Combustion test bench

Abstract

This invention discloses a combustion test bench, comprising a combustion device, a fuel supply system, an air supply system, and an exhaust system. The combustion device is used to burn fuel and air and generate flue gas. The fuel supply system is fluidly connected to the combustion device and includes a first control component for controlling the flow rate and pressure of the fuel. The air supply system is fluidly connected to the combustion device and includes a second control component for controlling the flow rate and pressure of the air. The exhaust system is used to exhaust the flue gas. According to the combustion test bench of this invention, fuel and air are atomized and ignited in the combustion device to generate flue gas. The first control component can control the flow rate and pressure of the fuel, and the second control component can control the flow rate and pressure of the air, thereby combining and adjusting the state of the flue gas to simulate different fuels and air under different environments and operating conditions, and to actively adjust the operating conditions of the generated flue gas.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of combustion test, and particularly relates to a combustion test bench. BACKGROUND

[0002] The marine diesel engine as the main engine of the ship is not only a fuel consumption source of the ship, but also a power supply source of the ship. The related technology of diesel engine waste heat power generation is one of the key technologies for reducing the EEDI index (new ship energy efficiency design index) of the ship and realizing energy saving and emission reduction. The technologies currently applied to the waste heat recovery power generation of the ship main engine mainly include power turbine power generation technology, steam Rankine cycle power generation technology, etc.

[0003] Among them, the application of power turbine power generation technology is mainly based on the large amount of flue gas generated by the ship main engine (mainly marine diesel engine) in operation, which uses the flue gas to do work to convert kinetic energy and heat energy into mechanical energy and further convert it into electrical energy through a motor. However, due to the change of sea conditions, the working condition of the main engine will change, and the temperature and pressure of the flue gas at the inlet of the power turbine often change frequently. However, if a marine diesel engine is used to repeatedly simulate this alternating working condition in land tests, the economy is poor and it is not safe, and because there is no various external environments on land as on the sea, the effect of changing the working environment of the marine diesel engine to change the state of the flue gas is not ideal.

[0004] Therefore, it is necessary to provide a combustion test bench to at least partially solve the above technical problems. SUMMARY

[0005] A series of simplified concepts are introduced in the summary part, which will be further described in detail in the specific embodiment part. The summary part of the present application does not mean to try to limit the key features and necessary technical features of the claimed technical solution, nor to try to determine the protection scope of the claimed technical solution.

[0006] In order to at least partially solve the above problems, the present application discloses a combustion test bench, which comprises:

[0007] a combustion device for combusting fuel and air and capable of generating flue gas;

[0008] a fuel supply system in fluid communication with the combustion device for delivering the fuel to the combustion device, the fuel supply system comprising a first control assembly for controlling the flow rate and pressure of the fuel;

[0009] an air supply system in fluid communication with the combustion device for delivering the air to the combustion device, the air supply system comprising a second control assembly for controlling the flow rate and pressure of the air; and

[0010] an exhaust system for exhausting the flue gas.

[0011] According to the combustion test bench of the present application, fuel and air are atomized and ignited in the combustion device to generate flue gas, which is independent of marine diesel engines and external environment, the first control assembly can control the flow rate and pressure of the fuel, and the second control assembly can control the flow rate and pressure of the air, so as to combine to adjust the state of the flue gas, directly simulate different fuel and air in different environments and working conditions, and actively adjust the working condition of the generated flue gas.

[0012] Optionally, the fuel supply system further comprises a fuel tank for storing the fuel, and the first control assembly comprises:

[0013] at least one fuel flow control member arranged on the oil path for controlling the flow rate of the fuel; and

[0014] at least one fuel pressure control member arranged on the oil path for controlling the pressure of the fuel.

[0015] Thus, the flow rate and pressure of the fuel can be comprehensively adjusted.

[0016] Optionally, the at least one fuel flow control member and the at least one fuel pressure control member are alternately arranged along the flow path of the fuel. Thus, the flow rate and pressure of the fuel can be more accurately comprehensively adjusted.

