CN1712683A - Engine apparatus - Google Patents

Abstract

The invention relates to engine installations, in particular marine engine installations. The engine equipment includes a main engine (2) for providing driving power, especially a two-stroke main internal combustion engine, and an auxiliary engine (3) for providing electric power, especially a four-stroke auxiliary internal combustion engine, wherein at least the main engine (2 ) is equipped with an exhaust gas turbocharger (6) which converts in the turbine (7) the energy contained in the exhaust gas flow of the main engine (2) into mechanical energy driving its compressor (9), The fresh air mass flow fed to the compressor (9) is compressed and fed to the main engine (2) at an increased intake pressure. According to the invention, the main engine (2) and the auxiliary engine (3) are coupled so that, when required, a part of the fresh air mass flow compressed by the exhaust gas turbocharger (6) equipped with the main engine (2) can be fed to the auxiliary engine (3).

Description

engine equipment

The invention relates to an engine installation, in particular a marine engine installation, according to the preamble of claim 1 .

Marine engine installations, in particular configured as diesel engine installations, generally have at least one main engine, especially configured as a two-stroke diesel engine, and at least one auxiliary engine, especially configured as a four-stroke diesel engine, wherein the main engine is used to provide the drive power to propel the ship , the auxiliary engine is used to provide electrical energy for the ship's onboard power supply. According to the prior art, at least the main engine of such an engine installation is equipped with an exhaust gas turbocharger, which converts the energy contained in the exhaust gas flow of the main engine in the turbine into the compression driving the exhaust gas turbocharger The mechanical energy of the engine is used to compress the mass flow of fresh air supplied to the compressor and deliver it to the main engine at a higher charge pressure.

Through advances in the development of turbochargers, higher and higher turbocharger efficiencies can be used. Normally without changing the boundary conditions, the air mass flow through the engine and the exhaust gas mass flow increase proportionally to the efficiency of the exhaust gas turbocharger. However, especially in the case of main engines designed as two-stroke diesel engines, the thermal efficiency of the engine system is not improved with the additional air mass flow or exhaust gas mass flow of the main engine. According to the prior art, the excess exhaust gas mass flow in so-called turbo-combination engine installations is utilized in that the excess exhaust gas mass flow drives a power turbine to provide mechanical or electrical energy.

The use of such turbo-compound-engine installations allows an improvement in the thermal efficiency of the overall engine installation, but the disadvantages of such turbo-compound-engine installations are high acquisition costs, high installation costs, high maintenance requirements, high training requirements for management personnel and the need for complex control system.

Therefore, the task of the present invention is to provide a new type of engine installation, in particular a new type of marine diesel engine installation.

This object is solved by an engine system according to claim 1 , in particular a marine diesel engine system. According to the invention, the main engine and the auxiliary engine are coupled such that, if required, a portion of the fresh air mass flow compressed by the exhaust gas turbocharger associated with the main engine can be supplied to the auxiliary engine.

According to the invention, a thermodynamic coupling of the main engine and the auxiliary engine is established. Excess air compressed by the exhaust gas turbocharger associated with the main engine is diverted to a bypass air mass flow, which is used by the auxiliary engine to increase its thermal efficiency and reduce emissions. According to the invention, the energy balance and thus the thermal efficiency of the overall engine installation can be improved. The disadvantages inherent in so-called turbo-compound engine installations are avoided by the invention.

Preferred developments of the invention are given in the dependent claims and the following description. Exemplary embodiments of the invention are described in detail below with reference to the drawings, but the invention is not restricted to these exemplary embodiments. in:

1 is a unit connection diagram of an engine device according to the present invention according to a first embodiment of the present invention;

2 is a unit connection diagram of the engine equipment according to the present invention according to the second embodiment of the present invention;

Fig. 3 is a unit connection diagram of an engine device according to the present invention according to a third embodiment of the present invention.

The present invention is described in more detail below with reference to FIGS. 1 to 3 .

Figure 1 shows a first embodiment of an engine plant 1 according to the invention, ie a marine diesel engine plant. The engine system 1 has a main engine 2 and an auxiliary engine 3 . The main engine 2 is a two-stroke diesel engine for driving the propeller 4 to provide the driving power to make the boat move forward. The auxiliary engine 3 is preferably a four-stroke diesel engine, which drives a generator 5 to provide the required electrical energy for the ship's on-board power supply.

In the exemplary embodiment of FIG. 1 , the main engine 2 of the engine system 1 is equipped with an exhaust gas turbocharger 6 . The exhaust gas turbocharger 6 has a turbine 7 in which the exhaust gas flow 8 of the main engine 2 is depressurized in the turbine 7 of the exhaust gas turbocharger 6 and thereby converts the energy contained in the exhaust gas flow 8 into mechanical energy for driving the exhaust gas Compressor 9 of turbocharger 6 . The exhaust gas flow depressurized in the turbine 7 is fed according to the arrow 10 to an exhaust pipe 11 designed as a smoke exhaust chimney.

