Exhaust manifold module

Abstract

An exhaust manifold module includes a housing comprising a receiving section and a distribution section separated from the receiving section. The receiving section includes at least one cylinder inlet fluidly or potentially in communication with a cylinder of the engine to receive exhaust gas from a corresponding cylinder; at least one catalyst outlet fluidly or potentially in communication with a catalyst to direct exhaust gas to the catalyst; and at least two first turbocharger outlets, each fluidly or potentially in communication with a turbocharger to direct exhaust gas to a corresponding turbocharger. The distribution section includes at least one catalyst inlet fluidly or potentially in communication with a catalyst to receive exhaust gas from the catalyst; and at least two second turbocharger outlets fluidly or potentially in communication with a corresponding turbocharger, for directing exhaust gas to the corresponding turbocharger in the same manner as for the first turbocharger outlets.

Description

Technical Field

[0001] The present invention relates to an exhaust manifold module, an exhaust manifold system, an exhaust treatment device for an internal combustion engine, an internal combustion engine including such an exhaust treatment device, and a method for operating such an internal combustion engine. Background Technology

[0002] Large engines (which can be configured as two-stroke or four-stroke engines, such as longitudinally scavenged two-stroke large engines or two-stroke crosshead engines) are commonly used as propulsion units for ships (particularly large ships and vessels used for cargo transport) or in stationary applications (e.g., driving large generators for power generation). These engines typically operate continuously for extended periods, placing high demands on operational safety and availability. Therefore, exceptionally long maintenance intervals, low wear, and economical handling of operating materials are core criteria for operators. Large engines typically have cylinders with an inner bore (cylinder diameter) of at least 200 mm. The cylinder bore of large engines can reach 980 mm or even larger. Within the framework of this application, the term "large engine" refers to an internal combustion engine with a cylinder bore of at least 200 mm, preferably at least 300 mm. The engine speed is preferably below 800 RPM (particularly for four-stroke engines), more preferably below 200 RPM (for two-stroke engines), indicating that it is a low-speed engine.

[0003] The classic configuration for large engines is a large diesel engine that uses heavy oil as fuel. This engine can be a diesel engine or a natural gas engine, a dual-fuel engine or a multi-fuel engine. Considerations include economic and efficient operation, compliance with exhaust emission limits, sustainability, and reduction of CO2 and NOx. X Regarding emissions and resource availability, alternatives to heavy oil are currently being sought for large engines. In this regard, both liquid fuels (i.e., fuel introduced into the combustion chamber in liquid form) and gaseous fuels (i.e., fuel introduced into the combustion chamber in gaseous form) are being used.

[0004] Examples of known heavy oil alternatives to liquid fuels include: other heavy hydrocarbons (especially those left as refining residues), alcohols (especially methanol or ethanol), ammonia, gasoline, diesel, or emulsions or suspensions (such as slurries). Biofuels are also possible, such as oils made from algae or seaweed, HVO (hydrogenated vegetable oil), and fuels based on FAME (fatty acid methyl esters). For example, emulsions known as MSAR (multiphase ultrafine atomized residue oil) are known to be used as fuels. As gaseous fuels, known examples include natural gas such as LNG (liquefied natural gas), liquefied gases such as LPG (liquefied petroleum gas), natural gas (NG), petroleum gas (PG), ethane, or hydrogen. Other possible fuels include LBG (liquefied biogas), hydrogen, and synthetic fuels derived from CO2 (e.g., produced via electro-gas or electro-liquid processes).

[0005] In particular, large engines are known to operate on at least two or even more different fuels, depending on operating conditions or environment. It is also known to simultaneously inject two different fuels into the combustion chamber of the cylinder.

[0006] Large engines that can operate using two or more different fuels are called dual-fuel or multi-fuel large engines. Depending on the fuel, these engines can operate in liquid mode (where liquid fuel is introduced into the cylinder for combustion) and / or in gas mode (where gas is introduced into the cylinder as fuel).

[0007] Large engines that can operate on at least two or even more different liquid or gaseous fuels typically operate in different modes depending on the fuel currently in use. In the operating mode, commonly referred to as diesel operation, combustion usually occurs based on the principles of compression ignition or auto-ignition. In the operating mode, commonly referred to as Otto operation, combustion occurs via forced ignition. This forced ignition can be achieved, for example, by an electric spark (e.g., using a spark plug) or by the auto-ignition of a small amount of injected fuel (ignition fuel), which subsequently causes the forced ignition of another fuel. This small amount of fuel intended for auto-ignition is introduced directly into the combustion chamber or injected into a pre-combustion chamber connected to the combustion chamber. Thus, forced ignition can be achieved using a pre-combustion chamber, a spark plug, and / or an ignition fuel. The process of achieving forced ignition through the auto-ignition of a small amount of liquid or other auto-igniting fuel is sometimes referred to as ignition injection. Furthermore, hybrid forms using both Otto and diesel operation are also known.

[0008] In particular, given efforts to reduce greenhouse gas emissions, CO2 production, and sustainability goals, there is a commitment to reducing the use of fossil fuels in large engines. Therefore, alternatives to at least reduce or even completely eliminate the use of fossil fuels in large engines are being explored. While there is still a long way to go, partially replacing fossil fuels with renewable fuels is considered a major success. Fossil fuel alternatives include, for example, methanol or ammonia.

[0009] Typically, exhaust gases are treated in an exhaust gas aftertreatment device (preferably including at least one SCR reactor) to remove any harmful components from the exhaust gases.

[0010] The exhaust gas receiver can be in fluid communication with the turbocharger and also with some kind of aftertreatment device.

[0011] All the pipes and valves used for this fluid communication take up space and need to be customized for each engine system, depending on which turbocharger is used, how the turbocharger is arranged, and the arrangement and components of the exhaust gas treatment system. This increases complexity and cost.

[0012] EP2527611A1 proposes a compact design for an aftertreatment unit, in which a slender exhaust manifold and catalyst container are arranged parallel to each other and separated by a longitudinally extending partition wall. However, space may still be limited, and a supporting structure may be required.

