EP3527798A1 - Gas engine system - Google Patents
Gas engine system Download PDFInfo
- Publication number
- EP3527798A1 EP3527798A1 EP17860241.3A EP17860241A EP3527798A1 EP 3527798 A1 EP3527798 A1 EP 3527798A1 EP 17860241 A EP17860241 A EP 17860241A EP 3527798 A1 EP3527798 A1 EP 3527798A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- catalyst
- gas engine
- turbocharger
- gas
- pipe
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000007789 gas Substances 0.000 claims abstract description 145
- 239000003054 catalyst Substances 0.000 claims abstract description 131
- 239000002737 fuel gas Substances 0.000 claims abstract description 35
- 238000002347 injection Methods 0.000 claims description 19
- 239000007924 injection Substances 0.000 claims description 19
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 11
- 239000003463 adsorbent Substances 0.000 claims description 9
- 238000011144 upstream manufacturing Methods 0.000 claims description 8
- 230000015556 catabolic process Effects 0.000 claims description 7
- 238000006731 degradation reaction Methods 0.000 claims description 7
- 239000000126 substance Substances 0.000 claims description 6
- -1 steam Substances 0.000 claims description 5
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 14
- 230000001590 oxidative effect Effects 0.000 description 7
- 238000002485 combustion reaction Methods 0.000 description 5
- 239000000446 fuel Substances 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 4
- 239000000203 mixture Substances 0.000 description 3
- 239000003345 natural gas Substances 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- OYPRJOBELJOOCE-UHFFFAOYSA-N Calcium Chemical compound [Ca] OYPRJOBELJOOCE-UHFFFAOYSA-N 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- KDLHZDBZIXYQEI-UHFFFAOYSA-N Palladium Chemical compound [Pd] KDLHZDBZIXYQEI-UHFFFAOYSA-N 0.000 description 2
- ATUOYWHBWRKTHZ-UHFFFAOYSA-N Propane Chemical compound CCC ATUOYWHBWRKTHZ-UHFFFAOYSA-N 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 229910052791 calcium Inorganic materials 0.000 description 2
- 239000011575 calcium Substances 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 230000003647 oxidation Effects 0.000 description 2
- 238000007254 oxidation reaction Methods 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- OTMSDBZUPAUEDD-UHFFFAOYSA-N Ethane Chemical compound CC OTMSDBZUPAUEDD-UHFFFAOYSA-N 0.000 description 1
- 229910001111 Fine metal Inorganic materials 0.000 description 1
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 description 1
- QAOWNCQODCNURD-UHFFFAOYSA-N Sulfuric acid Chemical compound OS(O)(=O)=O QAOWNCQODCNURD-UHFFFAOYSA-N 0.000 description 1
- HCHKCACWOHOZIP-UHFFFAOYSA-N Zinc Chemical compound [Zn] HCHKCACWOHOZIP-UHFFFAOYSA-N 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- 238000010531 catalytic reduction reaction Methods 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 239000011247 coating layer Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- TXKMVPPZCYKFAC-UHFFFAOYSA-N disulfur monoxide Inorganic materials O=S=S TXKMVPPZCYKFAC-UHFFFAOYSA-N 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000010881 fly ash Substances 0.000 description 1
- 238000002309 gasification Methods 0.000 description 1
- WPBNNNQJVZRUHP-UHFFFAOYSA-L manganese(2+);methyl n-[[2-(methoxycarbonylcarbamothioylamino)phenyl]carbamothioyl]carbamate;n-[2-(sulfidocarbothioylamino)ethyl]carbamodithioate Chemical compound [Mn+2].[S-]C(=S)NCCNC([S-])=S.COC(=O)NC(=S)NC1=CC=CC=C1NC(=S)NC(=O)OC WPBNNNQJVZRUHP-UHFFFAOYSA-L 0.000 description 1
- 239000002923 metal particle Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000010705 motor oil Substances 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 229910052763 palladium Inorganic materials 0.000 description 1
- 239000011295 pitch Substances 0.000 description 1
- 229910052697 platinum Inorganic materials 0.000 description 1
- 239000001294 propane Substances 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 229910052717 sulfur Inorganic materials 0.000 description 1
- 239000011593 sulfur Substances 0.000 description 1
- XTQHKBHJIVJGKJ-UHFFFAOYSA-N sulfur monoxide Chemical compound S=O XTQHKBHJIVJGKJ-UHFFFAOYSA-N 0.000 description 1
- 229910052725 zinc Inorganic materials 0.000 description 1
- 239000011701 zinc Substances 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/103—Oxidation catalysts for HC and CO only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/28—Construction of catalytic reactors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
- F01N2340/06—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the arrangement of the exhaust apparatus relative to the turbine of a turbocharger
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
- F01N2590/02—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for marine vessels or naval applications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
- F01N2590/10—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for stationary applications
Definitions
- the present invention relates to a gas engine system including a gas engine and a turbocharger.
- gas engine systems that include: a gas engine that combusts fuel gas to drive, for example, a power generator; and a turbocharger that uses exhaust gas discharged from the gas engine as a driving source and feeds compressed air to the gas engine.
- a gas engine system adopts a gas engine of a flame propagation type, which ignites an air-fuel mixture supplied into a combustion chamber by pilot light (e.g., by a spark generated by a spark plug or by self-ignition of pilot oil), the air-fuel mixture being a mixture of fuel gas and compressed air.
- pilot light e.g., by a spark generated by a spark plug or by self-ignition of pilot oil
- the air-fuel mixture being a mixture of fuel gas and compressed air.
- part of the fuel gas is left uncombusted near the wall surface of the combustion chamber, and the uncombusted fuel gas is discharged from the gas engine together with exhaust gas.
- the uncombusted fuel gas in the exhaust gas contains a large amount of methane.
- Patent Literature 1 discloses oxidizing the uncombusted fuel gas in the exhaust gas by using a catalyst.
- the catalyst is set in an exhaust gas passage extending from the gas engine to the turbocharger.
- the temperature of the exhaust gas before it is expanded in the turbocharger is high. Accordingly, in the exhaust gas passage extending from the gas engine, if the catalyst is set upstream of the turbocharger, the uncombusted fuel gas can be oxidized by the catalyst more efficiently than in a case where the catalyst is set downstream of the turbocharger.
- Patent Literature 2 discloses setting a catalyst in the exhaust gas passage extending from the gas engine to the turbocharger, the catalyst being used for SCR (selective catalytic reduction) in which nitrogen oxides (NO X ) are reduced by using methane as a reductant, although the catalyst set in the exhaust gas passage in Patent Literature 2 is not a catalyst that oxidizes the uncombusted fuel gas.
