Exhaust gas flow control louver damper for diverter-type low-pressure SCR.

Abstract

We provide an exhaust gas flow control louver damper for diverter-type low-pressure SCR. [Solution] The present invention discloses a diverter-type exhaust gas flow control louver damper for a low-pressure SCR, in which an exhaust pipe through which exhaust gas from the combustion of a ship's engine is discharged is hermetically coupled to a first side surface, a first discharge pipe that directly discharges the exhaust gas to the outside is hermetically coupled to a second side surface, and a bypass pipe that branches the exhaust gas and redirects it to an SCR is hermetically coupled to a third side surface, the first discharge pipe and the bypass pipe being separated from each other at an angle of 90°, the valve body comprising: a louver-type first wing portion that opens and closes the outlet of the first discharge pipe, a louver-type second wing portion that opens and closes the outlet of the bypass pipe, and a flow path opening / closing section that interlocks the wings of the first wing portion and the wings of the second wing portion with each other to selectively open the first discharge pipe and close the bypass pipe, or close the first discharge pipe and open the bypass pipe.

Description

Technical Field

[0001] The present invention relates to the technical field of exhaust gas flow control louver dampers, and particularly to a diverter-type low-pressure SCR exhaust gas flow control louver damper that simplifies and lightens the valve structure and facilitates maintenance.

Background Art

[0002] Normally, in a ship, in order to switch the direction of exhaust gas discharged from the engine 10 and discharge it to the outside, a 2-way triple offset butterfly valve 20 is applied, and two valves 20 are selectively controlled to discharge directly from the engine 10 to the outside or from the engine 10 to the outside via a selective catalytic reduction module (SCR) 30.

[0003] On the other hand, the selective catalytic reduction module 30 is provided to purify nitrogen oxides in the exhaust gas.

[0004] However, as shown in FIG. 1, the butterfly disk 21 obstructs the fluid flow, and the flow rate loss is large because the amount of exhaust gas that can be transferred is small compared to the size of the pipe.

[0005] Also, during maintenance, a separate maintenance hole must be provided in the pipe or the valve must be disassembled. For example, in the case of a small valve, after disassembling the valve, the inside must be checked and inspected. In the case of a large valve, access to the inside through a separately installed maintenance hole in the pipe is required for inspection, resulting in excessive maintenance costs and time.

[0006] In addition, due to the structural deformation of the valve caused by the high temperature and high pressure of the exhaust gas, airtightness cannot be completely achieved, and there is a problem that the exhaust gas flows backward or leaks.

Prior Art Documents

Patent Documents

[0007] [Patent Document 1] Korean Patent No. 1444193 (Three-way control valve, September 26, 2014) [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] The technical problem that the present invention aims to solve is to provide a diverter-type exhaust gas flow control louver damper for low-pressure SCR that allows switching between SCR and external exhaust gas discharge directions via a single diverter-type valve, thereby simplifying the valve structure, reducing weight, and facilitating maintenance. [Means for solving the problem]

[0009] To achieve the above objective, the present invention provides a diverter-type exhaust gas flow control louver damper for a low-pressure SCR, comprising: a valve body in which an exhaust pipe through which exhaust gas from the combustion of a ship's engine is discharged is hermetically coupled to a first side surface, a first discharge pipe for directly discharging exhaust gas to the outside is hermetically coupled to a second side surface, and a bypass pipe for branching the exhaust gas and diverting it to an SCR is hermetically coupled to a third side surface, wherein the first discharge pipe and the bypass pipe are separated from each other at an angle of 90°; a louver-type first wing portion for opening and closing the outlet of the first discharge pipe; a louver-type second wing portion for opening and closing the outlet of the bypass pipe; and a flow path opening / closing section that interlocks the wings of the first wing portion and the wings of the second wing portion to selectively open the first discharge pipe and close the bypass pipe, or close the first discharge pipe and open the bypass pipe.

[0010] Here, the flow path opening / closing unit is composed of a rotary drive shaft rotatably coupled to one side edge of the valve body between the first discharge pipe and the bypass pipe, a worm gear arranged on the rotary drive shaft at regular intervals in the longitudinal direction corresponding to the number of individual blades of the first blade and the second blade, a first worm wheel extending from the blade of the first blade and meshing with one side of the worm gear, a second worm wheel extending from the blade of the second blade and meshing with the other side of the worm gear, and a motor that rotates the rotary drive shaft. When the rotary drive shaft rotates in the forward direction, the blade of the first blade opens the first discharge pipe and the blade of the second blade closes the bypass pipe, and when the rotary drive shaft rotates in the reverse direction, the blade of the first blade closes the first discharge pipe and the blade of the second blade opens the bypass pipe.