[0017] Optionally, the first control assembly further comprises:

[0018] a flow meter arranged at the end of the oil path, and an oil injector arranged inside the combustion device downstream of the flow meter; and

[0019] a solenoid valve arranged upstream of the flow meter, when the solenoid valve is opened, the fuel flows to the oil injector via the flow meter.

[0020] Thus, the pressure and flow rate of the fuel can be comprehensively adjusted to realize the fuel flow of various working conditions to the combustion device, so that the combustion device can burn fuel of various working conditions, and thus various working conditions can be tested.

[0021] Optionally, the first control assembly further comprises a check valve arranged between the electromagnetic valve and the oil tank and in parallel with the fuel flow control and the fuel pressure control, when the electromagnetic valve is closed, the fuel flows back to the oil tank through the check valve. Thus, the fuel backflow can be realized, preventing the oil circuit from decompression and causing disturbance to the test.

[0022] Optionally, the first control assembly further comprises at least one pressure gauge arranged between the fuel flow control and the fuel pressure control. Thus, the pressure of the fuel can be accurately monitored.

[0023] Optionally, the air supply system further comprises an air bottle for storing the air, and the second control assembly comprises:

[0024] an air pressure control arranged downstream of the air bottle for controlling the pressure of the air; and

[0025] an air flow control arranged downstream of the air pressure control for controlling the flow of the air.

[0026] Thus, the pressure and flow of the air can be comprehensively adjusted.

[0027] Optionally, the air supply system further comprises a compressor arranged upstream of the air bottle for compressing the air. Thus, high-pressure air can be delivered to the combustion device.

[0028] Optionally, further comprising a security system, the security system comprising:

[0029] a fuel monitoring assembly arranged on the oil circuit for monitoring the pressure of the fuel; and

[0030] a flame detector arranged inside the combustion device for detecting the flame burning condition inside the combustion device.

[0031] Thus, the fuel monitoring assembly can timely adjust the pressure of the fuel, and the flame detector can real-time feedback the flame burning condition inside the combustion device.

[0032] Optionally, further comprising a control system, the first control assembly and the second control assembly are connected with the control system, the control system controls the first control assembly and the second control assembly to adjust according to the flow, temperature and / or pressure of the flue gas. Thus, the first control assembly and the second control assembly can be comprehensively adjusted. BRIEF DESCRIPTION OF DRAWINGS

[0033] The following drawings for the embodiments of the present application are hereby incorporated as part of the present application for the purpose of understanding the present application. The embodiments of the present application and its description shown in the drawings are used to explain the principles of the present application. In the drawings,

[0034] Figure 1 A schematic diagram of the structure of a combustion test bench according to a preferred embodiment of the present application.

[0035] Explanation of reference numerals:

[0036] 1: oil tank 2: filter

[0037] 3: ball valve 4: fuel pump

[0038] 5: first pressure gauge 6: stop valve

[0039] 7: check valve 8: second pressure gauge

[0040] 9: first pressure reducing valve 10: low pressure alarm switch

[0041] 11: solenoid valve 12: high pressure alarm switch

[0042] 13: proportional valve 14: flow meter

[0043] 15: fuel and ignition control cabinet 16: ignition rod

[0044] 17: flame detector 18: burner

[0045] 19: flow valve 20: second pressure reducing valve

[0046] 21: air bottle 22: compressor

[0047] 23: exhaust valve 24: fuel injection nozzle DETAILED DESCRIPTION

[0048] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, it will be apparent to one skilled in the art that the present application embodiments can be practiced without one or more of these specific details. In other instances, well-known features of the art are not described in detail to avoid obscuring the present application embodiments.

[0049] For a thorough understanding of the present application embodiments, reference is made to the following detailed description in conjunction with the accompanying drawings. It is to be understood that the present application embodiments are not limited to the specific details of construction and arrangement of parts illustrated in the accompanying drawings and described herein, since the same can be modified in the light of certain aspects of the present application.

[0050] The present application provides a combustion test bench, which can simulate the operation of a main engine. For example, the combustion test bench can simulate the operation of a marine diesel engine to generate high-temperature and high-pressure flue gas in the working process, thereby being used for testing a marine power turbine.