- SCR selective catalytic reduction
- Patent Literature 1 merely discloses a schematic configuration of the gas engine system in the form of a block diagram, and does not disclose what layout should be adopted. For example, if the gas engine and the turbocharger are connected by straight piping, and a catalyst converter incorporating a catalyst therein is interposed in the middle of the piping, the overall length of the gas engine system will be significantly great.
- Patent Literature 2 discloses a layout in which, in relation to the gas engine, a catalyst converter incorporating a catalyst therein is disposed in a direction orthogonal to the cylinder arrangement direction, and the turbocharger is disposed above a gap between the catalyst converter and the gas engine.
- the catalyst incorporated in the catalyst converter of Patent Literature 2 is not a catalyst that oxidizes the uncombusted fuel gas, but a catalyst for SCR.
- an object of the present invention is to provide a gas engine system that allows a catalyst converter for oxidizing uncombusted fuel gas in exhaust gas to be interposed in an exhaust gas passage extending from a gas engine to a turbocharger while allowing the turbocharger to be disposed adjacently to the gas engine.
- a gas engine system includes: a gas engine including a crank shaft and a plurality of cylinders arranged in an axial direction of the crank shaft; an exhaust pipe extending over the plurality of cylinders in a bridging manner; a turbocharger disposed at a position that is away in the axial direction of the crank shaft from one end portion of the exhaust pipe; a catalyst converter that incorporates therein a catalyst that oxidizes uncombusted fuel gas in exhaust gas discharged from the gas engine; and a power generator disposed opposite to the turbocharger, with the gas engine being positioned between the power generator and the turbocharger, the power generator being coupled to the crank shaft.
- the catalyst converter is interposed in a passage extending from an exhaust gas outlet of the exhaust pipe to an exhaust gas inlet of the turbocharger, and is disposed above the power generator.
- the power generator is disposed opposite to the turbocharger, with the gas engine being positioned between the power generator and the turbocharger. Therefore, particularly in a case where the exhaust gas outlet is provided at the other end portion of the exhaust pipe, the other end portion being positioned opposite to the aforementioned one end portion positioned at the turbocharger side, the catalyst converter can be disposed by utilizing relatively useless space above the power generator.
- the one end portion of the exhaust pipe at the turbocharger side may be provided with a bypass port.
- the gas engine system may further include: a first relay pipe that connects the exhaust gas outlet and the catalyst converter; a second relay pipe that connects the catalyst converter and the exhaust gas inlet of the turbocharger; a bypass pipe that extends from the bypass port of the exhaust pipe, and merges with the second relay pipe; a first bypass valve provided on the first relay pipe; and a second bypass valve provided on the second relay pipe and positioned upstream of a position where the bypass pipe merges with the second relay pipe. According to this configuration, replacement of the catalyst can be performed even while the gas engine system is operating.
- the catalyst converter may include: a tubular casing accommodating a catalyst support; an upstream-side hood that expands toward the casing; and a downstream-side hood that narrows from the casing.
- the upstream-side hood may be provided with an injection mechanism that injects water, steam, or gas toward the catalyst support. This configuration makes it possible to lay out the catalyst support over a wide area. Moreover, by injecting the water, steam, or gas from the injection mechanism toward the catalyst support, excessive increase in the catalyst temperature can be suppressed; extraneous matter adhered to the surface of the catalyst support can be removed; or the catalyst can be activated at an early stage of the start of the gas engine.
- the catalyst converter may incorporate therein an adsorbent positioned upstream of the catalyst, the adsorbent being capable of adsorbing a substance that causes degradation of performance of the catalyst. This configuration makes it possible to extend the life of the catalyst.
- the catalyst converter may be provided with a temperature sensor for detecting a temperature of the catalyst converter.
- An oxidizing reaction of the uncombusted fuel gas, which is catalyzed by the catalyst, is highly sensitive to the concentration of the uncombusted fuel gas in the exhaust gas. Therefore, by providing the catalyst converter with the temperature sensor, abnormalities in the gas engine that cause increase in the concentration of the uncombusted fuel gas can be detected.
- the present invention makes it possible to allow the catalyst converter for oxidizing the uncombusted fuel gas in the exhaust gas to be interposed in the exhaust gas passage extending from the gas engine to the turbocharger while allowing the turbocharger to be disposed adjacently to the gas engine.
- Figs. 1 to 2B show a gas engine system 1 according to one embodiment of the present invention.
- the embodiment is intended for realizing a suitable layout for a 4-stroke gas engine.
- the gas engine system 1 includes: a 4-stroke gas engine 2, which combusts fuel gas; and a power generator 15 driven by the gas engine 2.
- the gas engine system 1 further includes: a turbocharger 5 disposed adjacently to the gas engine 2; and an air cooler 12 and a catalyst converter 6, which are provided between the gas engine 2 and the turbocharger 5.
- the gas engine 2 includes: a crank shaft 22; and an engine frame 21, which accommodates large part of the crank shaft 22.
- An end portion of the crank shaft 22, the end portion projecting from the engine frame 21, is coupled to the power generator 15 via a flywheel 14.
- the flywheel 14 is driven by an unshown starter motor that is an air motor.
- a plurality of cylinders 31 are incorporated in the engine frame 21.
- the cylinders 31 are arranged in the axial direction of the crank shaft 22 in two rows.
- One row of cylinders 31 and the other row of cylinders 31 are inclined relative to the vertical direction at the same angle.
- the angle between the cylinders 31 is an acute angle, and the cylinders 31 form a V shape.
- the one row of cylinders 31 and the other row of cylinders 31 may be inclined relative to the vertical direction at different angles from each other.
- the angle between the cylinders 31 when seen in the axial direction of the crank shaft 22 may be the right angle such that the cylinders 31 form an L shape.
- the cylinders 31 may be arranged in a single row.
- Each cylinder 31 forms a combustion chamber 30 together with a piston 33 disposed in the cylinder 31 and a corresponding one of cylinder heads 32.
- An intake port 3a and an exhaust port 3b are formed in each cylinder head 32.
- the cylinder head 32 is also provided with intake valves 34 and exhaust valves 35.
- the intake valves 34 open/close the opening of the intake port 3a to the combustion chamber 30, and the exhaust valves 35 open/close the opening of the exhaust port 3b to the combustion chamber 30.
- the cylinder head 32 is further provided with a fuel valve 36, which injects the fuel gas into the intake port 3a.
- the fuel gas is, for example, natural gas containing methane as a main component.
- an intake chamber 2a is formed, which extends in the axial direction of the crank shaft 22 along all the cylinders 31 in a bridging manner.
