx sensor for measuring an NOx concentration of the exhaust gas downstream of the NOx reduction unit.
    Also, the control unit may activate the pressure-increasing device when the NOx concentration is below a predetermined level.
    The present invention also relates to a NOx reduction method for optimizing emission of NOx from a combustion engine system according to the preceding claims, comprising the steps of: - exhausting exhaust gas from an internal combustion engine, - treating the exhaust gas in a NOx reduction unit, - driving a turbine of a turbocharger with the exhaust gas, - emitting the exhaust gas, - taking in air containing gas, forming scavenging gas, - compressing the scavenging gas into a compressor of the turbocharger, the method further comprises the step of activating an electrically powered motor driving the compressor of the turbocharger for compressing the scavenging gas.
    The NOx reduction unit as described above may comprise a catalytic reactor having a volume of at least 200 liters.
    Moreover, in the NOx reduction method as described above, at least 50%, preferably at least 75%, and more preferably at least 95% of the exhaust gas may be treated in the NOx reduction unit.
    Also, in said NOx reduction method, the step of activating the motor may be performed by means of a control unit.
    Furthermore, the treated exhaust gas may be emitted through a heat exchanger. Said heat exchanger may be a boiler.
    The NOx reduction method described above may further comprise the step of measuring a compression pressure in the engine, measuring a pressure of a scavenging gas, measuring a speed of the shaft of the turbocharger, and / or measuring a temperature of the gas upstream of the turbocharger and / or upstream of the catalytic reactor.
    Further, the step of activating the engine may be performed when the compression pressure, the pressure of the scavenging gas, the speed of the shaft and / or the temperature of the gas are / are below a predetermined value.
    Moreover, the engine may further comprise a heat exchanger.
    Said heat exchanger may be arranged downstream of the NOx reduction unit.
    Additionally, a reduction agent supply unit may be fluidly connected to the NOx reduction unit.
    The reduction agent supply unit may comprise a container with reducing agent and a dosing device adapted to dose an amount of reducing agent to the NOx reduction unit.
    In addition, the reducing agent may comprise ammonia (NH3).
    Also, the amount of NH3-containing fluid may be derived from data from the internal combustion engine.
    Finally, the engine may further comprise a NOx sensor arranged downstream of the NOx reduction unit, e.g. between the NOx reduction unit and the heat exchanger to measure a NOx concentration in the exhaust gas.
    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 diagram of a combustion engine system having an auxilliary engine,
    FIG. 2 shows a diagram of a combustion engine system having a control unit for activating the motor upon response from a pressure sensor,
    FIG. 3 shows a diagram of a combustion engine system with a control unit for activating the motor upon response from an encoder,
    FIG. 4 shows a diagram of a combustion engine system with a temperature sensor and a NOx sensor,
    FIG. 5 is a partial cross-sectional view of a NOx reduction unit,
    FIG. 6 shows a diagram of a combustion engine system with a heating device arranged upstream of the turbocharger,
    FIG. 7 shows a diagram of a combustion engine system with a heating device arranged upstream of the NOx reduction unit,
    FIG. 8 shows a diagram of a combustion engine system with a blower arranged between the compressor and the engine, and
    FIG. 9 shows a diagram of a combustion engine system with another heating device.
    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 a combustion engine system 1 comprising an internal combustion engine 2 having cylinders with a piston diameter of at least 20 cm, and the engine is powered by a fuel having a sulfur content of at least 0.05% and generating an exhaust gas having a NOx concentration. The system therefore comprises a NOx reduction unit 7 for purifying the exhaust gas in a catalytic reactor 8 having a capacity of at least 200 liters of exhaust gas. The system further comprises a turbocharger 3 having a turbine 4 and a compressor 6 which is connected to turbine by a shaft 5. The turbine 4 is driven by exhaust gas from the internal combustion engine 2 and drives the compressor 6 for compressing scavenging gas which is to be fed to the engine 2.
    When the engine 2 of the combustion engine system 1 is started, all parts of the system are colder than when the engine has been running for some time. In this start-up period, the gas is cooled down when the exhaust gas is treated in the NOx reduction unit 7, since the NOx reduction unit 7 is also not heated sufficiently yet. The exhaust gas is therefore, after treatment in the NOx reduction unit 7, unable to drive the turbine 4 sufficiently for the turbine to operate the compressor 6 and compress the scavenging gas in an adequate manner. The engine system 1 therefore comprises an electrically powered motor 9 for driving the shaft 5 in order to provide auxiliary power to the compressor during these periods in which the exhaust gas is not hot enough to drive the turbine to a certain rotational speed.