The mechanical energy generated from the exhaust gas flow 8 in the turbine 7 of the exhaust gas turbocharger 6 is used in the compressor 9 of the exhaust gas turbocharger 6 to compress the fresh air mass flow 12 , wherein the compressed fresh air mass flow follows arrow 13 The main engine 2 is supplied with increased intake pressure. According to FIG. 1 , an air charge cooler 14 is connected between the compressor 9 of the exhaust gas turbocharger 6 and the main engine 2 .

According to the invention, the main engine 2 and the auxiliary engine 3 of the engine system 1 are thermally coupled according to FIG. Auxiliary engine 3 to improve its thermal efficiency. To this end, in the embodiment of FIG. 1 , a branch line 15 is connected between the compressor 9 of the exhaust gas turbocharger 6 equipped with the main engine 2 and the main engine 2 , wherein the branch line 15 is arranged after the charge air cooler 14 Before the cylinder bank of the main engine 2 , a part of the fresh air mass flow compressed by the exhaust gas turbocharger 6 equipped with the main engine 2 can be supplied to the auxiliary engine 3 . A bypass air mass flow according to arrow 16 is established accordingly.

As shown in FIG. 1 , a switchable valve 17 is connected between the branch pipe 15 and the secondary engine 3 . When the valve 17 is closed, there is no bypass air mass flow branching off in the branch line 15 in the direction of the secondary engine 3 . Conversely, with valve 17 closed, all the air compressed by exhaust gas turbocharger 6 is supplied to main engine 2 . Especially in the operating state of the engine installation 1 , in which the auxiliary engine 3 is not running and the main engine 2 is operating at part load, the valve 17 is completely closed. Conversely, if the main engine 2 is operating at full load and the auxiliary engine 3 is not running, the valve 17 is moved into an open position in which the bypass-air mass flow branched off in the branch line 15 according to the arrow 16 according to the arrow 18 directly into the exhaust pipe 11. If, on the contrary, the auxiliary engine 3 is also started, that is, there is a coupled operation of the main engine 2 and the auxiliary engine 3, the switchable valve 17 is moved into an open position, in which the branch line 15 divides the bypass according to the arrow 16 - The air mass flow is directed to the secondary engine 3 according to arrow 19 . In the exemplary embodiment of FIG. 1 , an air charge cooler 20 of the secondary engine 3 is also integrated between the switchable valve 17 and the secondary engine 3 . The exhaust gas flow 21 generated by the secondary engine 3 is fed directly to the exhaust pipe 11 . When the main engine 2 and the auxiliary engine 3 are coupled to run, the pressure in front of the cylinder bank of the main engine 2 almost corresponds to the pressure in front of the cylinder bank of the auxiliary engine 3; the pressure behind the cylinder bank of the auxiliary engine 3 almost corresponds to the ambient pressure.

In the exemplary embodiment of FIG. 1 , the combustion air requirement of the auxiliary engine 3 is completely satisfied by the bypass air mass flow of the main engine 2 branched according to the arrow 16 . Secondary engine 3 is not equipped with its own exhaust turbocharger. The efficiency of the overall engine system 1 can be improved by the embodiment of FIG. 1 . By omitting the exhaust gas turbocharger equipped for the auxiliary engine 3, the purchase cost and maintenance cost are reduced. In the embodiment of FIG. 1 , the intake air cooler 20 provided for the auxiliary engine 3 can also be omitted. This again reduces acquisition and maintenance costs. The fuel consumption of the secondary engine 3 can be reduced by approximately at least 10% compared to the prior art.

FIG. 2 shows a second embodiment of an engine arrangement 22 according to the invention. Like the exemplary embodiment of FIG. 1 , the motor system 22 of FIG. 2 also has a main motor and a secondary motor. To avoid unnecessary repetition, the same reference numerals are used for the same components. Only the details which distinguish the embodiment of FIG. 2 from the embodiment of FIG. 1 are considered below. Regarding the common points between the two embodiments, please refer to the above description.

In the exemplary embodiment of FIG. 2 the auxiliary engine 3 is equipped with its own exhaust gas turbocharger 23 . According to FIG. 2 , the compressor 24 of the exhaust gas turbocharger 23 associated with the secondary engine 3 is connected between the valve 17 and the charge air cooler 20 of the secondary engine 3 . Correspondingly, the bypass air mass flow of the main engine 2 , which is branched according to the arrow 16 in the branch line 15 , is supplied to the compressor 24 of the exhaust gas turbocharger 23 associated with the auxiliary engine 3 , and in this compressor 24 is compressed again. This establishes a two-stage compression of the intake air with intercooling. The secondary compression ratio, which is higher than the primary supercharging level, can correspondingly be represented by the engine system 22 according to FIG. 2 . A strongly increased scavenging pressure drop results from the first stage turbine, which can be used in the form of positive air exchange work to increase efficiency. Compared with the prior art, the fuel consumption of the auxiliary engine 3 can be reduced by approximately 20% by means of the structure according to FIG. 2 .