- the intake ports 3a provided for the respective cylinders 31 are each connected to the intake chamber 2a by corresponding one of first connecting pipes 2c.
- an exhaust pipe 4 is disposed.
- the exhaust pipe 4 extends in the axial direction of the crank shaft 22 over all the cylinders 31 in a bridging manner.
- the exhaust ports 3b provided for the respective cylinders 31 are each connected to the exhaust pipe 4 by a corresponding one of second connecting pipes 2b.
- the turbocharger 5 is disposed at a position that is away in the axial direction of the crank shaft 22 from one end portion of the exhaust pipe 4, the one end portion being positioned opposite to the other end portion positioned at the power generator 15 side.
- the turbocharger 5 is disposed opposite to the power generator 15, with the gas engine 2 being positioned between the turbocharger 5 and the power generator 15.
- the axial direction of the crank shaft 22 is referred to as the forward-rearward direction (in particular, the turbocharger 5 side is referred to as the forward side, and the power generator 15 side is referred to as the rearward side), and the horizontal direction orthogonal to the forward-rearward direction is referred to as the right-left direction (in particular, the front side of the direction orthogonal to the plane of Fig. 1 is referred to as the right side, and the back side of the direction is referred to as the left side).
- the turbocharger 5 includes: a compressor including an air inlet 51 and an air outlet 52; and a turbine including an exhaust gas inlet 53 and an exhaust gas outlet 54.
- the air inlet 51 is open to the left, and the air outlet 52 is open diagonally downward.
- the exhaust gas inlet 53 is open upward (not in a direction toward the exhaust pipe 4), and the exhaust gas outlet 54 is open forward.
- the air cooler 12 is disposed immediately below the turbocharger 5 and forward of the gas engine 2.
- the air outlet 52 of the turbocharger 5 is connected to the air cooler 12 by a first air supply pipe 11, and the air cooler 12 is connected to the intake chamber 2a by a second air supply pipe 13.
- the first air supply pipe 11 extends diagonally downward and then smoothly bends diagonally sideways.
- the second air supply pipe 13 has a straight shape extending in the forward-rearward direction.
- the catalyst converter 6 is disposed above the power generator 15.
- the catalyst converter 6 is disposed opposite to the turbocharger 5, with the exhaust pipe 4 being positioned between the catalyst converter 6 and the turbocharger 5.
- the catalyst converter 6 includes an inlet open forward and an outlet open rearward, and the catalyst converter 6 incorporates therein a catalyst that oxidizes uncombusted fuel gas in exhaust gas discharged from the gas engine 2.
- the rear end portion of the exhaust pipe 4 is provided with an exhaust gas outlet 41, which is open rearward.
- the forward end portion of the exhaust pipe 4 is provided with a bypass port 42, which is open forward.
- the exhaust gas outlet 41 of the exhaust pipe 4 is connected to the inlet of the catalyst converter 6 by a first relay pipe 71, and the outlet of the catalyst converter 6 is connected to the exhaust gas inlet 53 of the turbocharger 5 by a second relay pipe 72. That is, the first relay pipe 71, the catalyst converter 6, and the second relay pipe 72 form a passage extending from the exhaust gas outlet 41 of the exhaust pipe 4 to the exhaust gas inlet 53 of the turbocharger 5.
- the catalyst converter 6 is interposed in the passage extending from the exhaust gas outlet 41 of the exhaust pipe 4 to the exhaust gas inlet 53 of the turbocharger 5.
- the first relay pipe 71 has a straight shape extending in the forward-rearward direction.
- the second relay pipe 72 includes: a straight portion extending in the forward-rearward direction immediately above the catalyst converter 6 and the exhaust pipe 4; a 180-degree bent portion extending from the outlet of the catalyst converter 6 to the upstream end of the straight portion; and a 90-degree bent portion extending from the downstream end of the straight portion to the exhaust gas inlet 53 of the turbocharger 5.
- expandable and contractable members intended for absorbing thermal expansion may be incorporated at suitable positions in the first relay pipe 71 and the second relay pipe 72.
- the bypass port 42 of the exhaust pipe 4 is connected to the second relay pipe 72 by a bypass pipe 8.
- the bypass pipe 8 bends from the bypass port 42 of the exhaust pipe 4 by 90 degrees, and merges with the straight portion of the second relay pipe 72.
- the exhaust gas from the exhaust pipe 4 is led to the catalyst converter 6 through the first relay pipe 71.
- the exhaust gas from the exhaust pipe 4 is led the second relay pipe 72 through the bypass pipe 8.
- the first relay pipe 71 is provided with a first bypass valve 75
- the second relay pipe 72 is provided with a second bypass valve 76.
- the second bypass valve 76 is positioned upstream of a position where the bypass pipe 8 merges with the second relay pipe 72.
- the bypass pipe 8 is provided with a third bypass valve 85. Normally, the third bypass valve 85 is in a closed state, and the first bypass valve 75 and the second bypass valve 76 are in an open state. In a particular situation, the first bypass valve 75 and the second bypass valve 76 are closed, and the third bypass valve 85 is opened.
- the catalyst converter 6 includes: a tubular casing 62 accommodating catalyst supports 65 and extending in the forward-rearward direction; an upstream-side hood 61, which expands toward the casing 62; and a downstream-side hood 63, which narrows from the casing 62.
- the casing 62 has a rectangular sectional shape.
- the casing 62 may have a circular sectional shape, for example.
- the interior of the casing 62 is divided into a plurality of small rooms by a lattice member 64.
- a plurality of catalyst supports 65 are disposed such that they are stacked in the flow direction of the exhaust gas.
- Each of the catalyst supports 65 has, for example, a structure in which corrugated plates and flat plates are stacked alternately, and coating layers each containing a catalyst are formed on the surfaces of these plates.
- fine metal particles made of, for example, platinum or palladium can be used as the catalyst.
- the upstream-side hood 61 is provided with an injection mechanism 9, which injects water, steam, or gas toward the catalyst supports 65.
- the injection mechanism 9 is formed by, for example, a main pipe 91 and a plurality of branch pipes 92.
- the main pipe 91 extends in the right-left direction above the upstream-side hood 61.
- the plurality of branch pipes 92 hang down from the main pipe 91 into the upstream-side hood 61.
- Each of the branch pipes 92 is provided with nozzles that are directed rearward and arranged at regular pitches. However, the injection mechanism 9 may be eliminated.
- the catalyst converter 6 is provided with a temperature sensor 67 for detecting the temperature of the catalyst converter 6.
- An oxidizing reaction of the uncombusted fuel gas, which is catalyzed by the catalyst, is highly sensitive to the concentration of the uncombusted fuel gas in the exhaust gas. Therefore, by providing the catalyst converter 6 with the temperature sensor 67, abnormalities in the gas engine 2 that cause increase in the concentration of the uncombusted fuel gas (e.g., fuel gas leakage from the fuel valves 36) can be detected.