[0013] KR102049971B1 discloses an internal combustion engine system comprising: an exhaust gas receiver having a receiver housing for receiving exhaust gas, a turbocharger, a NOx reduction unit in fluid communication with the exhaust gas receiver, and a guide device for controlling the exhaust gas before it enters the turbocharger. The guide device includes: a first inlet in fluid communication with the exhaust gas receiver, a second inlet in fluid communication with the NOx reduction unit, an outlet in communication with the turbocharger, a piping unit connecting the first inlet, the second inlet, and the outlet, a bypass valve having a valve element for closing and opening the first inlet, and a first reactor valve arranged in fluid communication with the second inlet for controlling the flow of exhaust gas from the NOx reduction unit to the guide device. The main portions of the first inlet, the valve element, and the piping unit are arranged within the receiver housing. The valve element arranged within the receiver housing is difficult to access for maintenance and replacement. Summary of the Invention

[0014] Therefore, the object of the present invention is to at least partially overcome the disadvantages of prior art solutions, and in particular to provide exhaust manifold modules, exhaust manifold systems, exhaust treatment devices for internal combustion engines, internal combustion engines including such exhaust treatment devices, and methods for operating such internal combustion engines, which are particularly more compact and / or less complex.

[0015] This objective is achieved by an exhaust manifold module, an exhaust manifold system, an exhaust treatment device for an internal combustion engine, an internal combustion engine including such an exhaust treatment device, and a method for operating such an internal combustion engine.

[0016] Therefore, as a first aspect of the invention, an exhaust manifold module for a large internal combustion engine includes a housing. The housing may have an elongated extension along a first axis. The periphery of the cross-sectional area perpendicular to the first axis may be convex.

[0017] The housing contains a receiving section and a distributing section.

[0018] The receiving section includes at least one cylinder inlet, which is in fluid communication with or may be in fluid communication with a cylinder of the engine, for receiving exhaust gases from the corresponding cylinder. Preferably, the receiving section includes multiple cylinder inlets, particularly one cylinder inlet per cylinder of an internal combustion engine. The number of cylinder inlets is preferably equal to or may be less than the number of cylinders in the internal combustion engine.

[0019] The receiving section includes at least one catalyst outlet, which is in fluid communication with or may be in fluid communication with the catalyst for guiding exhaust gas to the catalyst.

[0020] The receiving section includes at least two first turbocharger outlets, each first turbocharger outlet being in fluid communication with or potentially in fluid communication with a turbocharger for guiding exhaust gas to the corresponding turbocharger.

[0021] The housing also includes a distribution section separated from the receiving section. The distribution section includes at least one catalyst inlet, which is in fluid communication with or may be in fluid communication with the catalyst, for receiving exhaust gas from the catalyst.

[0022] The housing also includes at least two second turbocharger outlets, each second turbocharger outlet being in fluid communication or fluidly connected to a corresponding turbocharger (the same as the first turbocharger outlet) for guiding exhaust gas to the corresponding turbocharger.

[0023] The presence of at least two first turbocharger outlets and at least two second turbocharger outlets allows for the supply of at least two turbochargers.

[0024] Using multiple smaller turbochargers instead of one larger turbocharger offers greater ease of maintenance. Smaller turbochargers can be removed from the ship for replacement and / or repair. Larger turbochargers may be more difficult to remove and may require onboard maintenance and / or repair. This increases maintenance costs.

[0025] During the operation of an internal combustion engine, the number of exhaust gas-driven turbochargers can be adjusted. Individual turbochargers can be turned on or off.

[0026] However, alternatively, the at least two first turbocharger outlets and the at least two second turbocharger outlets may also be in fluid communication with the same turbocharger or may be in fluid communication with it.

[0027] The positions and / or cross-sectional areas of at least two first turbocharger outlets and at least two second turbocharger outlets can be specified such that equal amounts of exhaust gas enter the turbochargers through the first turbocharger outlets and / or through the second turbocharger outlets, respectively. Therefore, similar or equal turbochargers with the same load can be operated in parallel.

[0028] The exhaust manifold module may include an interface configured to fluidly communicate with another exhaust manifold module having another receiving section and another distributing section. In the fluid communication state, the receiving section may be in fluid communication with the other receiving section, and the distributing section may be in fluid communication with the other distributing section.

[0029] The interface allows exhaust manifold modules to be combined into an exhaust manifold system. An exhaust manifold system can receive exhaust gases from all cylinders, while a single exhaust manifold module receives exhaust gases from only a subset of cylinders. This helps to make the system more modular, thereby reducing costs.

[0030] As a second aspect of the invention, an exhaust manifold module for a large internal combustion engine, preferably an exhaust manifold module as described above, includes a housing comprising a receiving section and a distributing section separated from the receiving section.

[0031] The receiving section includes at least one cylinder inlet fluidly connected or fluidly connected to a cylinder of the engine for receiving exhaust gas from the corresponding cylinder; at least one catalyst outlet fluidly connected or fluidly connected to a catalyst for directing exhaust gas to the catalyst; and at least one, preferably two, first turbocharger outlets fluidly connected or fluidly connected to a turbocharger for directing exhaust gas to the corresponding turbocharger.

[0032] The distribution section includes at least one catalyst inlet, which is in fluid communication or potentially in communication with the catalyst, for receiving exhaust gas from the catalyst; and at least one second turbocharger outlet, preferably two second turbocharger outlets. Each second turbocharger outlet is in fluid communication or potentially in communication with a corresponding turbocharger (the same as the one corresponding to the first turbocharger outlet) for directing exhaust gas to the corresponding turbocharger.

[0033] According to the second aspect, the exhaust manifold module includes at least one interface configured to fluidly communicate the exhaust manifold module with another exhaust manifold module having another receiving section and another distributing section, such that, in a fluid communication state, the receiving section is fluidly communicated with the other receiving section, and the distributing section is fluidly communicated with the other distributing section.