2, the exhaust gas flow 21 of the auxiliary engine 2 is fed to the turbine 25 of the exhaust gas turbocharger 23 associated with the auxiliary engine 3, wherein in the exhaust gas turbocharger 23 the exhaust gas flow of the auxiliary engine 3 21 is decompressed and the energy contained in the exhaust gas flow is converted into mechanical energy, which is then used to drive the compressor 24 of the exhaust gas turbocharger 23 associated with the secondary engine 3 . The exhaust gas flow of the auxiliary engine 3 , depressurized in the turbine 25 , is conveyed according to the arrow 26 to the exhaust pipe 11 . It should be pointed out again that, in the embodiment of FIG. 2 , two-stage compression of the fresh air mass flow of the auxiliary engine is realized, but the decompression of the exhaust flow of the auxiliary engine 3 and the exhaust flow of the main engine 2 is performed in one stage.

FIG. 3 shows another embodiment of an engine arrangement 27 according to the invention. The engine arrangement 27 of FIG. 3 also still has a main engine and an auxiliary engine, wherein the main engine and the auxiliary engine are thermally coupled. To avoid unnecessary repetition, the same reference numerals are used here for the same components. Only the details of the embodiment of FIG. 3 that distinguish the embodiment of FIG. 3 from the embodiment of FIG. 1 are considered in detail below. For the common points between the two embodiments, please refer to the above description.

In the embodiment of FIG. 3 the auxiliary engine 3 is again provided with its own exhaust gas turbocharger 28, wherein in the embodiment of FIG. Between the compressor 29 and the charge air cooler 20 of the auxiliary engine 3 . The exhaust gas turbocharger 28 assigned to the secondary engine takes in a fresh air mass flow 30 and compresses it independently of the exhaust gas turbocharger 6 associated with the main engine 2 . As shown in FIG. 3 , a further switchable valve 31 is connected between the auxiliary engine 3 and the turbine 32 of the exhaust gas turbocharger 28 associated with the auxiliary engine 3 . Depending on the open position of the switchable valve 31 , the exhaust gas mass flow 21 of the auxiliary engine 3 is either fed according to the arrow 33 to the turbine 32 of the exhaust gas turbocharger 28 associated with the auxiliary engine 3 or according to the arrow 34 to the exhaust pipe 11 . If the exhaust gas flow 21 of the secondary engine 3 is sent to the turbine 32 for decompression, the energy contained in the exhaust gas flow 21 is converted into mechanical energy to drive the compressor 29 of the exhaust gas turbocharger 28 equipped for the secondary engine 3, and decompression The pressurized exhaust gas flow is fed back to the exhaust pipe 21 according to the arrow 35. As shown in FIG. 3 , a further branch with a switchable valve 36 is integrated between the branch 15 and the valve 17 , wherein, depending on the opening position of the valve 36 , the bypass-air mass flow diverted at the branch 15 can be directed directly to Exhaust pipe 11.

In the exemplary embodiment of FIG. 3 , the main engine 2 and the auxiliary engine 3 are respectively equipped with their own exhaust gas turbochargers 6 or 28 . In uncoupled operation, valve 17 is closed and valve 36 is opened, so that the excess air mass flow, possibly generated by exhaust gas turbocharger 6 associated with main engine 2 , can be directed via valve 36 directly to exhaust tract 11 . In coupled operation, the valve 17 is open and the excess air mass flow produced by the exhaust gas turbocharger 6 associated with the main engine 2 is available for the auxiliary engine 3 . If this bypass air mass flow is sufficient to supply the secondary engine 3 with a sufficient charge pressure, according to the invention the exhaust gas turbocharger 28 assigned to the secondary engine 3 is switched off. In this case, therefore, the exhaust gas flow 21 of the secondary engine 3 is conveyed directly to the exhaust pipe 11 via the valve 31 according to the arrow 34 . Since in the embodiment of FIG. 3 the exhaust gas turbocharger 28 associated with the secondary engine 3 can be switched off, its operating time and load are reduced, and maintenance and repair costs are thus also reduced. When the main engine 2 and the auxiliary engine 3 are coupled to run, the pressure in front of the cylinder bank of the main engine 2 almost corresponds to the pressure in front of the cylinder bank of the auxiliary engine 3; the pressure behind the cylinder bank of the auxiliary engine 3 almost corresponds to the ambient pressure.