    In prior art engine systems, the main part of the exhaust gas is bypassing the NOx reduction unit during start-up so that the exhaust gas is able to drive the turbine sufficiently for the compressor to compress the scavenging gas to a predetermined pressure. However, if such by-pass solution is used, the NOx emission is increased during start-up, and even though the NOx emission is reduced later on when the engine has been running for some time, such engine system does not comply with the new regulations of the IMO.
    By having an electrically powered motor 9 for driving the shaft 5 in order to provide auxiliary power to the compressor 6, the NOx emission of the combustion engine system 1 may comply with the IMO regulations. When set out to sea, the motor 9 is activated to drive the compressor 6, so that the pressure of the scavenging gas is sufficient for the engine 2 to generate the power required. If the NOx reduction unit 7 is heated to normal operating temperature, it is no longer necessary for the engine 9 to assist in driving the compressor, since the exhaust gas is no longer excessively cooled in the NOx reduction unit.
    The electrically powered motor 9 is an electrical motor connected to the shaft 5, but may, in another embodiment, be connected to the shaft through a gear engaging the shaft. The motor may also operate a pump driving a hydraulic motor which engages the shaft.
    As shown in FIG. 2, the combustion engine system 1 further comprises a control unit 11 adapted to activate the engine 9 when the turbine 4 is unable to drive the compressor 6 to deliver a certain gas pressure of the scavenging gas. The control unit 11 activates the motor when a predetermined parameter is below a certain level. The parameter may be a compression pressure in the engine 2, a pressure of a scavenging gas, a speed of the shaft of the turbocharger 3, a NOx concentration of the exhaust gas downstream of the NOx reduction unit 7, or a temperature of the exhaust gas upstream of the turbocharger and / or upstream of the catalytic reactor 8.
    As shown in FIG. 2, the combustion engine system 1 comprises a pressure sensor 12 for measuring the parameter in the form of a compression pressure in the engine 2 or for measuring a pressure of a scavenging gas. The control unit 11 receives the pressure sensor measurements, and when the compression pressure or the pressure of a scavenging gas is below a predetermined level, the control unit 11 activates the motor 9. When the measured compression pressure comes closer to the predetermined level, The control unit 11 may provide a signal to the pressure sensor 12 to perform the measurement of the compression pressure more often, so that once the pressure is substantially equal to the predetermined level, the motor 9 is deactivated or turned off to minimize energy consumption.
    Another parameter which may be measured is the speed of the shaft 5 of the turbocharger 3, and for this purpose the combustion engine system 1 comprises an encoder 14 as shown in FIG. 3. The encoder is arranged to count the rotations of the shaft and thus measures the speed of the shaft of the turbocharger. When the rotation of the shaft is below a certain rotational speed, and thus below the predetermined level, the control unit 11 activates the motor 9. The motor 9 is activated when starting up the combustion engine system 1, since the system parts are cold, and as the system parts heat, the exhaust gas will have more energy to drive the turbine, and the rotational speed of the shaft will increase. When the rotational speed is above the predetermined level, the control unit 11 deactivates the motor.
    In FIG. 4, the combustion engine system 1 is capable of measuring another parameter and thus comprises a temperature sensor 15 for measuring the temperature of the gas upstream of the turbocharger 3 and / or upstream of the catalytic reactor 8. The temperature increases as the system has been running for some time, and when the temperature is above a predetermined temperature, the motor 9 is deactivated. The control unit 11 activates the motor when the temperature is below the predetermined temperature level.
    In FIG. 4, the combustion engine system 1 further comprises a by-pass channel 26 for partially by-passing the NOx reduction unit 7 with part of the exhaust gas, rendering it possible to be able to maintain a certain temperature in the exhaust gas and hence be capable of driving the turbine 4 and the compressor 6 to compress the scavenging gas to a certain pressure. The engine system further comprises a NOx sensor 10 arranged between the NOx reduction unit 7 and a heat exchanger 23 to measure a NOx concentration in the exhaust gas. Once the NOx concentration is below a certain level, the motor 9 is deactivated, and if the NOx concentration is above the certain level, the motor is activated.
    The combustion engine system 1 further comprises an exhaust receiver 24 for receiving the exhaust gas from each cylinder of the engine 2 and a scavenging gas receiver 25 for receiving the scavenging gas before it is fed to the cylinders of the engine. The heat exchanger 23 may be a boiler and is arranged downstream of the internal combustion engine 2 and downstream of the turbine 4.
    In FIG. 5, the NOx reduction unit 7 is shown comprising a container 20 with reducing agent and a dosing unit 21 for dosing an amount of the NH3-containing fluid to the exhaust gas in or before the gas enters the NOx reduction unit. The amount of NH3-containing fluid may be derived from the engine data when setting up the engine 2.