- the route of the piping from the exhaust gas outlet 41 of the exhaust pipe 4 to the exhaust gas inlet 53 of the turbocharger 5 can be freely set depending on the directions of the openings of the exhaust gas outlet 41 of the exhaust pipe 4 and the exhaust gas inlet 53 of the turbocharger 5. That is, whatever position the catalyst converter 6, which incorporates therein the catalyst that oxidizes the uncombusted fuel gas in the exhaust gas, is disposed at, the catalyst converter 6 can be connected to the exhaust gas outlet 41 of the exhaust pipe 4 and the exhaust gas inlet 53 of the turbocharger 5. In other words, the catalyst converter 6 can be interposed in the exhaust gas passage extending from the gas engine 2 to the turbocharger 5 while allowing the turbocharger 5 to be disposed adjacently to the gas engine 2.
- the rear end portion of the exhaust pipe is provided with the exhaust gas outlet 41, and the catalyst converter 6 is disposed rearward of the exhaust pipe 4. This makes it possible to connect the catalyst converter 6 and the exhaust gas outlet 41 by the shortest possible distance. Furthermore, the catalyst converter 6 is disposed above the power generator 15. That is, the catalyst converter 6 can be disposed by utilizing relatively useless space above the power generator 15.
- the present embodiment includes the bypass pipe 8. Therefore, by closing the first bypass valve 75 and the second bypass valve 76 and opening the third bypass valve 85, replacement of the catalyst (in the present embodiment, the catalyst supports 65) can be performed even while the gas engine system 1 is operating. It should be noted that in the case of performing the replacement of the catalyst while the gas engine system 1 is in a stopped state, the bypass pipe 8 and the first and second bypass valves 75 and 76 may be eliminated.
- the catalyst converter 6 is configured such that the catalyst converter 6 widens from both end portions thereof toward the central portion thereof. This makes it possible to lay out the catalyst supports 65 over a wide area. Consequently, pressure loss can be reduced. Since the upstream-side hood 61 of the catalyst converter 6 is provided with the injection mechanism 9, excessive increase in the catalyst temperature can be suppressed; extraneous matter adhered to the surface of the catalyst supports 65 can be removed; or the catalyst can be activated at an early stage of the start of the gas engine 2.
- the concentration of the uncombusted fuel gas in the exhaust gas increases, abnormal oxidation may occur in the catalyst converter 6, causing the temperature of the catalyst to become excessively high.
- nitrogen, air, steam, water, or the like may be injected from the injection mechanism 9.
- the injection of the air may be performed by utilizing a pneumatic circuit to the starter motor, which is an air motor.
- the gas engine system 1 is installed together with a boiler, steam from the boiler may be led to the injection mechanism 9.
- air or water may be injected from the injection mechanism 9.
- gas that is more reactive than the fuel gas may be injected from the injection mechanism 9.
- gas that is more reactive than the fuel gas may be injected from the injection mechanism 9.
- ethane or propane may be injected from the injection mechanism 9.
- oil or oxygen may be injected from the injection mechanism 9.
- the catalyst supports 65 can be washed with the water, and thus degradation of the catalyst performance can be prevented, because the exhaust gas and engine oil often contain substances that cause degradation of the catalyst performance, such as sulfur oxide, calcium, and zinc. It should be noted that, other than the injection of water from the injection mechanism 9, there are the following first to third methods for preventing degradation of the catalyst performance.
- the amount of fuel gas injected from the fuel valves 36 is increased to intentionally increase the concentration of the uncombusted fuel gas in the exhaust gas, thereby facilitating the oxidizing reaction in the catalyst converter 6 so as to increase the temperature of the catalyst converter 6.
- substances adhered to the catalyst e.g., S or SO 4
- oxygen is injected from the injection mechanism 9, thereby facilitating the oxidizing reaction in the catalyst converter 6 so as to increase the temperature of the catalyst converter 6.
- the catalyst supports 65 are removed from the catalyst converter 6 and immersed into water. As a result, if S or SO 4 is adhered to the catalyst, such substance can be dissolved into water as H 2 SO 4 .
- the catalyst converter 6 may incorporate therein an adsorbent 66, which is capable of adsorbing substances that cause degradation of the catalyst performance.
- an adsorbent 66 which is capable of adsorbing substances that cause degradation of the catalyst performance.
- the adsorbent 66 may be disposed upstream of the catalyst supports 65. This configuration makes it possible to extend the life of the catalyst.
- Activated carbon, or an adsorbent containing calcium or manganese, may be used as the adsorbent 66 capable of adsorbing sulfur.
- the exhaust gas inlet 53 of the turbocharger 5 may be open in any direction.
- the exhaust gas outlet 41 of the exhaust pipe 4 may be open in any direction.
- the gas engine system according to the present invention is useful for reducing uncombusted fuel gas, and applicable to various kinds of fuel gases.
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Abstract
Description
- The present invention relates to a gas engine system including a gas engine and a turbocharger.
- Conventionally, there have been known gas engine systems that include: a gas engine that combusts fuel gas to drive, for example, a power generator; and a turbocharger that uses exhaust gas discharged from the gas engine as a driving source and feeds compressed air to the gas engine.
- There are cases where such a gas engine system adopts a gas engine of a flame propagation type, which ignites an air-fuel mixture supplied into a combustion chamber by pilot light (e.g., by a spark generated by a spark plug or by self-ignition of pilot oil), the air-fuel mixture being a mixture of fuel gas and compressed air. In such a case, part of the fuel gas is left uncombusted near the wall surface of the combustion chamber, and the uncombusted fuel gas is discharged from the gas engine together with exhaust gas. For example, in a case where natural gas containing methane as a main component is used as the fuel gas, the uncombusted fuel gas in the exhaust gas contains a large amount of methane.
- To address such a problem,
Patent Literature 1 discloses oxidizing the uncombusted fuel gas in the exhaust gas by using a catalyst. The catalyst is set in an exhaust gas passage extending from the gas engine to the turbocharger. The temperature of the exhaust gas before it is expanded in the turbocharger is high. Accordingly, in the exhaust gas passage extending from the gas engine, if the catalyst is set upstream of the turbocharger, the uncombusted fuel gas can be oxidized by the catalyst more efficiently than in a case where the catalyst is set downstream of the turbocharger. -
Patent Literature 2 discloses setting a catalyst in the exhaust gas passage extending from the gas engine to the turbocharger, the catalyst being used for SCR (selective catalytic reduction) in which nitrogen oxides (NOX) are reduced by using methane as a reductant, although the catalyst set in the exhaust gas passage inPatent Literature 2 is not a catalyst that oxidizes the uncombusted fuel gas. -
- PTL 1: Japanese Laid-Open Patent Application Publication No.
