Splitter type low pressure scr exhaust gas flow control louvred shutter

Abstract

This invention discloses a louvered baffle for controlling exhaust gas flow in a low-pressure SCR (Separator-type Controller), comprising: a valve body; an exhaust pipe for discharging exhaust gas generated during engine combustion on a ship is hermetically connected to a first side; a first discharge pipe for directly discharging exhaust gas to the outside is hermetically connected to a second side; and a detour pipe for diverting exhaust gas and routing it to the SCR is hermetically connected to a third side; the first discharge pipe and the detour pipe are spaced apart at 90-degree angles; a louvered first blade section for opening and closing the outlet of the first discharge pipe; a louvered second blade section for opening and closing the outlet of the detour pipe; and a flow path opening and closing section that allows the blades of the first blade section and the blades of the second blade section to interact, thereby selectively opening the first discharge pipe and closing the detour pipe, or closing the first discharge pipe and opening the detour pipe.

Description

Technical Field

[0001] This invention relates to a louvered baffle for controlling exhaust gas flow in a low-pressure SCR using a diverter type, which can be made lightweight and easy to maintain by simplifying the valve structure. Background Technology

[0002] In general, in ships, in order to discharge exhaust gas from engine 10 to the outside by reversing the direction of the exhaust gas, a two-way triple eccentric butterfly valve 20 is used. This allows for the direct discharge from engine 10 to the outside by selectively controlling two valves 20, or the discharge from engine 10 to the outside via a selective catalytic reduction (SCR) module 30.

[0003] In addition, the selective catalytic reduction module 30 can purify nitrogen oxides in the exhaust gas.

[0004] However, as Figure 1 As shown, the butterfly valve disc 21 obstructs the flow of fluid, and the amount of waste gas that can be transferred is relatively small compared to the size of the pipe, thus causing a large flow loss.

[0005] In addition, maintenance requires the installation of separate maintenance inlets / outlets on the pipeline or the disassembly of valves. For example, for small valves, the interior needs to be checked and inspected after disassembly, while for large valves, the interior needs to be accessed and inspected through separate maintenance inlets / outlets installed on the pipeline. Therefore, excessive maintenance costs and time are required.

[0006] In addition, the high temperature and pressure of the exhaust gas can cause structural deformation of the valve, which can lead to backflow or leakage of exhaust gas because a complete seal cannot be achieved.

[0007] Prior technology documents

[0008] Patent documents

[0009] (Patent Document 1) Korean Patent Registration No. 1444193 (Three-way control valve, 2014.09.26) Summary of the Invention

[0010] The problem that the invention aims to solve

[0011] The technical challenge that this invention aims to achieve is to provide a method that allows the direction of exhaust gas emission to be switched to that of an SCR or the outside through a diverter type valve, thereby enabling the control of the exhaust gas flow of a diverter type low-pressure SCR using a louvered baffle.

[0012] Solution for solving the problem

[0013] To achieve the aforementioned objectives, the present invention provides a louvered baffle for controlling exhaust gas flow in a low-pressure SCR (Separator-type Controller), comprising: a valve body; an exhaust pipe for discharging exhaust gas generated during engine combustion in a ship is hermetically connected to a first side; a first discharge pipe for directly discharging exhaust gas to the outside is hermetically connected to a second side; and a detour pipe for diverting exhaust gas and routing it to the SCR is hermetically connected to a third side; the first discharge pipe and the detour pipe are arranged at a 90-degree angle to each other; a louvered first blade portion for opening and closing the outlet of the first discharge pipe; a louvered second blade portion for opening and closing the outlet of the detour pipe; and a flow path opening and closing portion such that the blades of the first blade portion and the blades of the second blade portion are linked together, thereby selectively opening the first discharge pipe and closing the detour pipe, or closing the first discharge pipe and opening the detour pipe.

[0014] The flow path opening / closing part may include: a rotary drive shaft rotatably coupled to one edge of the valve body between the first discharge pipe and the detour pipe; a worm gear arranged on the rotary drive shaft at intervals along its length, corresponding to the number of individual blades of the first blade portion and the second blade portion; a first turbine extending from the blades of the first blade portion and meshing with one side of the worm gear; a second turbine extending from the blades of the second blade portion and meshing with the other side of the worm gear; and a motor for rotating the rotary drive shaft. By means of the forward rotation of the rotary drive shaft, the blades of the first blade portion open the first discharge pipe and the blades of the second blade portion close the detour pipe; by means of the reverse rotation of the rotary drive part, the blades of the first blade portion close the first discharge pipe and the blades of the second blade portion open the detour pipe.