[0051] Figure 1 An exemplary schematic diagram of a combustion test bench according to a preferred embodiment of the present application is shown. Specifically, the combustion test bench comprises a combustion device, a fuel supply system, an air supply system, and an exhaust system. The fuel supply system is in fluid communication with the combustion device for delivering fuel to the combustion device. The air supply system is in fluid communication with the combustion device for delivering air to the combustion device. The combustion device is used for combusting fuel and air, and the fuel and air can generate flue gas in the combustion device. The exhaust system is in fluid communication with the combustion device for discharging the flue gas in the combustion device.

[0052] The fuel supply system is described below.

[0053] The fuel supply system can comprise a fuel tank 1 for storing fuel. The fuel can be diesel oil to better simulate the operation of a marine diesel engine. In order to improve the quality of the fuel, a filter 2 can be arranged downstream of the fuel tank 1, and the filter 2 is in fluid communication with the fuel tank 1 to filter impurities in the fuel. A ball valve 3 can be provided downstream of the filter 2, and the ball valve 3 is in fluid communication with the filter 2. The ball valve 3 can cut off, distribute, and change the flow direction of the fuel in the oil circuit, and it can be rotated by 90 degrees and closed tightly using a small torque.

[0054] In order to control the pressure and flow of the fuel delivered in the fuel supply system, thereby more accurately simulating the operation of the diesel engine at sea, the fuel supply system comprises a first control assembly for controlling the flow and pressure of the fuel.

[0055] The first control assembly comprises at least one fuel pressure control member, and at least one fuel flow control member is arranged on the oil circuit for controlling the pressure of the fuel. For example, the at least one fuel pressure control member comprises a fuel pump 4 arranged downstream of the ball valve 3 and in fluid communication with the ball valve 3. In this way, the fuel pump 4 can apply pressure to the fuel, thereby filling the pipeline of the oil circuit and establishing back pressure. In this way, different working conditions encountered when delivering fuel by the diesel engine at sea can be simulated. For example, the pressure applied to the fuel in the opposite direction of the flow path of the fuel in the oil circuit due to obstacles or sharp turns can be simulated.

[0056] The pressure of the fuel can be adjusted to a first predetermined pressure. In order to monitor the pressure of the fuel in the oil passage, the first control assembly further comprises at least one pressure gauge. The first pressure gauge 5 is arranged at the outlet of the fuel pump 4 to accurately display the pressure of the fuel discharged from the fuel pump, so as to more accurately adjust the pressure of the fuel.

[0057] Further, in order to more accurately adjust the flow of the fuel, the first control assembly comprises at least one fuel flow control member arranged in the oil passage for controlling the flow of the fuel. For example, the at least one fuel flow control member comprises a shut-off valve 6 arranged downstream of the fuel pump 4 and in fluid communication with the fuel pump 4. The shut-off valve 6 can adjust the flow of the fuel, so as to adjust the flow of the fuel adjusted to the first predetermined pressure to a first predetermined flow. The "predetermined pressure" in the present embodiment is not a fixed pressure value, but a pressure value that can be adjusted according to actual conditions. The "predetermined flow" in the present embodiment is not a fixed flow value, but a flow value that can be adjusted according to actual conditions.

[0058] Of course, the positions of the fuel flow control member and the fuel pressure control member can be interchanged. For example, the fuel pressure control member can be arranged downstream of the fuel flow control member, and the fuel passes through the fuel flow control member first and then passes through the fuel pressure control member. In this way, the fuel flow control member can first adjust the flow of the fuel to the first predetermined flow, and the fuel pressure control member can then adjust the pressure of the fuel adjusted to the first predetermined flow to the first predetermined pressure. In this way, the fuel flow control member and the fuel pressure control member can be flexibly arranged according to actual arrangement conditions.