[0034] This interface is used to keep the receiving section and the distribution section separate in a combined exhaust manifold system. The interface may include a separator for separating the receiving section and the distribution section. The interface may include a first interface portion for connecting the receiving section of adjacent modules and a second interface portion for connecting the distribution section of adjacent modules.

[0035] This interface allows an exhaust manifold module to be connected to another exhaust manifold module, which may also include at least one first turbocharger outlet and at least one second turbocharger outlet. The combined exhaust manifold system can then serve at least two turbochargers.

[0036] When the combined modules are modules according to the second aspect (each module has a first and a second turbocharger outlet), the combined exhaust manifold system can then allow service of two turbochargers.

[0037] When the combined modules include a module according to the second aspect (having one first and one second turbocharger outlet) and a module according to the first aspect (having two first and two second turbocharger outlets), the combined exhaust manifold system can then allow service of three turbochargers.

[0038] When the combined modules include two modules according to the first aspect (having two first and two second turbocharger outlets), the combined exhaust manifold system can then allow service of four turbochargers.

[0039] By combining modules according to the first aspect and / or the second aspect, any number of at least two turbochargers can be connected to the combined exhaust manifold system.

[0040] When using the above-mentioned exhaust manifold module, the exhaust gas entering the exhaust manifold module can be directly guided to the turbocharger, or it can be treated in the catalyst and then guided to the turbocharger.

[0041] It has been found advantageous that, after being treated in the catalyst, the exhaust gas is guided back to the exhaust manifold module before being directed to the turbocharger. This allows for the omission of some external piping in the exhaust manifold module, resulting in a more compact layout and easier compensation for temperature differences. Furthermore, it reduces the need for supporting structures.

[0042] Typically, an exhaust manifold module can receive exhaust gases from the same catalyst it serves. Alternatively, particularly in combustion engines with multiple exhaust manifold modules and / or catalysts, the exhaust manifold module can receive exhaust gases from different catalysts.

[0043] Preferably, the volume of the distribution segment is smaller than the volume of the receiving segment.

[0044] Fluid connectivity can be achieved by installing an exhaust manifold module into the internal combustion engine, i.e., by physically connecting the exhaust manifold module to the cylinders, turbocharger, and catalyst and / or ultimately to another exhaust manifold module, and / or by opening corresponding valves. The exhaust manifold module can be installed in the internal combustion engine. Preferably, the cylinder inlet, catalyst outlet, first turbocharger outlet, catalyst inlet, and / or second turbocharger outlet include valves.

[0045] The interface can provide fluid communication between an exhaust manifold module and another exhaust manifold module.

[0046] The interface includes at least one opening for guiding exhaust gas away from and / or into the exhaust manifold module. Preferably, the interface includes at least two openings, one for guiding exhaust gas away from and / or into the receiving section, and one for guiding exhaust gas away from and / or into the distribution section.

[0047] The interface may include securing elements, such as flanges, threads, and / or bayonet connectors, for attaching another exhaust manifold module to the exhaust manifold module. The interface may include sealing elements to prevent leakage of fluid communication between the exhaust manifold module and the other exhaust manifold module.

[0048] The interface may include at least one valve.

[0049] This interface allows for the combination of exhaust manifold modules, enabling each exhaust manifold module to be fluidly connected to only a portion of the cylinders of the internal combustion engine or to be fluidly connected to them.

[0050] This interface can form either a catalyst outlet or a catalyst inlet.

[0051] Exhaust gas exiting from the exhaust manifold module can enter another exhaust manifold module via an interface, and then be guided to the catalyst through the catalyst outlet of that other exhaust manifold module. In this case, the catalyst outlet of the exhaust manifold module is formed by the interface.

[0052] Exhaust gas can be received directly from the catalyst inlet of another exhaust manifold module and then enter the distribution section of the exhaust manifold module via an interface. In this case, the catalyst inlet of the exhaust manifold module is formed by the interface. Similarly, exhaust gas can be received directly from the catalyst inlet of another exhaust manifold module and then enter the distribution section of another exhaust manifold module via an interface. In this case, the catalyst inlet of the other exhaust manifold module is formed by the interface.

[0053] The interface may include a compensator, advantageously including a receiving segment compensator for arrangement between a receiving segment and another receiving segment in a connected state, and / or including an allocation segment compensator for arrangement between an allocation segment and another allocation segment in a connected state.

[0054] The compensator can be a single compensator with a receiving section compensator portion and an allocation section compensator portion, or it can include separate compensators to form a receiving section compensator and an allocation section compensator.

[0055] The compensator is used to compensate for any undesirable relative motion, such as motion caused by thermal expansion. Tension between the exhaust manifold module and another exhaust manifold module is reduced, and oscillations can be absorbed. Since vibration transmission is more critical for components with larger cross-sectional areas, the exhaust manifold module preferably includes at least a receiving section compensator.

[0056] The receiving section can be elongated along a first longitudinal axis. The distributing section can also be elongated along a second longitudinal axis, wherein the first and second longitudinal axes are arranged in parallel.

[0057] The longitudinal extension of the exhaust manifold module can be greater than the maximum cross-sectional diameter of the housing.

[0058] Exhaust gases can diffuse along the first and second axes. A pair of first and second turbocharger outlets, fluidly connected or fluidly communicative with the same turbocharger, can be positioned at the same axial distance from the first longitudinal end. Cylinder inlets, first turbocharger outlets, and / or second turbocharger outlets can be uniformly distributed along the first and second longitudinal axes.

[0059] The outlet of the first turbocharger can be arranged along a longitudinal axis parallel to the first longitudinal axis.

[0060] The second turbocharger outlet can be arranged along a longitudinal axis parallel to the second longitudinal axis. The catalyst inlet can be located, preferably centrally located, between the two second turbocharger outlets.

[0061] The first and second turbocharger outlets can be arranged on the same side of the housing, preferably on the side where the turbocharger can be positioned, and more preferably on the side opposite to the side where the cylinders are arranged. Therefore, the first and second turbocharger outlets are easier to access and can be connected to the turbocharger with less effort.