[0011] Furthermore, when navigating in areas where the International Maritime Organization's regulations for preventing marine pollution do not apply, or when the vessel is at anchor, if exhaust gas flows in from the exhaust pipe, the flow path opening / closing mechanism can be driven to close the bypass pipe, thereby allowing the exhaust gas to flow into the first discharge pipe. Similarly, when navigating in areas where the International Maritime Organization's regulations for preventing marine pollution apply, or when the vessel is at anchor, if exhaust gas containing a large amount of nitrogen oxides flows in from the exhaust pipe, the flow path opening / closing mechanism can be driven to close the first discharge pipe, thereby allowing the exhaust gas to flow into the bypass pipe.

[0012] Furthermore, the SCR includes a selective reduction catalyst module that removes nitrogen oxides from the exhaust gas flowing in from the bypass pipe using a selective reduction catalyst method and discharges the purified exhaust gas to the outside via a second discharge pipe. When navigating in areas where the International Maritime Organization's Marine Pollution Prevention Code applies or when at anchor, the exhaust gas can be branched through the bypass pipe, the nitrogen oxides reduced to below the standard level by the selective reduction catalyst module, and discharged via the second discharge pipe. When navigating in areas where the International Maritime Organization's Marine Pollution Prevention Code does not apply or when at anchor, the exhaust gas can be discharged via the first discharge pipe.

[0013] Furthermore, a maintenance panel that can be opened and closed is attached to the fourth side surface of the valve body, and the flow path opening and closing section can be maintained by opening the maintenance panel. [Effects of the Invention]

[0014] According to the present invention, it is possible to switch the exhaust gas discharge direction between SCR and external discharge via a single diverter-type valve. Depending on whether the vessel is navigating in areas subject to nitrogen oxide emission regulations or whether it is anchored, it is possible to reduce the nitrogen oxides in the exhaust gas to below the standard level and discharge it externally, or to discharge it directly outside the vessel. This reduces the length of the piping, frees up installation space, reduces weight, facilitates internal inspection and cleaning of the valve body, simplifies the structure, increases ease of maintenance, and reduces the number of items to be inspected. [Brief explanation of the drawing]

[0015] [Figure 1] This diagram illustrates a conventional exhaust gas control system for ships. [Figure 2-3] This figure shows the exhaust gas flow control louver dampers for diverter-type low-pressure SCR according to embodiments of the present invention. [Figure 4-5] Figure 2 illustrates the structure of the flow path opening / closing section of the exhaust gas flow control louver damper for a diverter-type low-pressure SCR. [Figure 6] Figure 2 illustrates the operation of the hydraulic opening and closing mechanism of the exhaust gas flow control louver damper for the diverter-type low-pressure SCR. [Figure 7] Figure 2 illustrates the effects of installing the diverter-type low-pressure SCR exhaust gas flow control louver damper. [Modes for carrying out the invention]

[0016] Hereinafter, embodiments of the present invention having the above-described features will be described in more detail with reference to the attached drawings.

[0017] The exhaust gas flow control louver damper for a diverter type low-pressure SCR according to an embodiment of the present invention has an exhaust pipe 111 through which exhaust gas from the combustion of the engine 10 of a ship is exhausted, airtightly connected to the first side surface, and a first discharge pipe 112 for directly discharging the exhaust gas to the outside is airtightly connected to the second side surface. A bypass pipe 113 for branching the exhaust gas and diverting it to the SCR 150 is airtightly connected to the third side surface. The first discharge pipe 112 and the bypass pipe 113 are arranged at an angle of 90° to each other and separated from each other. The valve body 110, a louver-type first wing portion 120 for opening and closing the outlet of the first discharge pipe 112, a louver-type second wing portion 130 for opening and closing the outlet of the bypass pipe 113, and the wing 121 of the first wing portion 120 and the wing 131 of the second wing portion 130 are interlocked with each other, so that either the first discharge pipe 112 is opened and the bypass pipe 113 is closed, or the first discharge pipe 112 is closed and the bypass pipe 113 is opened. The flow path opening / closing portion 140 is included, so that the valve structure is simplified and weight is reduced, and maintenance is facilitated

[0018] Hereinafter, referring to FIGS. 2 to 7, the exhaust gas flow control louver damper for a diverter type low-pressure SCR having the above-described configuration will be specifically described in detail.