[0059] The at least one fuel pressure control member can further comprise a first pressure reducing valve 9 arranged downstream of the shut-off valve 6 and in fluid communication with the shut-off valve 6. The first pressure reducing valve 9 can further adjust the pressure of the fuel in the oil passage. In order to make the adjustment of the fuel pressure by the first pressure reducing valve 9 more accurate, a second pressure gauge 8 can be arranged between the shut-off valve 6 (as an embodiment of the fuel flow control member) and the first pressure reducing valve 9 (as an embodiment of the fuel pressure control member) to display the pressure of the fuel flowing into the first pressure reducing valve 9, so that the first pressure reducing valve 9 can adjust the pressure of the fuel to a second predetermined pressure. Of course, the first predetermined pressure and the second predetermined pressure can be the same or different to flexibly control the pressure of the fuel.

[0060] To prevent the pressure value of the fuel adjusted by the first pressure reducing valve 9 from being too low, the combustion test bench further comprises a safety system, which comprises a fuel monitoring assembly arranged on the oil circuit to monitor the pressure of the fuel, thereby ensuring the safety of the oil circuit. For example, the fuel monitoring assembly comprises a low pressure alarm switch 10 arranged downstream of the first pressure reducing valve 9, which can detect the pressure of the fuel in the oil circuit. If the pressure value of the fuel adjusted to the second predetermined pressure is too low, the low pressure alarm switch 10 will alarm to prompt that the pressure of the fuel needs to be increased, thereby ensuring the pressure value of the fuel in the oil circuit.

[0061] Further, the first control assembly further comprises a flow meter 14 and an electromagnetic valve 11. The flow meter 14 is arranged at the end of the oil circuit, and an oil injector 24 arranged inside the combustion device is arranged downstream of the flow meter 14, which can atomize and spray the fuel. In this way, the flow meter 14 can more accurately monitor the flow of the fuel flowing into the oil injector 24. The electromagnetic valve 11 is arranged upstream of the flow meter 14, which can adjust the direction, flow and speed of the fuel flow. In this way, the electromagnetic valve 11 can adjust the flow of the fuel adjusted to the second predetermined pressure to the second flow.

[0062] In this way, when the electromagnetic valve 11 is opened, the fuel flows to the oil injector 24 through the flow meter 14, and the pressure of the fuel is optionally adjusted to the second predetermined pressure, and the flow of the fuel is adjusted to the second flow. In this way, the pressure and flow of the fuel can be comprehensively adjusted to realize the fuel flow of various working conditions to the oil injector 24, so that the combustion device can burn the fuel of various working conditions, and further can test various working conditions.

[0063] The fuel monitoring assembly comprises a high pressure alarm switch 12 arranged downstream of the electromagnetic valve 11. The high pressure alarm switch 12 can detect the pressure of the fuel in the oil circuit, and if the pressure value of the fuel flowing out of the electromagnetic valve 11 is too high, the high pressure alarm switch 12 will alarm to prompt that the pressure of the fuel needs to be reduced, thereby ensuring the pressure value of the fuel in the oil circuit.

[0064] Further, the first control assembly further comprises a check valve 7, which can be arranged between the electromagnetic valve 11 and the oil tank 1, and is arranged in parallel with the shut-off valve 6 (as an embodiment of the fuel flow control member) and the fuel pump 4 (as an embodiment of the fuel pressure control member). When the electromagnetic valve 11 is closed, the fuel can flow back to the oil tank 1 through the check valve 7. In this way, the backflow of the fuel can be realized, and the pressure relief of the oil circuit is prevented, and the test is prevented from being disturbed.

[0065] Further, the fuel pump 4 and the electromagnetic valve 11 are comprehensively arranged in the oil circuit, so that the oil circuit can be pre-established with back pressure, thereby making the oil circuit pre-stable to a stable pressure state, so as to reduce the pressure fluctuation of the fuel. Further, since the fuel can flow back to the oil tank 1 through the check valve 7, the second pressure gauge 8 can be located between the check valve 7 and the first pressure reducing valve 9, so as to more accurately reflect the pressure of the fuel flowing into the first pressure reducing valve 9.