[0015] Furthermore, when navigating or anchoring in waters where the International Maritime Organization's Convention on the Prevention of Marine Pollution is not applicable, the detour pipe can be closed by driving the flow path opening and closing part when exhaust gas flows in from the exhaust pipe, thereby allowing the exhaust gas to flow into the first discharge pipe. However, when navigating or anchoring in waters where the International Maritime Organization's Convention on the Prevention of Marine Pollution is applicable, the first discharge pipe can be closed by driving the flow path opening and closing part when exhaust gas containing a large amount of nitrogen oxides flows in from the exhaust pipe, thereby allowing the exhaust gas to flow into the detour pipe.

[0016] Furthermore, the SCR may include: a selective catalytic reduction module, which removes nitrogen oxides from the exhaust gas flowing in from the bypass pipe through selective catalytic reduction and discharges the purified exhaust gas to the outside through a second discharge pipe; when navigating or anchoring in waters where the International Maritime Organization's Marine Pollution Prevention Convention applies, the exhaust gas is diverted through the bypass pipe and the nitrogen oxides are reduced to below a benchmark by means of the selective catalytic reduction module before being discharged through the second discharge pipe; when navigating or anchoring in waters where the International Maritime Organization's Marine Pollution Prevention Convention does not apply, the exhaust gas is discharged through the first discharge pipe.

[0017] Furthermore, an openable and closable maintenance panel is adhered to the fourth side of the valve body, thereby allowing maintenance of the flow path opening and closing part by opening the maintenance panel.

[0018] Invention Effects

[0019] This invention enables the switching of exhaust gas emission direction to SCR or external sources using a diverter type valve. Depending on whether the vessel is navigating or anchoring in waters subject to nitrogen oxide emission regulations, the nitrogen oxides in the exhaust gas can be reduced to below the benchmark before being discharged to the outside or directly to the outside of the ship. This saves on pipeline length, thereby ensuring additional installation space and achieving weight reduction. It also allows for easy internal inspection and cleaning of the valve body, simplifies the structure, improves the convenience of maintenance, and reduces the size of the inspection target. Attached Figure Description

[0020] Figure 1 An example of a marine exhaust gas control system based on existing technology is provided.

[0021] Figure 2 as well as Figure 3 The louvered baffle for controlling exhaust gas flow in a splitter-type low-pressure SCR according to embodiments of the present invention is illustrated.

[0022] Figure 4 as well as Figure 5 right Figure 2 The structure of the flow path opening and closing part of the louvered baffle for controlling the exhaust gas flow of a splitter-type low-pressure SCR is illustrated.

[0023] Figure 6 right Figure 2 An example was given of the operation of the hydraulic opening and closing mechanism of the louvered baffle controlled by the exhaust gas flow of the diverter-type low-pressure SCR.

[0024] Figure 7 right Figure 2The installation effect of the louvered baffle for controlling the exhaust gas flow of a splitter-type low-pressure SCR is illustrated.

[0025] [Symbol Explanation]

[0026] 110: Valve body

[0027] 111: Exhaust pipe

[0028] 112: First discharge pipe

[0029] 113: Detour pipe

[0030] 114: Maintenance Panel

[0031] 120: First blade section

[0032] 121: Blade

[0033] 130: Second blade section

[0034] 131: Leaf blade

[0035] 140: Flow path opening and closing section

[0036] 141: Rotary drive shaft

[0037] 142: Worm gear

[0038] 143: First Turbo

[0039] 144: Second Turbine

[0040] 150: SCR

[0041] 151: Second discharge pipe

[0042] 10: Engine

[0043] 20: Valves

[0044] 30: Selective catalytic reduction module. Detailed Implementation

[0045] The embodiments of the present invention having the features described above will now be described in more detail with reference to the accompanying drawings.

[0046] According to an embodiment of the present invention, a louvered baffle for controlling exhaust gas flow in a low-pressure SCR using a diverter type is characterized by comprising: a valve body 110; an exhaust pipe 111 for discharging exhaust gas generated during combustion of the ship's engine 10, hermetically connected to a first side; a first discharge pipe 112 for directly discharging exhaust gas to the outside, hermetically connected to a second side; and a diverting and detour-directing exhaust gas to the SCR, hermetically connected to a third side. The detour pipe 113 of 150 is arranged with the first discharge pipe 112 and the detour pipe 113 separated by 90 degrees from each other; the louvered first blade section 120 opens and closes the outlet of the first discharge pipe 112; the louvered second blade section 130 opens and closes the outlet of the detour pipe 113; the flow path opening and closing section 140 makes the blades 121 of the first blade section 120 and the blades 131 of the second blade section 130 interact with each other, thereby selectively opening the first discharge pipe 112 and closing the detour pipe 113, or closing the first discharge pipe 112 and opening the detour pipe 113.