[0019] First, as shown in FIGS. 2 to 4, the valve body 110 has an exhaust pipe through which exhaust gas from the combustion of the engine 10 of a ship is exhausted, airtightly connected to the first side surface, and a first discharge pipe for directly discharging the exhaust gas to the outside, that is, the atmosphere outside the ship, airtightly connected to the second side surface. A bypass pipe for branching the exhaust gas and diverting it to the SCR 150 for supply is airtightly connected to the third side surface.

[0020] Here, the exhaust pipe 111, the first discharge pipe 112, and the bypass pipe 113 may be arranged at an angle of 90° to each other and separated from each other.

[0021] Next, referring to FIGS. 2 and 3, the first wing portion 120 is configured in a louver type and is adapted to open and close the outlet of the first discharge pipe 112 in conjunction with the drive of the flow path opening / closing portion 140.

[0022] Next, the second wing section 130, as shown in Figures 2 and 3, is configured as a louver type and, in conjunction with the drive of the flow path opening / closing section 140, opens and closes the outlet of the bypass pipe 113 in opposition to the opening and closing of the outlet of the first discharge pipe 112.

[0023] Next, referring to Figure 4, the flow path opening / closing section 140 can selectively open the first discharge pipe 112 and close the bypass pipe 113 to discharge exhaust gas to the outside atmosphere via the first discharge pipe 112, or close the first discharge pipe 112 and open the bypass pipe 113 to supply exhaust gas to the SCR 150, thereby removing or reducing nitrogen oxides contained in the exhaust gas.

[0024] Figures 4 and 5 illustrate the structure of the flow path opening / closing section of the exhaust gas flow control louver damper for the diverter type low-pressure SCR shown in Figure 2. Figures 4(a) and 4(b) show a front view of the bypass pipe 113 from the exhaust pipe 111, and Figure 4(c) illustrates a plan view of the flow path opening / closing section 140.

[0025] Referring to this, the flow path opening / closing section 140 can be specifically composed of a rotary drive shaft 141 rotatably coupled to one side edge of the valve body 110 between the first discharge pipe 112 and the bypass pipe 113, a worm gear 142 arranged on the rotary drive shaft 141 at regular intervals in the longitudinal direction corresponding to the number of individual blades 121 and 131 of the first blade section 120 and the second blade section 130, a first worm wheel 143 extending from the blade 121 of the first blade section 120 and formed to mesh with one side of the first worm gear 142, a second worm wheel 144 extending from the blade 131 of the second blade section 130 and formed to mesh with the other side of the worm gear 142, and a motor (not shown) that rotates the rotary drive shaft 141.

[0026] As a result, the rotation of the worm gear 142 in the first direction due to the forward rotation of the rotary drive shaft 141 causes the first worm wheel 143 and the second worm wheel 144 to rotate respectively, so that the blades 121 of the first blade section 120, which closes the first discharge pipe 112, open the first discharge pipe 112, and the blades 131 of the second blade section 130, which opens the bypass pipe 113, close the bypass pipe 113. In conjunction with the rotation of the worm gear 142 in a second direction opposite to the first direction, caused by the reverse rotation of the rotary drive shaft 141, the first worm wheel 143 and the second worm wheel 144 rotate, respectively, so that the blades 121 of the first blade section 120, which open the first discharge pipe 112, close the first discharge pipe 112, and the blades 131 of the second blade section 130, which close the bypass pipe 113, open the bypass pipe 113.

[0027] Therefore, the flow path opening / closing unit 140 selectively opens and closes the outlet of the first discharge pipe 112 or the outlet of the bypass pipe 113, thereby switching the flow path of exhaust gas to the bypass pipe 113 or the first discharge pipe 112. This allows exhaust gas from the engine 10, with a maximum pressure of 0.1 bar and a temperature of 400°C, to be selectively discharged directly into the atmosphere outside the ship via the first discharge pipe 112, or to be diverted to the SCR 150 via the bypass pipe 113.