[0062] In the installed state, the turbocharger can be arranged along a third longitudinal axis parallel to the first and second longitudinal axes.

[0063] Both the receiving section and the distributing section can be arranged inside the housing. In particular, the cross-section of the housing (especially perpendicular to the first and second longitudinal axes) is convex in shape facing outwards.

[0064] This type of exhaust manifold module has a more compact form and reduces the amount of piping and compensators required.

[0065] At least one partition wall may be arranged inside the housing to separate the receiving section and the distribution section. The housing may form part of the boundary between the receiving section and the distribution section.

[0066] The partition wall can have curvature, so that the partition wall can be convex relative to the distribution segment.

[0067] The cylinder inlet, the first turbocharger outlet and / or the second turbocharger outlet, and the catalyst inlet can be arranged in the outer shell surface of the housing.

[0068] A pair of first turbocharger outlets and corresponding second turbocharger outlets can be arranged in the same axial position relative to the longitudinal axis of the housing.

[0069] The exhaust manifold module may include at least one outlet line disposed outside the housing. This outlet line may be in fluid communication or fluidly connected to one of the first turbocharger outlets and one of the second turbocharger outlets, and may be in fluid communication or fluidly connected to the turbocharger. The outlet line may form a T-connection such that one of the first turbocharger outlets and one of the second turbocharger outlets are connected in parallel to or may be connected to each outlet line.

[0070] The outlet line can establish a connection between the first and / or second turbocharger outlets arranged in the housing and the turbocharger.

[0071] Preferably, the exhaust manifold module includes outlet lines for each pair of first and second turbocharger outlets and / or outlet lines for each turbocharger.

[0072] The exhaust manifold module can be elongated along the first longitudinal axis. The catalyst outlet can be located at the first longitudinal end.

[0073] If present, the interface can be located at the first longitudinal end or at the second longitudinal end opposite to the first longitudinal end.

[0074] According to another aspect of the invention, an exhaust manifold system includes at least two modules selected from the group consisting of at least one exhaust manifold module including an interface according to a first aspect, and at least one exhaust manifold module according to a second aspect.

[0075] In particular, the exhaust manifold system may include at least two exhaust manifold modules according to the first aspect, and thus include at least four first turbocharger outlets and at least four second turbocharger outlets.

[0076] Alternatively, the exhaust manifold system may include at least two exhaust manifold modules according to the second aspect, thus including at least two first turbocharger outlets and at least two second turbocharger outlets.

[0077] Alternatively, the exhaust manifold system may include at least one exhaust manifold module according to the first aspect and at least one exhaust manifold module according to the second aspect, thus including at least three first turbocharger outlets and at least three second turbocharger outlets.

[0078] The two exhaust manifold modules are fluidly connected through their respective interfaces.

[0079] The exhaust manifold system may include a common catalyst outlet formed by the catalyst outlet of one of the exhaust manifold modules.

[0080] The exhaust manifold system may include a common catalyst inlet formed by the catalyst inlet of one of the exhaust manifold modules.

[0081] The exhaust manifold system includes at least two first turbocharger outlets and at least two second turbocharger outlets.

[0082] The exhaust manifold system can service at least two turbochargers in parallel. This is advantageous for turbocharger maintenance, as it makes turbocharger replacement easier to perform off-board rather than onboard. This helps reduce maintenance time and / or can save costs.

[0083] The exhaust manifold system may include an exhaust manifold module including an interface according to the first aspect and at least one other exhaust manifold module including an interface according to the first aspect.

[0084] The exhaust manifold system may include one exhaust manifold module according to the second aspect and at least one other exhaust manifold module according to the second aspect.

[0085] The exhaust manifold system may include an exhaust manifold module including an interface according to the first aspect and at least one other exhaust manifold module according to the second aspect.

[0086] The exhaust manifold system may include an exhaust manifold module according to the second aspect and at least one other exhaust manifold module including an interface according to the first aspect.

[0087] Other combinations, such as including more than two exhaust manifold modules, are also possible.

[0088] The exhaust manifold module of the exhaust manifold system can extend longitudinally and can be adjacent at its longitudinal ends, thus allowing the exhaust manifold system to extend longitudinally.

[0089] The exhaust manifold system may include multiple pairs of first and second turbocharger outlets, each pair being fluidly connected or fluidly permeable to a corresponding outlet line to supply the respective turbocharger in parallel. The first and second turbocharger outlets forming such a pair may be arranged at the same longitudinal distance from the longitudinal end of the exhaust manifold system. The first and second turbocharger outlets forming a pair may be arranged close to each other, for example, at a distance less than the distance between two first turbocharger outlets or the distance between two second turbocharger outlets.

[0090] The exhaust manifold system may include compensators disposed between the interfaces of the respective exhaust manifold modules. These compensators may be those described above.

[0091] According to another aspect of the invention, an exhaust treatment device for an internal combustion engine includes at least one exhaust manifold module or exhaust manifold system as described above, such that the exhaust treatment device includes at least two first turbocharger outlets and at least two second turbocharger outlets.

[0092] An exhaust treatment device including two first turbocharger outlets and two second turbocharger outlets may include one exhaust manifold module according to the first aspect or two exhaust manifold modules according to the second aspect.

[0093] The exhaust treatment device includes a catalyst comprising at least one first catalyst element, particularly an SCR catalyst element. The catalyst is in fluid communication or may be in fluid communication with the catalyst outlet of the exhaust manifold module or with a common catalyst outlet of the exhaust manifold system, and is also in fluid communication or may be in fluid communication with the catalyst inlet of the exhaust manifold module or with a common catalyst inlet of the exhaust manifold system. Therefore, exhaust gas can be directed from the receiving section to the catalyst and subsequently to the distribution section. From there, the exhaust gas can be directed in parallel to at least two turbochargers via at least two second turbocharger outlets.

[0094] Alternatively, exhaust gases can be directly and in parallel directed to at least two turbochargers via at least two first turbocharger outlets without requiring treatment in the exhaust treatment unit.