[0047] Next, please refer to Figures 2 to 7 The louvered baffle for controlling exhaust gas flow in a splitter-type low-pressure SCR, as described above, will be explained in detail.

[0048] First, valve body 110 such Figures 2 to 4 As shown, an exhaust pipe 111 that discharges the exhaust gas generated when the ship's engine 10 is combusted is hermetically connected to a first side, a first exhaust pipe 112 that directly discharges the exhaust gas to the outside is hermetically connected to a second side, and a detour pipe 113 that diverts the exhaust gas and supplies it to the SCR 150 is hermetically connected to a third side.

[0049] The exhaust pipe 111, the first discharge pipe 112, and the detour pipe 113 can be arranged at an angle of 90 degrees to each other.

[0050] Next, see Figure 2 as well as Figure 3 The first blade section 120 is configured as a louver, thereby opening and closing the outlet of the first discharge pipe 112 by driving linkage with the flow path opening and closing section 140.

[0051] Next, see Figure 2 as well as Figure 3 The second blade section 130 is configured as a louver, thereby opening and closing the outlet of the detour pipe 113 in the opposite direction to the opening and closing of the outlet of the first discharge pipe 112 by driving linkage with the flow path opening and closing section 140.

[0052] Next, see Figure 4The flow path opening and closing section 140 links the blades 121 of the first blade section 120 and the blades 131 of the second blade section 130 together, thereby selectively discharging exhaust gas to the outside atmosphere through the first discharge pipe 112 by opening the first discharge pipe 112 and closing the detour pipe 113, or supplying it to the SCR 150 by closing the first discharge pipe 112 and opening the detour pipe 113, thereby removing or reducing nitrogen oxides contained in the exhaust gas.

[0053] Figure 4 as well as Figure 5 right Figure 2 The structure of the flow path opening and closing part of the louvered baffle for controlling the exhaust gas flow in a splitter-type low-pressure SCR is illustrated. Figure 4 (a) and (b) in the image are the results of observing the bypass pipe 113 from the front in the exhaust pipe 111, while Figure 4 (c) in the figure illustrates a plan view of the flow path opening and closing section 140.

[0054] Specifically, the flow path opening / closing section 140 may include: a rotary drive shaft 141 rotatably coupled to one side edge of the valve body 110 between the first discharge pipe 112 and the detour pipe 113; a worm gear 142 arranged on the rotary drive shaft 141 at intervals along the length direction corresponding to the number of individual blades 121, 131 of the first blade section 120 and the second blade section 130; a first turbine 143 extending from the blade 121 of the first blade section 120 and meshing with one side of the worm gear 142; a second turbine 144 extending from the blade 131 of the second blade section 130 and meshing with the other side of the worm gear 142; and a motor (not shown) for rotating the rotary drive shaft 141.

[0055] In this way, through the first-direction rotational linkage of the worm gear 142 when the rotary drive shaft 141 rotates in the forward direction, the first turbine 143 and the second turbine 144 will rotate respectively, thereby causing the blades 121 of the first blade portion 120, which originally closed the first discharge pipe 112, to open the first discharge pipe 112, and causing the blades 131 of the second blade portion 130, which originally opened the detour pipe 113, to close the detour pipe 113.

[0056] By rotating in the second direction in conjunction with the worm gear 142, which rotates in the opposite direction to the first direction when the rotary drive shaft 141 rotates in the opposite direction, the first turbine 143 and the second turbine 144 will rotate respectively. This will cause the blades 121 of the first blade section 120, which was originally open in the first discharge pipe 112, to close the first discharge pipe 112, and cause the blades 131 of the second blade section 130, which was originally closed in the detour pipe 113, to open the detour pipe 113.

[0057] In this way, the flow path opening and closing section 140 can selectively open and close the discharge port of the first discharge pipe 112 or the discharge port of the detour pipe 113, thereby switching the flow path of the exhaust gas to the detour pipe 113 or the first discharge pipe 112, and thereby selectively discharging the exhaust gas from the engine 10 at a maximum of 0.1 bar and 400°C directly to the outside atmosphere through the first discharge pipe 112, or detour to the SCR 150 through the detour pipe 113.