Correspondingly, all the exemplary embodiments of FIGS. 1 to 3 have in common that the main engine 2 and the auxiliary engine 3 of the engine system 1 , 22 or 27 are thermally coupled. A part of the air mass flow compressed by the exhaust gas turbocharger 6 equipped with the main engine 2 can be sent to the auxiliary engine 3 to improve thermal efficiency. An exhaust gas turbocharger associated with auxiliary engine 3 can be dispensed with here. However, it is also possible to equip the secondary engine 3 with its own exhaust gas turbocharger. In the embodiment of FIGS. 1 and 3 , the fuel consumption of the secondary engine 3 can be reduced by approximately at least 10%, and in the case of the embodiment of FIG. 2 by at least approximately 20%.

list of reference signs

1 engine equipment

2 main engines

3 sets of engines

4 propellers

5 generators

6 exhaust gas turbocharger

7 turbo

8 exhaust flow

9 compressors

10 arrows

11 exhaust pipe

12 fresh air mass flow

13 arrows

14 charge air cooler

15 tubes

16 arrows

17 valves

18 arrows

19 arrows

20 charge air cooler

21 exhaust flow

22 engine equipment

23 exhaust gas turbocharger

24 compressors

25 Turbo

26 arrows

27 engine equipment

28 exhaust gas turbocharger

29 compressors

30 fresh air mass flow

31 valve

32 Turbo

33 arrows

34 arrows

35 arrows

36 valves

Claims (10)

1, engine apparatus, marine engine equipment particularly, have a master motor (2) that is used to provide driving power, two-stroke master internal-combustion engine particularly, with an assistant engine (3) that is used to provide electric power, the secondary internal-combustion engine of four-stroke particularly, wherein master motor (2) has been equipped with an exhaust-gas turbocharger (6) at least, the energy that comprises in the exhaust flow of this exhaust-gas turbocharger with master motor (2) becomes to drive the mechanical energy of its compressor (9) in turbine (7) internal conversion, flow to the fresh air quantity stream of compressor (9) and it is flowed to master motor (2) with the suction pressure that improves with compression, it is characterized in that, master motor (2) and assistant engine (3) coupling, make that when needed a part can flow to assistant engine (3) by the fresh air quantity stream of exhaust-gas turbocharger (6) compression that is equipped with for master motor (2).

2, according to the engine apparatus of claim 1, it is characterized in that, between the compressor (9) of the exhaust-gas turbocharger (6) that is equipped with for master motor (2) and master motor (2), connected a charge air cooler (14), wherein connected an arm (15) between charge air cooler (14) and master motor (2), a part can be shunted to assistant engine (3) by this arm by the fresh air quantity stream that is exhaust-gas turbocharger (6) compression of master motor (2) outfit.

3, according to the engine apparatus of claim 2, it is characterized in that, between arm (15) and assistant engine (3), connected a convertible valve (17) at least.

4, according to the engine apparatus of claim 3, it is characterized in that, between convertible valve (17) and assistant engine (3), connected the charge air cooler (20) that is equipped with for assistant engine (3).

5, according to the engine apparatus of claim 3 or 4, it is characterized in that, between convertible valve (17) and assistant engine (3), connected exhaust-gas turbocharger (23), made a part of fresh air quantity stream shunting when needed, that compress by the exhaust-gas turbocharger (6) that is equipped with for master motor (2) can flow to the compressor (24) of the exhaust-gas turbocharger (23) that is equipped with for assistant engine (3) to carry out the secondary compression for assistant engine (3) outfit.

According to the engine apparatus of claim 5, it is characterized in that 6, the transformation of energy that the exhaust-gas turbocharger (23) that is equipped with for assistant engine (3) comprises in the exhaust flow with assistant engine (3) becomes to drive the mechanical energy of its compressor (24) in turbine (25).

7, according to the engine apparatus of claim 5 or 6, it is characterized in that, between the compressor (24) of the exhaust-gas turbocharger (23) that is equipped with for assistant engine (3) and assistant engine (3), connected charge air cooler (20).

According to the engine apparatus of claim 3 or 4, it is characterized in that 8, convertible valve (17) is connected between the compressor (29) of the exhaust-gas turbocharger (28) that is equipped with into assistant engine (3) and assistant engine (3).

9, engine apparatus according to Claim 8, it is characterized in that, if a part of fresh air quantity stream shunting when needed, that compressed by the exhaust-gas turbocharger (6) that is equipped with for master motor (2) provides enough suction pressures for assistant engine (3), can close for the exhaust-gas turbocharger (28) that assistant engine (3) is equipped with this moment so.

10, according to Claim 8 or 9 engine apparatus, it is characterized in that, between the turbine (32) that is the exhaust-gas turbocharger (28) that is equipped with of assistant engine (3) and assistant engine (3), connect another convertible valve (31).

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