[0028] In other words, when navigating in areas where the International Maritime Organization's regulations for preventing marine pollution do not apply, or when the vessel is at anchor, if exhaust gas flows in from the exhaust pipe 111, the flow path opening / closing unit 140 is driven to close the bypass pipe 113, causing the exhaust gas to flow into the first discharge pipe 112. When navigating in areas where the International Maritime Organization's regulations for preventing marine pollution apply, or when the vessel is at anchor, if exhaust gas containing a large amount of nitrogen oxides flows in from the exhaust pipe 111, the flow path opening / closing unit 140 is driven to close the first discharge pipe 112, causing the exhaust gas to flow into the bypass pipe 113.

[0029] On the other hand, referring to Figure 6(a), the SCR150 stops operating and discharges overboard via the first discharge pipe 112 when navigating in an area where the International Maritime Organization (IMO) regulations on preventing marine pollution do not apply, or when the vessel is at anchor. Referring to Figure 6(b), the SCR150 includes a selective reduction catalyst module that removes nitrogen oxides from the exhaust gas flowing in from the bypass pipe 113 using a selective reduction catalyst method, and discharges the purified exhaust gas to the outside via the second discharge pipe 151. When navigating in an area where the International Maritime Organization regulations on preventing marine pollution apply, or when the vessel is at anchor, the exhaust gas is branched through the bypass pipe 113, and the nitrogen oxides are reduced to below the standard level by the selective reduction catalyst module before being discharged via the second discharge pipe 151.

[0030] For example, the SCR150 removes or reduces nitrogen oxides contained in the exhaust gas supplied from the valve body 110 via the bypass pipe 113 using a selective catalytic reduction method, and discharges the purified exhaust gas into the atmosphere via the second exhaust pipe 151. The selective catalytic reduction module can remove nitrogen oxides by injecting iodine water (NH3) into the exhaust gas to replace nitrogen oxides (NOx) with N2 and H2O, as shown in the following scheme. 4NH3 + 6NO(nitrogen oxide) → 6H2O + 6H2O / 8NH3 + 6NO2(nitrogen oxide) → 12H2O + 7N2

[0031] Incidentally, according to the International Maritime Organization's (IMO) strengthened regulations on ship emissions, the IMO's Marine Pollution Prevention Code (MARPOL ANNEX VI) Tier 3 came into effect in 2016, requiring NECAs to meet an 80% reduction in nitrogen oxide emissions compared to Tier 1 and a 75% reduction compared to Tier 2 when entering or leaving the harbor.

[0032] Incidentally, the above-mentioned International Maritime Organization regulations on ship emissions are summarized in Table 1 below. [Table 1]

[0033] Furthermore, as shown in Figure 3, a maintenance panel 114 that can be opened and closed is attached to the fourth side of the valve body 110, and the flow path opening / closing section 140 can be maintained by opening the maintenance panel 114.

[0034] In other words, by facilitating disassembly and assembly via the maintenance panel 114, it is possible to easily inspect and clean the inside of the valve body 110 without the need to provide a separate maintenance access point, simplify the structure of the valve body 110, reduce its weight, increase ease of maintenance, and reduce the number of items to be inspected.

[0035] This saves time for valve dismantling, eliminates the need for maintenance access points, and reduces the costs and time associated with maintenance, resulting in significant cost savings.

[0036] Figure 7 illustrates the effect of installing the diverter-type low-pressure SCR exhaust gas flow control louver damper shown in Figure 2. Referring to this, three pipes—the exhaust pipe 111, the first exhaust pipe 112, and the bypass pipe 113—are connected, but only one flow path opening / closing section 140 is required for opening and closing. Therefore, when actually applied to a ship, the 10m to 20m pipe length connecting the engine 10 to the outside can be reduced, thus securing more installation space and reducing the number and weight of valves compared to conventional designs, resulting in a lighter design.

[0037] Furthermore, since there are no elements inside the valve body 110 that obstruct the flow of exhaust gas, the pressure drop caused by the flow path opening / closing section 140 that supplies gas to the SCR 150 is reduced compared to conventional butterfly valves.

[0038] Therefore, the configuration of the diverter-type low-pressure SCR exhaust gas flow control louver damper described above allows switching between SCR and external exhaust gas discharge direction via a single diverter-type valve. Depending on whether the vessel is navigating in areas subject to nitrogen oxide emission regulations or is at anchor, it is possible to reduce the nitrogen oxide content of the exhaust gas to below the standard level before discharge, or to discharge it directly to the outside of the vessel. This reduces piping length, frees up installation space, reduces weight, facilitates internal inspection and cleaning of the valve body, simplifies the structure, increases ease of maintenance, and reduces the number of items to be inspected.