[0058] That is, when navigating or anchoring in waters where the International Maritime Organization's Convention on the Prevention of Marine Pollution does not apply, the detour pipe 113 can be closed by the drive flow path opening and closing part 140 when exhaust gas flows in from the exhaust pipe 111, thereby allowing the exhaust gas to flow to the first discharge pipe 112. However, when navigating or anchoring in waters where the International Maritime Organization's Convention on the Prevention of Marine Pollution applies, the first discharge pipe 112 can be closed by the drive flow path opening and closing part 140 when exhaust gas containing a large amount of nitrogen oxides flows in from the exhaust pipe 111, thereby allowing the exhaust gas to flow to the detour pipe 113.

[0059] In addition, see Figure 6 In (a), SCR 150 can cease operation while navigating in an Emission Control Area (ECA), such as when navigating or anchoring in waters where the International Maritime Organization (IMO) marine pollution prevention conventions are not applicable, and thus discharge outside the ship via the first discharge pipe 112, as described in [reference]. Figure 6 In (b), SCR 150 may include a selective catalytic reduction module that removes nitrogen oxides from the exhaust gas flowing in from the detour pipe 113 by selective catalytic reduction and discharges the purified exhaust gas to the outside through a second discharge pipe 151. When navigating or anchoring in waters covered by the International Maritime Organization's Convention on the Prevention of Marine Pollution, the exhaust gas is diverted through the detour pipe 113 and the nitrogen oxides are reduced to below a benchmark by means of the selective catalytic reduction module before being discharged through the second discharge pipe 151.

[0060] For example, the SCR 150 can remove or reduce nitrogen oxides contained in the exhaust gas supplied from the valve body 110 through the bypass pipe 113 via selective catalytic reduction, and discharge the purified exhaust gas into the atmosphere through the second discharge pipe 151. The selective catalytic reduction module can further reduce nitrogen oxides (NOx) by injecting urea water (NH3) into the exhaust gas. X The nitrogen oxides are converted into N2 and H2O, that is, nitrogen oxides are removed in the manner shown in the following reaction formula.

[0061] 4NH3 + 6NO (nitrogen oxides) → 6H2O + 6H2O / 8NH3 + 6NO2 (nitrogen oxides) → 12H2O + 7N2

[0062] For reference, with the strengthening of ship exhaust control by the International Maritime Organization (IMO), the IMO began implementing the Tier 3 standard of the Marine Pollution Prevention Convention (MARPOL ANNEX VI) in 2016. When ships enter or anchor in Emission Control Areas (ECAs), nitrogen oxide emissions need to be reduced by 80% compared to Tier 1 and by 75% compared to Tier 2.

[0063] For reference, the International Maritime Organization's regulations on ship exhaust control are summarized in Table 1 below.

[0064]

[0065] In addition, such as Figure 3 As shown, an openable and closable maintenance panel 114 is adhered to the fourth side of the valve body 110, so that the flow path opening and closing part 140 can be maintained by opening the maintenance panel 114.

[0066] That is, disassembly and assembly can be easily completed through the maintenance panel 114 without the need for additional maintenance inlets and outlets. Therefore, internal inspection and cleaning of the valve body 110 can be easily completed, thereby simplifying the structure of the valve body and achieving weight reduction. It can also improve the convenience of maintenance and reduce the size of the inspection object.

[0067] This saves time spent disassembling valves, eliminates the need for installation space at inlets and outlets for maintenance, and reduces maintenance costs and time, resulting in significant cost savings.

[0068] Figure 7 right Figure 2 The installation effect of the louvered baffle for controlling exhaust gas flow in the diverter type low-pressure SCR is illustrated. With this as a reference, when connecting the three pipes 111, 112 and 113, only one flow path opening and closing part 140 is needed to achieve opening and closing. Therefore, when applied to actual ships, 10m to 20m of the pipe length connecting the engine 10 to the outside can be saved, thereby ensuring additional installation space. Moreover, compared with the existing method, the number and weight of valves can be reduced, thereby achieving weight reduction.

[0069] Furthermore, since there are no elements inside the valve body 110 that obstruct the flow of exhaust gas, the pressure drop supplied to the SCR 150 due to the flow path opening and closing section 140 can be reduced compared to existing butterfly valves.