[0066] The fuel pump 4, the stop valve 6, the first pressure reducing valve 9 and the electromagnetic valve 11 can be alternately arranged along the flow path of the fuel, that is, at least one fuel flow control member and at least one fuel pressure control member are alternately arranged along the flow path of the fuel, so as to comprehensively adjust the pressure and flow of the fuel.

[0067] The air supply system will be described below.

[0068] The air supply system comprises a compressor 22 for compressing air to increase the pressure of the air. Downstream of the compressor 22 is arranged an air bottle 21 for storing the air. In this way, the air supply system can continuously and stably deliver the pressurized air into the combustion device, so as to enable the combustion device to generate high-temperature and high-pressure flue gas.

[0069] The air supply system further comprises a second control assembly for controlling the flow and pressure of the air. Specifically, the second control assembly comprises an air pressure control member, which can be configured as a pressure reducing valve. The second pressure reducing valve 20 is arranged downstream of the air bottle 21 and in fluid communication with the air bottle 21, so as to control the pressure of the air. The second pressure reducing valve 20 can adjust the pressure of the compressed air, so as to adjust the pressure of the air to a first predetermined pressure. In this way, the pressure of the air entering the combustion device for combustion can be variable, thereby expanding the test range.

[0070] The second control assembly further comprises an air flow control member, which can be configured as a flow valve 19. The flow valve 19 is arranged downstream of the second pressure reducing valve 20 and in fluid communication with the second pressure reducing valve 20, so as to control the flow of the air. The flow valve 19 can adjust the flow of the air adjusted to the first predetermined pressure, so as to adjust the flow of the air to a first predetermined flow. In this way, the flow of the air entering the combustion device for combustion can be variable, thereby expanding the test range.

[0071] Preferably, the combustion test bench can further comprise a control system, and the first control assembly can further comprise a proportional valve 13, which can be arranged between the fuel injection nozzle 24 and the electromagnetic valve 11. The proportional valve 13 can be connected with the control system, and the control system can be further connected with the second control assembly, such as the second pressure reducing valve 20 and the flow valve 19. In this way, the control system can control the proportional valve 13 according to the flow and / or pressure of the air, so as to adjust the flow of the fuel, and then adjust the proportion of the fuel and the air injected into the combustion device for combustion.

[0072] The existing high-pressure compressed air at room temperature enters the turbine, which leads to ice formation at the outlet of the turbine. The existing hot air machine is generally composed of a blower and a heating device, which cannot provide flue gas similar to that after the diesel engine works. Although the air with a higher temperature can be provided, the pressure cannot be increased much, and is generally only slightly higher than the ordinary atmospheric pressure. The combustion test bench of the present application can generate high-temperature and high-pressure air, overcoming the problem that the structure of compressed air and flue gas is quite different.

[0073] The combustion device can include a burner 18 and an ignition rod 16. Traditional burners are mostly used in boiler, water supply and other systems, and are mainly land-based. Directly using traditional boilers or burners can only fluctuate around the rated working condition of the equipment, which is not suitable for simulating complex working conditions in the laboratory. Moreover, the outlet pressure of the publicly sold burners or boilers is relatively low. The burner 18 of the present application overcomes the defects of the traditional burner, such as large size and fixed working condition, and can simulate the flue gas working condition output by large marine diesel engines at sea.

[0074] The control system can include a fuel and ignition control cabinet 15, which can control the flow valve 19 to adjust the air supply. The fuel injection nozzle is located inside the combustion device. The fuel with adjusted pressure and flow is injected into the burner 18 through the fuel injection nozzle 24, which can atomize the fuel at a predetermined pressure. The air with adjusted pressure and flow is also injected into the burner 18. The atomized fuel and compressed air are mixed, and the fuel and ignition control cabinet 15 can control the ignition of the ignition rod 16 to ignite the atomized fuel and air. The fuel supply system and the air supply system can continuously supply fuel and air to ensure the combustion of the flame.

[0075] The security system further includes a flame detector 17 arranged inside the combustion device to detect the combustion of the flame inside the combustion device. Preferably, the flame detector 17 is configured as a sensor, which can determine the flame combustion condition according to the ultraviolet intensity, so as to detect whether the flame is fully burned.