[0039] The embodiments described herein and the configurations shown in the drawings represent only one of the most preferred embodiments of the present invention and do not represent the entire technical concept of the invention. It should be understood that there are various equivalents and modifications that can replace them at the time of filing. [Explanation of symbols]

[0040] 110 Valve body 111 Exhaust pipe 112 1st discharge pipe 113 Detour pipe 114 Maintenance Panel 120 First Wing Section 121 Wings 130 Second Wing Section 131 Wings 140 Flow channel opening / closing section 141 Rotary drive shaft 142 Worm Gear 143 First worm wheel 144. Second worm wheel 150 SCR 151 2nd discharge pipe 10 Engines 20 valves 30 Selective Reduction Catalyst Module

Claims

1. An exhaust pipe from which exhaust gases from the combustion of a ship's engine are discharged is airtightly coupled to the first side surface, a first discharge pipe that directly discharges the exhaust gases to the outside is airtightly coupled to the second side surface, and a bypass pipe that branches the exhaust gases and redirects them to the SCR is airtightly coupled to the third side surface, but the first discharge pipe and the bypass pipe are separated from each other at a 90° angle by a valve body, A louver-type first wing section that opens and closes the outlet of the first discharge pipe, A louver-type second wing section that opens and closes the outlet of the bypass pipe, A flow path opening / closing unit that interlocks the blades of the first blade section and the blades of the second blade section with each other to selectively open the first discharge pipe and close the bypass pipe, or close the first discharge pipe and open the bypass pipe, Includes a diverter-type low-pressure SCR exhaust gas flow control louver damper.

2. The aforementioned flow path opening / closing section is The valve comprises a rotary drive shaft rotatably coupled to one side edge of the valve body between the first discharge pipe and the bypass pipe, worm gears arranged on the rotary drive shaft at regular intervals in the longitudinal direction corresponding to the number of individual blades of the first and second blades, a first worm wheel extending from the blade of the first blade and meshing with one side of the worm gear, a second worm wheel extending from the blade of the second blade and meshing with the other side of the worm gear, and a motor that rotates the rotary drive shaft. A diverter-type exhaust gas flow control louver damper for low-pressure SCR according to claim 1, characterized in that when the rotary drive shaft rotates in the forward direction, the blades of the first blade section open the first discharge pipe and the blades of the second blade section close the bypass pipe, and when the rotary drive shaft rotates in the reverse direction, the blades of the first blade section close the first discharge pipe and the blades of the second blade section open the bypass pipe.

3. When navigating in or at anchor in areas where the International Maritime Organization's regulations for preventing marine pollution do not apply, if exhaust gas flows in from the exhaust pipe, the flow path opening / closing mechanism is driven to close the bypass pipe, thereby allowing the exhaust gas to flow into the first discharge pipe. The exhaust gas flow control louver damper for a diverter-type low-pressure SCR according to claim 1, characterized in that when exhaust gas containing a large amount of nitrogen oxides flows in from the exhaust pipe during navigation or anchoring in a sea area to which the International Maritime Organization's regulations for preventing marine pollution apply, the flow path opening / closing unit is driven to close the first discharge pipe, thereby causing the exhaust gas to flow into the bypass pipe.

4. The SCR includes a selective catalytic reduction module that removes nitrogen oxides from the exhaust gas flowing in from the bypass pipe using a selective catalytic reduction method and discharges the purified exhaust gas to the outside via a second exhaust pipe. When navigating or anchoring in areas where the International Maritime Organization's Marine Pollution Prevention Code applies, exhaust gas is diverted through the bypass pipe, reduced to nitrogen oxides below the standard level by the selective reduction catalyst module, and discharged through the second exhaust pipe. The exhaust gas flow control louver damper for a diverter-type low-pressure SCR according to claim 1, wherein when navigating in areas where the International Maritime Organization's regulations for preventing marine pollution do not apply or when at anchor, the exhaust gas is discharged through the first discharge pipe.

5. The exhaust gas flow control louver damper for a diverter-type low-pressure SCR according to claim 1, characterized in that an openable and closable maintenance panel is attached to the fourth side surface of the valve body, and the flow path opening and closing section is maintained by opening the maintenance panel.

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