H11-350942 - PTL 2: Japanese Laid-Open Patent Application Publication No.
2001-107723 - However,
Patent Literature 1 merely discloses a schematic configuration of the gas engine system in the form of a block diagram, and does not disclose what layout should be adopted. For example, if the gas engine and the turbocharger are connected by straight piping, and a catalyst converter incorporating a catalyst therein is interposed in the middle of the piping, the overall length of the gas engine system will be significantly great. - Meanwhile,
Patent Literature 2 discloses a layout in which, in relation to the gas engine, a catalyst converter incorporating a catalyst therein is disposed in a direction orthogonal to the cylinder arrangement direction, and the turbocharger is disposed above a gap between the catalyst converter and the gas engine. However, as mentioned above, the catalyst incorporated in the catalyst converter ofPatent Literature 2 is not a catalyst that oxidizes the uncombusted fuel gas, but a catalyst for SCR. - In view of the above, an object of the present invention is to provide a gas engine system that allows a catalyst converter for oxidizing uncombusted fuel gas in exhaust gas to be interposed in an exhaust gas passage extending from a gas engine to a turbocharger while allowing the turbocharger to be disposed adjacently to the gas engine.
- In order to solve the above-described problems, a gas engine system according to the present invention includes: a gas engine including a crank shaft and a plurality of cylinders arranged in an axial direction of the crank shaft; an exhaust pipe extending over the plurality of cylinders in a bridging manner; a turbocharger disposed at a position that is away in the axial direction of the crank shaft from one end portion of the exhaust pipe; a catalyst converter that incorporates therein a catalyst that oxidizes uncombusted fuel gas in exhaust gas discharged from the gas engine; and a power generator disposed opposite to the turbocharger, with the gas engine being positioned between the power generator and the turbocharger, the power generator being coupled to the crank shaft. The catalyst converter is interposed in a passage extending from an exhaust gas outlet of the exhaust pipe to an exhaust gas inlet of the turbocharger, and is disposed above the power generator.
- According to the above configuration, the power generator is disposed opposite to the turbocharger, with the gas engine being positioned between the power generator and the turbocharger. Therefore, particularly in a case where the exhaust gas outlet is provided at the other end portion of the exhaust pipe, the other end portion being positioned opposite to the aforementioned one end portion positioned at the turbocharger side, the catalyst converter can be disposed by utilizing relatively useless space above the power generator.
- The one end portion of the exhaust pipe at the turbocharger side may be provided with a bypass port. The gas engine system may further include: a first relay pipe that connects the exhaust gas outlet and the catalyst converter; a second relay pipe that connects the catalyst converter and the exhaust gas inlet of the turbocharger; a bypass pipe that extends from the bypass port of the exhaust pipe, and merges with the second relay pipe; a first bypass valve provided on the first relay pipe; and a second bypass valve provided on the second relay pipe and positioned upstream of a position where the bypass pipe merges with the second relay pipe. According to this configuration, replacement of the catalyst can be performed even while the gas engine system is operating.
- The catalyst converter may include: a tubular casing accommodating a catalyst support; an upstream-side hood that expands toward the casing; and a downstream-side hood that narrows from the casing. The upstream-side hood may be provided with an injection mechanism that injects water, steam, or gas toward the catalyst support. This configuration makes it possible to lay out the catalyst support over a wide area. Moreover, by injecting the water, steam, or gas from the injection mechanism toward the catalyst support, excessive increase in the catalyst temperature can be suppressed; extraneous matter adhered to the surface of the catalyst support can be removed; or the catalyst can be activated at an early stage of the start of the gas engine.
- The catalyst converter may incorporate therein an adsorbent positioned upstream of the catalyst, the adsorbent being capable of adsorbing a substance that causes degradation of performance of the catalyst. This configuration makes it possible to extend the life of the catalyst.
- The catalyst converter may be provided with a temperature sensor for detecting a temperature of the catalyst converter. An oxidizing reaction of the uncombusted fuel gas, which is catalyzed by the catalyst, is highly sensitive to the concentration of the uncombusted fuel gas in the exhaust gas. Therefore, by providing the catalyst converter with the temperature sensor, abnormalities in the gas engine that cause increase in the concentration of the uncombusted fuel gas can be detected.
- The present invention makes it possible to allow the catalyst converter for oxidizing the uncombusted fuel gas in the exhaust gas to be interposed in the exhaust gas passage extending from the gas engine to the turbocharger while allowing the turbocharger to be disposed adjacently to the gas engine.