[0095] The exhaust manifold module may be part of an exhaust treatment unit, wherein a catalyst container or catalyst is arranged parallel to and / or adjacent to the exhaust manifold module and / or wherein the catalyst container or catalyst is separated from the receiving section by a partition wall. The catalyst outlet may be formed by an opening in the partition wall.

[0096] According to another aspect of the invention, an internal combustion engine, particularly a dual-fuel combustion engine, includes at least one cylinder and an exhaust treatment device as described above. The at least one cylinder may be a large cylinder with an inner diameter of at least 200 mm. Preferably, the internal combustion engine includes multiple cylinders, for example, at least four and at most twelve cylinders.

[0097] An internal combustion engine may include at least a first turbocharger and a second turbocharger. The first turbocharger may be in fluid communication or fluidly connected to both one of the first turbocharger outlets and one of the second turbocharger outlets. The second turbocharger may be in fluid communication or fluidly connected to both the other of the first turbocharger outlets and the other of the second turbocharger outlets.

[0098] Therefore, the first and second turbochargers can serve in parallel. An internal combustion engine may include multiple turbochargers, the number of which may correspond to the number of first and second turbocharger outlets, such that each turbocharger can be connected to a corresponding pair of first and second turbocharger outlets.

[0099] According to another aspect of the invention, a method for operating an internal combustion engine as described above includes the step of guiding exhaust gas from at least one cylinder to a receiving section. The method further includes at least one of the following steps.

[0100] Exhaust gas is directed to the corresponding turbocharger through at least one, and in particular all, the outlets of the first turbocharger. For example, in Tier II mode or when the catalyst is unavailable for any reason, exhaust gas can be directed directly from the receiving section to the turbocharger.

[0101] In this configuration, the exhaust gas can be distributed to at least two first turbocharger outlets in the receiving section or receiving section, such that equal amounts of exhaust gas and / or exhaust gas with similar pressures are directed to at least two turbochargers.

[0102] Alternatively, exhaust gas is directed to the catalyst via a catalyst outlet or common catalyst outlet, receives exhaust gas from the catalyst at a catalyst inlet or common catalyst inlet, and is directed to the respective turbocharger via at least one, and in particular all, second turbocharger outlets.

[0103] Typically, exhaust gas can be distributed to at least two second turbocharger outlets in the distribution section and / or distribution section, such that equal amounts of exhaust gas and / or exhaust gas with similar pressures are directed to at least two turbochargers. Attached Figure Description

[0104] The invention will be better understood from the following detailed description and with reference to the accompanying drawings, and other objectives besides those described above will become clear, wherein: Figure 1 A schematic diagram illustrating an embodiment of a large combustion engine is shown; Figure 2 A perspective view with cross-section is shown for a first example of an exhaust manifold module; Figure 3 A perspective view of an example exhaust manifold system is shown; Figure 4 A cross-sectional view of an example of an exhaust treatment device is shown; Figure 5 A front view of a portion of a large combustion engine is shown; Figure 6 A perspective view of a portion of a large combustion engine is shown; Figure 7 A cross-sectional view of an example exhaust manifold module is shown. Detailed Implementation

[0105] Figure 1 A schematic diagram of an embodiment of a large combustion engine is shown.

[0106] exist Figure 1 The image shows only one cylinder 210 of the large engine 200. Typically, the large engine 200 includes multiple cylinders 210, such as at least four and up to twelve cylinders 210 or even more. The term "large combustion engine" refers to an internal combustion engine commonly used as a marine propulsion unit or in stationary applications (e.g., driving a large generator for power generation).

[0107] Typically, the cylinders 210 of the large engine 200 each have an inner diameter (bore) of at least about 200 mm. The large engine 200 is known to have various configurations, such as two-stroke or four-stroke engines.

[0108] In the following description, reference is made by way of example to a large engine 200 configured as a longitudinally scavenged two-stroke large engine having a plurality of cylinders 210. Each cylinder 210 has a combustion chamber 211. Furthermore, in each cylinder 210, a piston 220 is arranged to reciprocate between top dead center and bottom dead center.

[0109] The term "longitudinal scavenging" means that scavenging or charging air is introduced into the lower region of cylinder 210, and exhaust valve 230 is located at or within cylinder head 212 at the upper end of cylinder 210.

[0110] In each cylinder 210, a piston 220 is connected to a crosshead 222 via a piston rod 221 in a manner known per se. The crosshead 222 is connected to a crankshaft 224 via a pushrod or connecting rod 223, such that the motion of the piston 220 is transmitted to the crankshaft 224 via the piston rod 221, crosshead 222, and connecting rod 223 to rotate it. The upper side of the piston 220, together with the cylinder head 212, defines a combustion chamber 211 into which a first fuel and / or a second fuel is introduced.

[0111] In an embodiment of the longitudinally scavenged two-stroke large diesel engine 200, scavenging air slots 215 are typically located in the lower region of each cylinder 210 or cylinder liner. These slots are periodically closed and opened by the movement of the piston 220 within the cylinder 210, allowing scavenging air supplied by the turbocharger at charging pressure to flow through the scavenging air slots 215 into the cylinder 210 when they are open. An exhaust valve 230, typically centrally located, is provided in the cylinder head 212 through which exhaust gases are discharged from the cylinder 210 to the exhaust treatment unit 400 and from there to the turbocharger 203, preferably to at least two turbochargers 203.

[0112] Using multiple smaller turbochargers instead of one larger turbocharger provides improved maintenance. Smaller turbochargers can be removed from the ship for replacement and / or repair, making off-board maintenance possible. In contrast, larger turbochargers must be maintained and / or repaired on board.

[0113] It should be noted that the present invention is not limited to this specific type of longitudinally scavenged two-stroke large engine 200, which can operate with a first fuel and / or a second fuel. The large engine can also be any other type of large engine. In particular, the large engine can be configured to burn only one type of fuel.

[0114] Figure 2 A perspective view with cross-section is shown of a first example of an exhaust manifold module 100.

[0115] The exhaust manifold module 100 includes a housing 110, which contains a receiving section 120 and a distributing section 130. A partition wall 111 disposed within the housing 110 separates the receiving section 120 and the distributing section 130.