    In another solution, shown in Figs. 6 and 7, for solving the problem of having too low energy in the exhaust gas after it has been treated in the NOx reduction unit 7, the combustion engine system 1 comprises an internal combustion engine 2, a turbocharger 3, a NOx reduction unit 7 and a heating device 31 for heating exhaust gas upstream of the turbocharger or for heating the catalytic reactor 8 itself. In FIG. 6, the heating device 31 is arranged between the NOx reduction unit 7 and the turbine 4 of the turbocharger 3, and in FIG. 7, the heating device 31 is arranged upstream of the NOx reduction unit 7.
    By heating the exhaust gas, the exhaust gas is able to drive the turbine 4 and the compressor 6 in an adequate manner without an auxiliary motor having to help the compressor rotate. The heating device 31 may be a burner, such as an oil burner, a heat exchanger, a heat pump, or similar heating device applicable for heating the gas in the pipes.
    Another way of heating the exhaust gas is to use engine timing, i.e. adjustment of when the injection of fuel is performed, e.g. a late injection, so that less energy is used during combustion to move the piston, said energy instead being converted into heat.
    In order to heat the catalytic reactor 8, the heating device 31 is constituted by electrical wires arranged around or inside the wall of catalytic reactor 8, or wires arranged around pipes guiding the exhaust gas from the engine 2 to and / or from the NOx reduction unit 7. As shown in FIG. 9, the heating device may also comprise a pump 35 pumping heated gas from auxiliary equipment 36 into the NOx reduction unit 7 heating the catalytic reactor. The control unit 11 is thus adapted to activate the heating device when the turbine 4 is unable to drive the compressor to deliver a certain gas pressure of a scavenging gas.
    The combustion engine system 1 comprises a pressure sensor 12 for measuring the parameter in the form of a compression pressure in the engine 2 or for measuring a pressure of a scavenging gas. The control unit 11 receives the measurements of the pressure sensor 12, and when the compression pressure or the pressure of a scavenging gas is below a predetermined level, the control unit 11 activates the heating device 31. The compression pressure can also be estimated from the pressure of a scavenging gas.
    Another parameter which may be measured is the speed of the shaft of the turbocharger 3, and for this purpose the combustion engine system 1 comprises an encoder 14, and the control unit 11 activates the heating device 31 when the speed is below a predetermined level or deactivates the heating device when the rotational speed of the shaft 5 is above a certain level.
    The combustion engine system 1 may also comprise a temperature sensor 15 for measuring a temperature of the gas upstream of the turbocharger 3 and / or upstream of the catalytic reactor 8. The control unit 11 then activates the heating device 31 when the temperature is below a predetermined level or deactivates the heating device when the temperature is above a certain level.
    In another solution, shown in FIG. 8, for solving the problem of having too low energy in the exhaust gas after it has been treated in the NOx reduction unit 7, the combustion engine system 1 comprises an internal combustion engine 2, a turbocharger 3, a NOx reduction unit 7 and a pressure-increasing device 34 for pressurizing scavenging gas. The pressure-increasing device is arranged downstream of the compressor and is shown in FIG. 8 a blower, but may also be a compressor, a pump or similar pressure-increasing device. The combustion engine system 1 further comprises a control unit 11 adapted to activate the pressure-increasing device 34 when the turbine is unable to drive the compressor 6 to deliver a certain gas pressure of a scavenging gas.
    When the control unit 11 detects that a certain parameter is below a predetermined level, the control unit 11 activates the pressure-increasing device 34. One parameter may be a compression pressure in the engine 2 or a pressure of a scavenging gas, and the system 1 therefore comprises a pressure sensor 12. The control unit 11 then activates the pressure-increasing device 34 when the compression pressure or the pressure of a scavenging gas is below a predetermined level.
    The combustion engine system 1 of FIG. 8 further comprises an encoder 14 for measuring the speed of the shaft of the turbocharger, and when the speed is below a predetermined level, the control unit 11 activates the pressure-increasing device 34 or deactivates the pressure-increasing device if the speed is above a predetermined level.
    The combustion engine system 1 may also comprise a temperature sensor 15 for measuring a temperature of the gas upstream of the turbocharger 3 and / or upstream of the catalytic reactor 8. The control unit 11 then activates the pressure-increasing device when the temperature is below a predetermined level or deactivates the pressure-increasing device 34 when the temperature is above a certain level.