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Fig. 1 shows a schematic configuration of a gas engine system according to one embodiment of the present invention. -
Fig. 2A shows a view of the gas engine system ofFig. 1 as seen from a power generator side, andFig. 2B shows a view of the gas engine system as seen from a turbocharger side. -
Fig. 3 is a sectional view of part of a gas engine and an exhaust pipe included in the gas engine system ofFig. 1 . -
Fig. 4 is a longitudinal sectional view of a catalyst converter. -
Fig. 5A is cross-sectional view ofFig. 4 taken along line VA-VA, andFig. 5B is a cross-sectional view ofFig. 4 taken along line VB-VB. -
Fig. 6 is a longitudinal sectional view of the catalyst converter according to a variation. -
Figs. 1 to 2B show agas engine system 1 according to one embodiment of the present invention. The embodiment is intended for realizing a suitable layout for a 4-stroke gas engine. - Specifically, the
gas engine system 1 includes: a 4-stroke gas engine 2, which combusts fuel gas; and apower generator 15 driven by thegas engine 2. Thegas engine system 1 further includes: aturbocharger 5 disposed adjacently to thegas engine 2; and anair cooler 12 and acatalyst converter 6, which are provided between thegas engine 2 and theturbocharger 5. - The
gas engine 2 includes: acrank shaft 22; and anengine frame 21, which accommodates large part of thecrank shaft 22. An end portion of thecrank shaft 22, the end portion projecting from theengine frame 21, is coupled to thepower generator 15 via aflywheel 14. At the start of thegas engine 2, theflywheel 14 is driven by an unshown starter motor that is an air motor. - As shown in
Fig. 3 , a plurality ofcylinders 31 are incorporated in theengine frame 21. In the present embodiment, thecylinders 31 are arranged in the axial direction of thecrank shaft 22 in two rows. One row ofcylinders 31 and the other row ofcylinders 31 are inclined relative to the vertical direction at the same angle. When seen in the axial direction of thecrank shaft 22, the angle between thecylinders 31 is an acute angle, and thecylinders 31 form a V shape. It should be noted that the one row ofcylinders 31 and the other row ofcylinders 31 may be inclined relative to the vertical direction at different angles from each other. Moreover, the angle between thecylinders 31 when seen in the axial direction of thecrank shaft 22 may be the right angle such that thecylinders 31 form an L shape. Furthermore, thecylinders 31 may be arranged in a single row. - Each
cylinder 31 forms acombustion chamber 30 together with apiston 33 disposed in thecylinder 31 and a corresponding one ofcylinder heads 32. Anintake port 3a and anexhaust port 3b are formed in eachcylinder head 32. Thecylinder head 32 is also provided withintake valves 34 andexhaust valves 35. Theintake valves 34 open/close the opening of theintake port 3a to thecombustion chamber 30, and theexhaust valves 35 open/close the opening of theexhaust port 3b to thecombustion chamber 30. Thecylinder head 32 is further provided with afuel valve 36, which injects the fuel gas into theintake port 3a. The fuel gas is, for example, natural gas containing methane as a main component. - Between the one row of
cylinders 31 and the other row ofcylinders 31, anintake chamber 2a is formed, which extends in the axial direction of thecrank shaft 22 along all thecylinders 31 in a bridging manner. Theintake ports 3a provided for therespective cylinders 31 are each connected to theintake chamber 2a by corresponding one of first connectingpipes 2c. - Immediately above the
intake chamber 2a, anexhaust pipe 4 is disposed. Theexhaust pipe 4 extends in the axial direction of thecrank shaft 22 over all thecylinders 31 in a bridging manner. Theexhaust ports 3b provided for therespective cylinders 31 are each connected to theexhaust pipe 4 by a corresponding one of second connectingpipes 2b. - Returning to
Fig. 1 , theturbocharger 5 is disposed at a position that is away in the axial direction of thecrank shaft 22 from one end portion of theexhaust pipe 4, the one end portion being positioned opposite to the other end portion positioned at thepower generator 15 side. In other words, theturbocharger 5 is disposed opposite to thepower generator 15, with thegas engine 2 being positioned between theturbocharger 5 and thepower generator 15. - Hereinafter, for the sake of convenience of the description, the axial direction of the
crank shaft 22 is referred to as the forward-rearward direction (in particular, theturbocharger 5 side is referred to as the forward side, and thepower generator 15 side is referred to as the rearward side), and the horizontal direction orthogonal to the forward-rearward direction is referred to as the right-left direction (in particular, the front side of the direction orthogonal to the plane ofFig. 1 is referred to as the right side, and the back side of the direction is referred to as the left side). - As shown in
Fig. 1 andFig. 2B , theturbocharger 5 includes: a compressor including anair inlet 51 and anair outlet 52; and a turbine including anexhaust gas inlet 53 and anexhaust gas outlet 54. In the present embodiment, theair inlet 51 is open to the left, and theair outlet 52 is open diagonally downward. Meanwhile, theexhaust gas inlet 53 is open upward (not in a direction toward the exhaust pipe 4), and theexhaust gas outlet 54 is open forward. - The
air cooler 12 is disposed immediately below theturbocharger 5 and forward of thegas engine 2. Theair outlet 52 of theturbocharger 5 is connected to theair cooler 12 by a firstair supply pipe 11, and theair cooler 12 is connected to theintake chamber 2a by a secondair supply pipe 13. The firstair supply pipe 11 extends diagonally downward and then smoothly bends diagonally sideways. The secondair supply pipe 13 has a straight shape extending in the forward-rearward direction. - As shown in
Fig. 1 andFig. 2A , thecatalyst converter 6 is disposed above thepower generator 15. In other words, thecatalyst converter 6 is disposed opposite to theturbocharger 5, with theexhaust pipe 4 being positioned between thecatalyst converter 6 and theturbocharger 5. Thecatalyst converter 6 includes an inlet open forward and an outlet open rearward, and thecatalyst converter 6 incorporates therein a catalyst that oxidizes uncombusted fuel gas in exhaust gas discharged from thegas engine 2. - The rear end portion of the
exhaust pipe 4 is provided with anexhaust gas outlet 41, which is open rearward. The forward end portion of theexhaust pipe 4 is provided with abypass port 42, which is open forward. Theexhaust gas outlet 41 of theexhaust pipe 4 is connected to the inlet of thecatalyst converter 6 by afirst relay pipe 71, and the outlet of thecatalyst converter 6 is connected to theexhaust gas inlet 53 of theturbocharger 5 by asecond relay pipe 72. That is, thefirst relay pipe 71, thecatalyst converter 6, and thesecond relay pipe 72 form a passage extending from theexhaust gas outlet 41 of theexhaust pipe 4 to theexhaust gas inlet 53 of theturbocharger 5. In other words, thecatalyst converter 6 is interposed in the passage extending from theexhaust gas outlet 41 of theexhaust pipe 4 to theexhaust gas inlet 53 of theturbocharger 5. - The
first relay pipe 71 has a straight shape extending in the forward-rearward direction. On the other hand, thesecond relay pipe 72 includes: a straight portion extending in the forward-rearward direction immediately above thecatalyst converter 6 and theexhaust pipe 4; a 180-degree bent portion extending from the outlet of thecatalyst converter 6 to the upstream end of the straight portion; and a 90-degree bent portion extending from the downstream end of the straight portion to theexhaust gas inlet 53 of theturbocharger 5. Although not illustrated, expandable and contractable members intended for absorbing thermal expansion may be incorporated at suitable positions in thefirst relay pipe 71 and thesecond relay pipe 72. - The
bypass port 42 of theexhaust pipe 4 is connected to thesecond relay pipe 72 by abypass pipe 8. Thebypass pipe 8 bends from thebypass port 42 of theexhaust pipe 4 by 90 degrees, and merges with the straight portion of thesecond relay pipe 72. - Normally, the exhaust gas from the
exhaust pipe 4 is led to thecatalyst converter 6 through thefirst relay pipe 71. In a particular situation, the exhaust gas from theexhaust pipe 4 is led thesecond relay pipe 72 through thebypass pipe 8. Thefirst relay pipe 71 is provided with afirst bypass valve 75, and thesecond relay pipe 72 is provided with asecond bypass valve 76. Thesecond bypass valve 76 is positioned upstream of a position where thebypass pipe 8 merges with thesecond relay pipe 72. Thebypass pipe 8 is provided with athird bypass valve 85. Normally, thethird bypass valve 85 is in a closed state, and thefirst bypass valve 75 and thesecond bypass valve 76 are in an open state. In a particular situation, thefirst bypass valve 75 and thesecond bypass valve 76 are closed, and thethird bypass valve 85 is opened. - Next, the configuration of the