[0116] The receiving section 120 includes a cylinder inlet 121, which corresponds to a cylinder 210 of the engine 200 (see...). Figure 1() Fluid communication or fluid connectivity, for receiving exhaust gas from the corresponding cylinder 210.

[0117] Receiving section 120 includes a first turbocharger outlet 123, which is in fluid communication or potentially in fluid communication with outlet line 170 for directing exhaust gas to turbocharger 203 (see...). Figure 1 and Figure 5 ).

[0118] Distribution section 130 includes a second turbocharger outlet 132, which is in fluid communication or potentially in fluid communication with outlet line 170, and, like the first turbocharger outlet 123, is used to direct exhaust gas to turbocharger 203 (see...). Figure 1 and Figure 5 ).

[0119] The first turbocharger outlet 123 and the second turbocharger outlet 132 form a pair of turbocharger outlets, which lead to the same turbocharger 203 via outlet line 170 (see...). Figure 1 and Figure 5 Supply waste gas.

[0120] The first turbocharger outlet 123 can be closed, opened, or partially opened using the corresponding first turbocharger outlet valve 125.

[0121] Similarly, the second turbocharger outlet 132 can be closed, opened, or partially opened using the corresponding second turbocharger outlet valve 133.

[0122] When the first turbocharger outlet valve 125 and the second turbocharger outlet valve 133 are closed, the turbocharger 203 connected to the corresponding outlet line 170 (see...) Figure 6 The exhaust manifold module 100 can be completely disconnected. In this case, the corresponding turbocharger 203 can be shut off, for example, where only a small number of turbochargers 203 are needed to operate the combustion engine 200 (see [link to article]). Figure 1 In the case of ),

[0123] Figure 3 A perspective view of an example of an exhaust manifold system 300 is shown.

[0124] The exhaust manifold system 300 includes an exhaust manifold module 100 having two first turbocharger outlets 123 and two second turbocharger outlets 132 arranged in the outer surface of the housing 110.

[0125] The exhaust manifold system 300 also includes another exhaust manifold module 100', which has a first turbocharger outlet 123 and a second turbocharger outlet 132 disposed on the outer surface of the housing 110'.

[0126] Therefore, a first example of the exhaust manifold system 300 includes three pairs of turbocharger outlets that can supply exhaust gas to three turbochargers (not shown in the figure).

[0127] The exhaust manifold module 100 and the other exhaust manifold module 100' are connected via interfaces 140 and 140'.

[0128] The other exhaust manifold module 100' includes a catalyst outlet 122 disposed at a longitudinal end, which is fluidly connected to a catalyst (not shown) for guiding exhaust gas to the catalyst.

[0129] The exhaust manifold module 100 includes a catalyst inlet 131 disposed in the outer surface of the housing 110, which is in fluid communication with a catalyst (not shown) for receiving exhaust gases from the catalyst. Exhaust gases can exit from the receiving section 120 of the exhaust manifold module 100 (see...). Figure 4 ) is guided via interfaces 140, 140' to another receiving section 120' of another exhaust manifold module 100' (see Figure 4 ), and through this other receiving segment 120' (see Figure 4 The catalyst outlet 122 is directed to the catalyst.

[0130] It has entered the distribution section 130 of the exhaust manifold module 100 (see Figure 2 The exhaust gas can be guided via interfaces 140, 140' to another distribution section 130' of another exhaust manifold module 100' (see Figure 4 ).

[0131] The exhaust manifold system 300 includes a common catalyst outlet 122 and a common catalyst inlet 131.

[0132] Figure 4 A cross-sectional view of an example exhaust treatment device 400 is shown. The exhaust treatment device 400 includes, as... Figure 3 The exhaust manifold system 300 shown is shown.

[0133] The exhaust manifold system 300 includes an exhaust manifold module 100 and another exhaust manifold module 100'.

[0134] The exhaust manifold module 100 includes a receiving section 120 having two first turbocharger outlets 123 and a distribution section 130 having two second turbocharger outlets 132, while the other exhaust manifold module 100' includes another receiving section 120' having only one first turbocharger outlet 123 and another distribution section 130' having one second turbocharger outlet 132.

[0135] Exhaust manifold module 100 and another exhaust manifold module 100' each include six cylinder inlets 121 for connection to a total of twelve cylinders (see...). Figure 1 ).

[0136] The exhaust manifold module 100 includes an interface 140 configured to fluidly communicate the exhaust manifold module 100 with another exhaust manifold module 100' having another interface 140', another receiving section 120' and another distributing section 130', such that, in the fluid communication state, the receiving section 120 is in fluid communication with the other receiving section 120', and the distributing section 130 is in fluid communication with the other distributing section 130'.

[0137] Interface 140 forms the catalyst outlet 122 of exhaust manifold module 100. Interface 140' forms the catalyst inlet 131' of another exhaust manifold module 100'.

[0138] The compensator 180 is positioned between the exhaust manifold module 100 and another exhaust manifold module 100'.

[0139] The compensator 180 includes a receiving section compensator portion 181, which is arranged between the receiving section 120 of the exhaust manifold module 100 and another receiving section 120' of the other exhaust manifold module 100'.

[0140] The compensator 180 includes a distribution section compensator portion 182, which is arranged between the distribution section 130 of the exhaust manifold module 100 and another distribution section 130' of another exhaust manifold module 100'.

[0141] The catalyst outlet 122 of another exhaust manifold module 100' forms a common catalyst outlet 122 of the exhaust manifold system 300. By opening the catalyst outlet valve 124 in the catalyst outlet 122, fluid communication is established between the receiving section 120' (and also with the receiving section 120 since the receiving sections 120, 120' are in fluid communication through the interfaces 140, 140') and the catalyst 202.

[0142] The catalyst inlet 131 of the exhaust manifold module 100 forms the common catalyst inlet 131 of the exhaust manifold system 300. By opening the catalyst inlet valve 134 in the catalyst inlet 131, fluid communication is established between the catalyst 202 and the distribution section 130 (and also with the distribution section 130' since the distribution sections 130, 130' are in fluid communication through the interfaces 140, 140').