[0070] Therefore, by constructing the louvered baffle for controlling the exhaust gas flow of a diverter-type low-pressure SCR as described above, the exhaust gas emission direction to the SCR or the outside can be switched using a diverter-type valve. Depending on whether the ship is navigating or anchoring in a sea area with applicable nitrogen oxide emission regulations, the nitrogen oxides in the exhaust gas can be reduced to below the benchmark before being discharged to the outside or directly to the outside of the ship. This saves on pipeline length, thereby ensuring additional installation space and achieving weight reduction. It also allows for easy internal inspection and cleaning of the valve body, simplifies the structure, improves the convenience of maintenance, and reduces the scope of inspection.

[0071] The embodiments described in this specification and the configurations illustrated in the accompanying drawings are merely preferred embodiments of the present invention and do not represent all the technical ideas of the present invention. Therefore, it should be understood that at the time of this application, there may be various equivalents and modifications that can be substituted.

Claims

1. A louvered baffle for controlling exhaust gas flow in a splitter-type low-pressure SCR, comprising: The valve body has an exhaust pipe that discharges the exhaust gas generated during the combustion of the ship's engine, which is airtightly connected to the first side. On the second side, there is an airtight first discharge pipe that directly discharges the exhaust gas to the outside. On the third side, there is an airtight detour pipe that diverts the exhaust gas and detours it to the SCR. The first discharge pipe and the detour pipe are arranged at a 90-degree angle to each other. The first louver-shaped blade opens and closes the outlet of the first discharge pipe; The second louver-shaped blade opens and closes the outlet of the bypass pipe; as well as The flow path opening and closing section enables the blades of the first blade section and the blades of the second blade section to interact with each other, thereby selectively opening the first discharge pipe and closing the detour pipe, or closing the first discharge pipe and opening the detour pipe.

2. The louvered baffle for controlling exhaust gas flow in a splitter-type low-pressure SCR according to claim 1, characterized in that: The flow path opening and closing part includes: A rotary drive shaft is rotatably coupled to one edge of the valve body between the first discharge pipe and the detour pipe; a worm gear is arranged on the rotary drive shaft at intervals along its length, corresponding to the number of individual blades in the first and second blade portions; a first turbine extends from a blade of the first blade portion and meshes with one side of the worm gear; a second turbine extends from a blade of the second blade portion and meshes with the other side of the worm gear; and a motor drives the rotary drive shaft to rotate. By means of the forward rotation of the rotary drive shaft, the blades of the first blade portion open the first discharge pipe and the blades of the second blade portion close the detour pipe; by means of the reverse rotation of the rotary drive portion, the blades of the first blade portion close the first discharge pipe and the blades of the second blade portion open the detour pipe.

3. The louvered baffle for controlling exhaust gas flow in a splitter-type low-pressure SCR according to claim 1, characterized in that: When navigating or anchoring in waters where the International Maritime Organization's Marine Pollution Prevention Convention does not apply, the bypass pipe is closed by driving the flow path opening and closing part when exhaust gas flows in from the exhaust pipe, thereby allowing the exhaust gas to flow into the first discharge pipe. When navigating or anchoring in waters covered by the International Maritime Organization's Convention on the Prevention of Marine Pollution, when exhaust gas containing a large amount of nitrogen oxides flows in from the exhaust pipe, the first discharge pipe is closed by driving the flow path opening and closing part, thereby causing the exhaust gas to flow into the detour pipe.

4. The louvered baffle for controlling exhaust gas flow in a splitter-type low-pressure SCR according to claim 1. The SCR includes: The selective catalytic reduction module removes nitrogen oxides from the exhaust gas flowing in from the bypass pipe through selective catalytic reduction and discharges the purified exhaust gas to the outside through the second discharge pipe. When navigating or anchoring in waters covered by the International Maritime Organization's Convention on the Prevention of Marine Pollution, the exhaust gas is diverted through the bypass pipe and nitrogen oxides are reduced to below a benchmark level using the selective catalytic reduction module before being discharged through the second emission pipe. When navigating or anchoring in waters where the International Maritime Organization's marine pollution prevention conventions do not apply, the discharge shall be made through the first discharge pipe.

5. The louvered baffle for controlling exhaust gas flow in a splitter-type low-pressure SCR according to claim 1, characterized in that: An openable and closable maintenance panel is adhered to the fourth side of the valve body, thereby allowing maintenance of the flow path opening and closing part by opening the maintenance panel.

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