catalyst converter 6 is described in detail with referenceFig. 4 ,Fig. 5A, and Fig. 5B . - The
catalyst converter 6 includes: atubular casing 62 accommodating catalyst supports 65 and extending in the forward-rearward direction; an upstream-side hood 61, which expands toward thecasing 62; and a downstream-side hood 63, which narrows from thecasing 62. In the present embodiment, thecasing 62 has a rectangular sectional shape. However, as an alternative, thecasing 62 may have a circular sectional shape, for example. - The interior of the
casing 62 is divided into a plurality of small rooms by alattice member 64. In each small room, a plurality of catalyst supports 65 are disposed such that they are stacked in the flow direction of the exhaust gas. Each of the catalyst supports 65 has, for example, a structure in which corrugated plates and flat plates are stacked alternately, and coating layers each containing a catalyst are formed on the surfaces of these plates. As one example, fine metal particles made of, for example, platinum or palladium can be used as the catalyst. - The upstream-
side hood 61 is provided with aninjection mechanism 9, which injects water, steam, or gas toward the catalyst supports 65. Theinjection mechanism 9 is formed by, for example, amain pipe 91 and a plurality ofbranch pipes 92. Themain pipe 91 extends in the right-left direction above the upstream-side hood 61. The plurality ofbranch pipes 92 hang down from themain pipe 91 into the upstream-side hood 61. Each of thebranch pipes 92 is provided with nozzles that are directed rearward and arranged at regular pitches. However, theinjection mechanism 9 may be eliminated. - Desirably, the
catalyst converter 6 is provided with atemperature sensor 67 for detecting the temperature of thecatalyst converter 6. An oxidizing reaction of the uncombusted fuel gas, which is catalyzed by the catalyst, is highly sensitive to the concentration of the uncombusted fuel gas in the exhaust gas. Therefore, by providing thecatalyst converter 6 with thetemperature sensor 67, abnormalities in thegas engine 2 that cause increase in the concentration of the uncombusted fuel gas (e.g., fuel gas leakage from the fuel valves 36) can be detected. - As described above, in the
gas engine system 1 according to the present embodiment, even if theturbocharger 5 is disposed adjacently to thegas engine 2, the route of the piping from theexhaust gas outlet 41 of theexhaust pipe 4 to theexhaust gas inlet 53 of theturbocharger 5 can be freely set depending on the directions of the openings of theexhaust gas outlet 41 of theexhaust pipe 4 and theexhaust gas inlet 53 of theturbocharger 5. That is, whatever position thecatalyst converter 6, which incorporates therein the catalyst that oxidizes the uncombusted fuel gas in the exhaust gas, is disposed at, thecatalyst converter 6 can be connected to theexhaust gas outlet 41 of theexhaust pipe 4 and theexhaust gas inlet 53 of theturbocharger 5. In other words, thecatalyst converter 6 can be interposed in the exhaust gas passage extending from thegas engine 2 to theturbocharger 5 while allowing theturbocharger 5 to be disposed adjacently to thegas engine 2. - Moreover, in the present embodiment, the rear end portion of the exhaust pipe is provided with the
exhaust gas outlet 41, and thecatalyst converter 6 is disposed rearward of theexhaust pipe 4. This makes it possible to connect thecatalyst converter 6 and theexhaust gas outlet 41 by the shortest possible distance. Furthermore, thecatalyst converter 6 is disposed above thepower generator 15. That is, thecatalyst converter 6 can be disposed by utilizing relatively useless space above thepower generator 15. - The present embodiment includes the
bypass pipe 8. Therefore, by closing thefirst bypass valve 75 and thesecond bypass valve 76 and opening thethird bypass valve 85, replacement of the catalyst (in the present embodiment, the catalyst supports 65) can be performed even while thegas engine system 1 is operating. It should be noted that in the case of performing the replacement of the catalyst while thegas engine system 1 is in a stopped state, thebypass pipe 8 and the first andsecond bypass valves - In the present embodiment, the
catalyst converter 6 is configured such that thecatalyst converter 6 widens from both end portions thereof toward the central portion thereof. This makes it possible to lay out the catalyst supports 65 over a wide area. Consequently, pressure loss can be reduced. Since the upstream-side hood 61 of thecatalyst converter 6 is provided with theinjection mechanism 9, excessive increase in the catalyst temperature can be suppressed; extraneous matter adhered to the surface of the catalyst supports 65 can be removed; or the catalyst can be activated at an early stage of the start of thegas engine 2. - For example, when the concentration of the uncombusted fuel gas in the exhaust gas increases, abnormal oxidation may occur in the
catalyst converter 6, causing the temperature of the catalyst to become excessively high. In order to suppress such excessive increase in the catalyst temperature, nitrogen, air, steam, water, or the like may be injected from theinjection mechanism 9. Among them, the injection of the air may be performed by utilizing a pneumatic circuit to the starter motor, which is an air motor. In a case where thegas engine system 1 is installed together with a boiler, steam from the boiler may be led to theinjection mechanism 9. - In order to physically remove the adhered extraneous matter (e.g., fly ash) from the surface of the catalyst supports 65, air or water may be injected from the
injection mechanism 9. - At the start of the
gas engine 2, the temperature of the catalyst is low. Therefore, it is desirable to quickly increase the temperature of the catalyst so as to activate the catalyst at an early stage, thereby suppressing the discharge of the uncombusted fuel gas. In order to realize this, gas that is more reactive than the fuel gas may be injected from theinjection mechanism 9. For example, in the case of using natural gas as the fuel gas, ethane or propane may be injected from theinjection mechanism 9. Alternatively, oil or oxygen may be injected from theinjection mechanism 9. - In the case of injecting water from the
injection mechanism 9, the catalyst supports 65 can be washed with the water, and thus degradation of the catalyst performance can be prevented, because the exhaust gas and engine oil often contain substances that cause degradation of the catalyst performance, such as sulfur oxide, calcium, and zinc. It should be noted that, other than the injection of water from theinjection mechanism 9, there are the following first to third methods for preventing degradation of the catalyst performance. - In the first method, the amount of fuel gas injected from the
fuel valves 36 is increased to intentionally increase the concentration of the uncombusted fuel gas in the exhaust gas, thereby facilitating the oxidizing reaction in thecatalyst converter 6 so as to increase the temperature of thecatalyst converter 6. In this manner, substances adhered to the catalyst (e.g., S or SO4) are removed by oxidation (gasification). In the second method, for a similar purpose to that of the first method, oxygen is injected from theinjection mechanism 9, thereby facilitating the oxidizing reaction in thecatalyst converter 6 so as to increase the temperature of thecatalyst converter 6. In the third method, while thegas engine 2 is in a stopped state or while bypassing operation through thebypass pipe 8 is being performed, the catalyst supports 65 are removed from thecatalyst converter 6 and immersed into water. As a result, if S or SO4 is adhered to the catalyst, such substance can be dissolved into water as H2SO4. - In order to prevent degradation of the catalyst performance, for example, as shown in
Fig. 6 , thecatalyst converter 6 may incorporate therein an adsorbent 66, which is capable of adsorbing substances that cause degradation of the catalyst performance. For example, in each of the small rooms divided by thelattice member 64, the adsorbent 66 may be disposed upstream of the catalyst supports 65. This configuration makes it possible to extend the life of the catalyst. Activated carbon, or an adsorbent containing calcium or manganese, may be used as the adsorbent 66 capable of adsorbing sulfur. - The present invention is not limited to the above-described embodiment. Various modifications can be made without departing from the spirit of the present invention.