[0143] Figure 5 A front view of a portion of a large internal combustion engine 200 is shown.

[0144] The internal combustion engine 200 includes an exhaust manifold module 100 having six cylinder inlets 121, two first turbocharger outlets 123, a catalyst outlet 122, a catalyst inlet 131, and two second turbocharger outlets 132.

[0145] Each of the first turbocharger outlets 123 and each of the two second turbocharger outlets 132 form a pair of turbocharger outlets.

[0146] These are in fluid communication between the turbocharger outlet and the corresponding outlet line 170.

[0147] The internal combustion engine 200 includes two turbochargers 203, each connected to a corresponding outlet line 170. The turbochargers 203 can be easily lifted and removed from the internal combustion engine 200. This simplifies maintenance.

[0148] Figure 6 A perspective view of a portion of a large combustion engine 200 is shown. Therefore, this figure uses... Figure 5 Same reference numerals as shown in the attached figures.

[0149] Catalyst outlet 122 can be closed, opened, or partially opened using catalyst outlet valve 124 (in this case, a butterfly valve).

[0150] The catalyst inlet 131 can be closed, opened, or partially opened using the catalyst inlet valve 134.

[0151] Each first turbocharger outlet 123 can be closed, opened, or partially opened using a corresponding first turbocharger outlet valve 125.

[0152] In TIER III mode, exhaust gas can first be guided from receiver 120 to catalyst 202 (see...). Figure 4 The catalyst is then directed to turbocharger 203. In this case, the first turbocharger outlet 123 is closed, and the catalyst outlet valve 124 and catalyst inlet valve 134 are open.

[0153] Alternatively, for example in TIER II mode, exhaust gas can be directed directly from receiver 120 to turbocharger 203. In this case, first turbocharger outlet 123 is open. Catalyst outlet valve 124 is closed in this situation to prevent exhaust gas from flowing downstream into the catalyst. Furthermore, catalyst inlet valve 134 can be closed to prevent exhaust gas from flowing upstream into the catalyst.

[0154] Figure 7 A cross-sectional view of an example of an exhaust manifold module 100 is shown.

[0155] The exhaust manifold module 100 includes a generally cylindrical housing 110, which contains a receiving section 120 and a distributing section 130. A curved partition wall 111 is arranged inside the housing 110, separating the receiving section 120 and the distributing section 130.

[0156] The receiving section 120 includes a cylinder inlet 121, which in this case is a conduit leading to the interior of the housing 110. A first turbocharger outlet 123 for guiding exhaust gas out of the receiving section 120 and a second turbocharger outlet 132 for guiding exhaust gas out of the distribution section 130 are arranged in the outer surface of the housing.

[0157] The outlet line 170 fluidly connects the first turbocharger outlet 123 and the second turbocharger outlet 132 to the turbocharger 203.

[0158] Any implementation of the apparatus described should be similarly applied to the method. Although not described in detail, combinations of different implementations may produce synergistic effects.

[0159] While preferred embodiments are shown and described herein, it should be clearly understood that the invention is not limited thereto, but may be practiced and implemented in various other ways within the scope of the appended claims.

Claims

1. An exhaust manifold module (100) for a large internal combustion engine (200), the exhaust manifold module (100) comprising a housing (110, 110'), the housing comprising: The receiving segment (120, 120') has the following characteristics: - At least one cylinder inlet (121), said at least one cylinder inlet being in fluid communication or potentially in fluid communication with a cylinder (210) of the engine (200), for receiving exhaust gas from the corresponding cylinder (210), - At least one catalyst outlet (122), said at least one catalyst outlet being in fluid communication with or potentially in fluid communication with the catalyst (202), for guiding exhaust gas to said catalyst (202), and At least two first turbocharger outlets (123), each first turbocharger outlet being in fluid communication or potentially in fluid communication with a turbocharger (203), for directing exhaust gas to the corresponding turbocharger (203). And among them, The housing (110) also includes distribution sections (130, 130') separated from the receiving sections (120, 120'). Its features are, The allocation segments (130, 130') include: - At least one catalyst inlet (131, 131'), said at least one catalyst inlet being in fluid communication with or potentially in fluid communication with the catalyst (202), for receiving exhaust gas from the catalyst (202), and - At least two second turbocharger outlets (132), each second turbocharger outlet being in fluid communication or fluidly connected to a corresponding turbocharger (203), and being similar to the first turbocharger outlet (123) for directing exhaust gas to the corresponding turbocharger (203).

2. The exhaust manifold module (100) according to claim 1, the exhaust manifold module comprising an interface (140) configured to fluidly communicate the exhaust manifold module (100) with another exhaust manifold module (100'), the other exhaust manifold module having another receiving section (120') and another distributing section (130') such that, in a fluid communication state, the receiving section (120) is in fluid communication with the other receiving section (120'), and the distributing section (130) is in fluid communication with the other distributing section (130').

3. An exhaust manifold module (100, 100') for a large internal combustion engine (1), preferably the exhaust manifold module (100) according to claim 1, said module (100, 100') comprising a housing (110, 110'), said housing comprising: The receiving segment (120, 120') has the following characteristics: - At least one cylinder inlet (121), said at least one cylinder inlet being in fluid communication or potentially in fluid communication with a cylinder (210) of the engine (200), for receiving exhaust gas from the corresponding cylinder (210), - At least one catalyst outlet (122), said at least one catalyst outlet being in fluid communication with or potentially in fluid communication with the catalyst (202), for guiding exhaust gas to said catalyst (202), and - At least one, preferably two, first turbocharger outlets (123), each first turbocharger outlet being in fluid communication with or potentially in fluid communication with a turbocharger (203) for directing exhaust gas to the corresponding turbocharger (203). And among them, The housing further includes distribution sections (130, 130') separated from the receiving sections (120, 120'), the distribution sections (130, 130') comprising: - At least one catalyst inlet (131, 131'), said at least one catalyst inlet being in fluid communication with or potentially in fluid communication with the catalyst (202), for receiving exhaust gas from the catalyst (202), - and at least one, preferably two, second turbocharger outlets (132), each second turbocharger outlet being in fluid communication or potentially in fluid communication with a corresponding turbocharger (203), and serving the same purpose as the first turbocharger outlet (123) for directing exhaust gas to the corresponding turbocharger (203). Its features are, The exhaust manifold modules (100, 100') include at least one interface (140) configured to fluidly communicate the exhaust manifold modules (100, 100') with another exhaust manifold module (100, 100'), the other exhaust manifold module having another receiving section (120, 120') and another distributing section (130, 130') such that, in a fluid communication state, the receiving section (120, 120') is in fluid communication with the other receiving section (120, 120'), and the distributing section (130, 130') is in fluid communication with the other distributing section (130, 130').