    The emission of NOx from the combustion engine system 1 is thus reduced by exhaust gas from an internal combustion engine 2 and treating the exhaust gas in a NOx reduction unit 7. The turbine 4 of a turbocharger 3 is driven by the exhaust gas, and the exhaust gas is emitted through the heat exchanger 23 while air containing gas is taken in and pressurized in the compressor 6 to form scavenging gas. Then during e.g. start up the electrically powered motor 9 is activated to help drive the compressor 6 of the turbocharger 3 to compress the scavenging gas to a predetermined pressure. In this way, substantially all of the exhaust gas is treated in the NOx reduction unit, and the emission of NOx may thus be in compliance with the regulations of the IMO.
    The activation of the engine 9 may be performed by means of a control unit 11 on the basis of measuring a compression pressure in the engine 2, measuring a pressure of a scavenging gas, measuring a speed of the shaft 5 of the turbocharger 3, and / or measuring a gas temperature upstream of the turbocharger and / or upstream of the catalytic reactor 8. When one of these parameters is below a predetermined level, the control unit 11 activates the engine and deactivates the engine when one of the parameters is above the predetermined level. The control unit 11 communicates wirelessly or by means of wires with the sensors and the motor.
    Instead of activating the engine, the control unit 11 may activate a pressure-increasing device 34, such as a blower to aid the compressor 6, or a heating device 31 or use engine timing to heat the exhaust gas as described above.
    Although the invention has been described in the above in connection with preferred embodiments of the invention, it will be evident to 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. A combustion engine system (1) comprising: - an internal combustion engine (2) having cylinders with a piston diameter of at least 20 cm, the internal combustion engine (2) generating exhaust gas, - a turbocharger (3) having a turbine (4) connected with a shaft (5) and a compressor (6) connected with the shaft (5), the turbine (4) being driven by exhaust gas from the internal combustion engine (2), - a NOx reduction unit (7) for purifying the exhaust gas from the internal combustion engine (2), comprising: - a catalytic reactor (8), wherein the combustion engine system (1) further comprises an electrically and/or hydraulically powered motor (9) for driving the shaft (5) in order to provide auxiliary power to the compressor (6).
    [2] 2. A combustion engine system (1) according to claim 1, further comprising a control unit (11) adapted to activate the motor (9) when the turbine (4) is unable to drive the compressor (6) to deliver a certain gas pressure of a scavenging gas.
    [3] 3. A combustion engine system (1) according to claim 1 or 2, further comprising a pressure sensor (12) for measuring a compression pressure in the internal combustion engine (2) or for measuring a pressure of a scavenging gas.
    [4] 4. A combustion engine system (1) according to any of the preceding claims, further comprising an encoder (14) for measuring a speed of the shaft of the turbocharger(3).
    [5] 5. A combustion engine system (1) according to any of the preceding claims, further comprising a temperature sensor (15) for measuring a temperature of the gas upstream of the turbocharger (3) and/or upstream of the catalytic reactor (8).
    [6] 6. A ΝΟχ reduction method for optimising reduction of emission of Nox from a combustion engine system (1) according to the preceding claims, comprising the steps of: - exhausting exhaust gas from an internal combustion engine (2), - treating the exhaust gas in a NOx reduction unit (7), - driving a turbine (4) of a turbocharger (3) with the exhaust gas, - emitting the exhaust gas, - taking in air containing gas, forming scavenging gas, - compressing the scavenging gas in a compressor of the turbocharger (3), wherein the NOx reduction method further comprises the step of activating an electrically powered motor driving the compressor (6) of the turbocharger (3) for compressing the scavenging gas.
    [7] 7. A ΝΟχ reduction method according to claim 6, wherein at least 50%, preferably at least 75%, and more preferably at least 95% of the exhaust gas is treated in the NOx reduction unit (7).
    [8] 8. A NOx reduction method according to claim 6 or 7, wherein the step of activating the motor (9) is performed by means of a control unit (11).
    [9] 9. A NOx reduction method according to any of the preceding claims, further comprising the step of measuring a compression pressure in the internal combustion engine (2), measuring a pressure of a scavenging gas, measuring a speed of the shaft (5) of the turbocharger (3), and/or measuring a temperature of the gas upstream of the turbocharger (3) and/or upstream of the catalytic reactor (8).
    [10] 10. A NOx reduction method according to claim 9, wherein the step of activating the motor (9) is performed when the compression pressure, the pressure of the scavenging gas, the speed of the shaft (5) and/or the temperature of the gas are/is below a predetermined value.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DKPA201370636A|DK178105B1|2013-10-31|2013-10-31|A combustion engine system|
    DK201370636|2013-10-31|DKPA201370636A| DK178105B1|2013-10-31|2013-10-31|A combustion engine system|
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    JP2014222486A| JP2015086879A|2013-10-31|2014-10-31|Combustion engine system|
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