- For example, the
exhaust gas inlet 53 of theturbocharger 5 may be open in any direction. Similarly, theexhaust gas outlet 41 of theexhaust pipe 4 may be open in any direction. - The gas engine system according to the present invention is useful for reducing uncombusted fuel gas, and applicable to various kinds of fuel gases.
-
- 1
- gas engine system
- 2
- gas engine
- 22
- crank shaft
- 31
- cylinder
- 4
- exhaust pipe
- 41
- exhaust gas outlet
- 42
- bypass port
- 5
- turbocharger
- 53
- exhaust gas inlet
- 6
- catalyst converter
- 61
- upstream-side hood
- 62
- casing
- 63
- downstream-side hood
- 65
- catalyst support
- 66
- adsorbent
- 67
- temperature sensor
- 71, 72
- relay pipe
- 75
- first bypass valve
- 76
- second bypass valve
- 8
- bypass pipe
- 9
- injection mechanism
Claims (5)
- A gas engine system comprising:a gas engine including a crank shaft and a plurality of cylinders arranged in an axial direction of the crank shaft;an exhaust pipe extending over the plurality of cylinders in a bridging manner;a turbocharger disposed at a position that is away in the axial direction of the crank shaft from one end portion of the exhaust pipe;a catalyst converter that incorporates therein a catalyst that oxidizes uncombusted fuel gas in exhaust gas discharged from the gas engine; anda power generator disposed opposite to the turbocharger, with the gas engine being positioned between the power generator and the turbocharger, the power generator being coupled to the crank shaft, whereinthe catalyst converter is interposed in a passage extending from an exhaust gas outlet of the exhaust pipe to an exhaust gas inlet of the turbocharger, and is disposed above the power generator.
- The gas engine system according to claim 1, wherein
the one end portion of the exhaust pipe at the turbocharger side is provided with a bypass port, and
the gas engine system further comprises:a first relay pipe that connects the exhaust gas outlet and the catalyst converter;a second relay pipe that connects the catalyst converter and the exhaust gas inlet of the turbocharger;a bypass pipe that extends from the bypass port of the exhaust pipe, and merges with the second relay pipe;a first bypass valve provided on the first relay pipe; anda second bypass valve provided on the second relay pipe and positioned upstream of a position where the bypass pipe merges with the second relay pipe. - The gas engine system according to claim 1 or 2, wherein
the catalyst converter includes:a tubular casing accommodating a catalyst support;an upstream-side hood that expands toward the casing; anda downstream-side hood that narrows from the casing, andthe upstream-side hood is provided with an injection mechanism that injects water, steam, or gas toward the catalyst support. - The gas engine system according to any one of claims 1 to 3, wherein
the catalyst converter incorporates therein an adsorbent positioned upstream of the catalyst, the adsorbent being capable of adsorbing a substance that causes degradation of performance of the catalyst. - The gas engine system according to any one of claims 1 to 4, wherein
the catalyst converter is provided with a temperature sensor for detecting a temperature of the catalyst converter.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2016201699A JP6719356B2 (en) | 2016-10-13 | 2016-10-13 | Gas engine system |
PCT/JP2017/035540 WO2018070276A1 (en) | 2016-10-13 | 2017-09-29 | Gas engine system |
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EP3527798A1 true EP3527798A1 (en) | 2019-08-21 |
EP3527798A4 EP3527798A4 (en) | 2020-03-18 |
EP3527798B1 EP3527798B1 (en) | 2021-07-07 |
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EP17860241.3A Active EP3527798B1 (en) | 2016-10-13 | 2017-09-29 | Gas engine system |
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EP (1) | EP3527798B1 (en) |
JP (1) | JP6719356B2 (en) |
WO (1) | WO2018070276A1 (en) |
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JP2023097540A (en) | 2021-12-28 | 2023-07-10 | 川崎重工業株式会社 | gas engine |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH11350942A (en) | 1998-06-04 | 1999-12-21 | Osaka Gas Co Ltd | Internal combustion engine and rotation device |
JP2001107723A (en) | 1999-10-07 | 2001-04-17 | Yanmar Diesel Engine Co Ltd | Exhaust emission control device for gas engine |
DE102006037649A1 (en) * | 2006-08-10 | 2008-02-14 | Fev Motorentechnik Gmbh | Internal combustion motor, using a gas fuel, has a turbocharger with the compressor in the air intake and a turbine in the exhaust flow |
WO2011132322A1 (en) * | 2010-04-22 | 2011-10-27 | トヨタ自動車株式会社 | Controller of internal combustion engine |
EP2527610B1 (en) * | 2011-05-27 | 2015-03-18 | Caterpillar Motoren GmbH & Co. KG | SCR catalyst section and turbocharged engine therewith |
JP5878860B2 (en) * | 2011-12-08 | 2016-03-08 | エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド | Turbocharged large two-stroke diesel engine with exhaust gas purification function |
JP5790545B2 (en) * | 2012-03-05 | 2015-10-07 | 三菱自動車工業株式会社 | Catalyst diagnostic apparatus and catalyst diagnostic method |
-
2016
- 2016-10-13 JP JP2016201699A patent/JP6719356B2/en active Active
-
2017
- 2017-09-29 WO PCT/JP2017/035540 patent/WO2018070276A1/en unknown
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Also Published As
Publication number | Publication date |
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JP6719356B2 (en) | 2020-07-08 |
WO2018070276A1 (en) | 2018-04-19 |
JP2018062899A (en) | 2018-04-19 |
EP3527798A4 (en) | 2020-03-18 |
EP3527798B1 (en) | 2021-07-07 |
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