4. The exhaust manifold module (100) according to any one of claims 2 or 3, wherein, The interface (140) forms one of the catalyst outlet (122) and the catalyst inlet (131').

5. The exhaust manifold module (100) according to any one of claims 2 to 4, wherein, The interface (140) includes a compensator (180), which advantageously includes a receiving segment compensator (181) for arrangement between the receiving segment (120) and the other receiving segment (120') in a connected state, and the compensator also includes a distribution segment compensator (182) for arrangement between the distribution segment (130) and the other distribution segment (130') in a connected state.

6. The exhaust manifold module (100) according to any one of the preceding claims, wherein, The receiving segments (120, 120') are elongated along a first longitudinal axis, and the distributing segments (130, 130') are elongated along a second longitudinal axis, and the first longitudinal axis and the second longitudinal axis are arranged in parallel.

7. The exhaust manifold module (100) according to any one of the preceding claims, wherein, The receiving sections (120, 120') and the distributing sections (130, 130') are both arranged inside the housing, and in particular, the cross-section of the housing is convex in shape facing outward.

8. The exhaust manifold module (100) according to any one of the preceding claims, the exhaust manifold module comprising at least one partition wall (111) disposed within the housing (110, 110') for separating the receiving section (120, 120') and the distributing section (130, 130').

9. The exhaust manifold module (100) according to any one of the preceding claims, the exhaust manifold module comprising at least one outlet line (170) disposed outside the housing (110) and in fluid communication or fluidly communicable with one of the first turbocharger outlets (123) and one of the second turbocharger outlets (132), and in fluid communication or fluidly communicable with a turbocharger (203).

10. The exhaust manifold module (100) according to any one of the preceding claims, wherein, The exhaust manifold module (100, 100') is elongated along a first longitudinal axis, and the catalyst outlet (122) is arranged at the first longitudinal end.

11. The exhaust manifold module (100) according to any one of claims 2 to 5, wherein, The exhaust manifold module (100, 100') is elongated along a first longitudinal axis, and the interface (140) is arranged at the first longitudinal end or at a second longitudinal end opposite to the first longitudinal end.

12. An exhaust manifold system (300), said exhaust manifold system comprising at least two modules consisting of the group consisting of: - At least one exhaust manifold module (100) according to claim 2, and - At least one exhaust manifold module (100') according to claim 3, in, The two exhaust manifold modules (100, 100') are fluidly connected through their respective interfaces (140). - The exhaust manifold system (300) includes a common catalyst outlet (122), which is formed by the catalyst outlet (122) of one of the exhaust manifold modules (100, 100'). - The exhaust manifold system (300) includes a common catalyst inlet (131), which is formed by the catalyst inlet (131) of one of the exhaust manifold modules (100, 100'), and - The exhaust manifold system (300) includes at least two first turbocharger outlets (123) and at least two second turbocharger outlets (132).

13. The exhaust manifold system (300) according to claim 12, the exhaust manifold system comprising a compensator (180) disposed between interfaces (140) of the respective exhaust manifold modules (100, 100').

14. An exhaust treatment device (400) for an internal combustion engine (1), the exhaust treatment device (400) comprising: - At least one exhaust manifold module (10) according to any one of claims 1 to 11 or an exhaust manifold system according to any one of claims 12 to 13, such that the exhaust treatment device (400) includes at least two first turbocharger outlets (123) and at least two second turbocharger outlets (132), and - Catalyst (20), said catalyst comprising at least one first catalyst element (21), particularly an SCR catalyst element, said at least one first catalyst element It is in fluid communication or may be in fluid communication with the catalyst outlet (122) of the exhaust manifold module (10) or the common catalyst outlet (122) of the exhaust manifold system (300), and It is in fluid communication with the catalyst inlet (131) of the exhaust manifold module (10) or the common catalyst inlet (131) of the exhaust manifold system.

15. An internal combustion engine (200), particularly a dual-fuel combustion engine, the internal combustion engine comprising at least one cylinder (210) and including an exhaust treatment device (400) according to claim 14.

16. The internal combustion engine (200) according to claim 15, wherein the internal combustion engine comprises at least a first turbocharger and a second turbocharger (203), in, The first turbocharger is in fluid communication or fluidly connected to both one of the first turbocharger outlets (123) and one of the second turbocharger outlets (132), and The second turbocharger is either fluidly connected to or fluidly permissible with one of the first turbocharger outlets (123) and the other of the second turbocharger outlets (132).

17. A method for operating an internal combustion engine (200) according to any one of claims 15 to 16, the method comprising the steps of: - The exhaust gas is directed from at least one cylinder (210) to the receiving section (120, 120'), and The method includes at least one step consisting of a group of the following: - The exhaust gas is directed to the corresponding turbocharger (203) through at least one, and in particular all, the outlets of the first turbochargers (123), and - The exhaust gas is directed to the catalyst through the catalyst outlet (122) or the common catalyst outlet (122), the exhaust gas is received from the catalyst at the catalyst inlet (131) or the common catalyst inlet (131), and the exhaust gas is directed to the respective turbocharger (203) through at least one, in particular all of the second turbocharger outlets (132).

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