[0076] The control system can be connected with the flame detector 17, so as to control the fuel and the ignition control cabinet 15 according to the feedback of the flame detector 17, and then control the ignition of the ignition rod 16. The control system can also be connected with the first control assembly and the second control assembly, so that the control system can control the first control assembly and the second control assembly to adjust according to the feedback of the flame detector 17. For example, the control system can adjust the opening degree of the fuel pump 4, the stop valve 6, the first pressure reducing valve 9, the electromagnetic valve 11 and the proportional valve 13, so as to adjust the pressure and flow of the fuel; and the control system can adjust the opening degree of the second pressure reducing valve 20 and the flow valve 19, so as to adjust the pressure and flow of the air. In this way, the security assembly can ensure the stability of the oil circuit during oil injection, and at the same time, when the ignition fails and the flame state is abnormal, the oil circuit supply is immediately cut off.

[0077] Further, the exhaust system includes an exhaust valve 23 for discharging the flue gas generated in the combustor 18, which can be consistent with the flue gas characteristics of the marine diesel engine, so as to be used for subsequent test equipment. The change of the flow and pressure of the fuel and air can stably provide flue gas of various different working conditions, and can adjust the flow, temperature and pressure of the flue gas at any time as needed, and can output the flue gas in a variable working condition mode to the power turbine test unit to verify the performance and characteristic curve of the power turbine test unit. The flue gas discharged by the exhaust valve 23 has a pressure range of 1 bar to 8 bar, a temperature of 200℃ to 800℃, and a flow of 0.1 kg / s to 1.6 kg / s.

[0078] The control system can be connected with the exhaust valve 23, so that the control system can control the first control assembly and the second control assembly to adjust according to the flow, temperature and / or pressure of the flue gas, so as to control the pressure and flow of the fuel and the pressure and flow of the air. In this way, the combustion test bench can simulate the flue gas working conditions of multiple diesel engines, and can independently adjust the flue gas supply mode. The combustion test bench can also adjust the flow and pressure of the fuel and air according to the characteristics, differentiation and fluctuation of the high-temperature and high-pressure flue gas state required by the power turbine test unit. Thus, the flue gas can be adjusted in a larger pressure range, and the flue gas temperature can be adjusted in a larger range on the basis of ensuring that the flue gas is adjusted in a larger pressure range, and the flue gas flow can be adjusted in a larger range on the basis of ensuring that the flue gas is adjusted in a larger pressure range and a larger temperature range.

[0079] The exhaust valve 23 can also be in fluid communication with the power turbine test unit, so that the combustion test bench can integrate the generation, adjustment and delivery of the flue gas, which can save more fuel and obtain higher economy compared with directly using a diesel engine test bench, and the system is more flexible and safe.

[0080] The power turbine to be tested unit can include a power turbine, a flywheel and a gear box, the power turbine, the flywheel and the gear box can be coaxially connected or connected through a shaft coupling, and the gear box and the generator are connected into an integrated whole through a shaft coupling. The power turbine, the flywheel, the gear box and the generator are integrally installed on a common base.

[0081] The application can be used to provide the required high-temperature and high-pressure flue gas for the test matching of the marine power turbine to be tested unit, and verify that the speed regulation of the power turbine to be tested unit meets the ship power generation speed regulation requirements. The application of the combustion test bench in the ship power turbine waste heat recovery power generation has the advantages of less oil consumption, quick adjustment, flexible application, high controllability of output flue gas, simple management and the like, and realizes the function of covering the test verification requirements of a single test bench for a series of products.

[0082] The combustion test bench of the application can also be used to provide heat source support for other waste heat recovery systems and flue gas utilization systems, and the flue gas generated by the combustion test bench of the application can also be tested in the power generation technologies such as Kalina cycle power generation, Rankine cycle power generation and organic Rankine cycle power generation.

[0083] According to the combustion test bench of the application, the working conditions of the marine diesel engine can be simulated, the fuel and air are atomized and ignited in the combustion device to generate flue gas, the combustion device does not depend on the marine diesel engine and the external environment, the first control assembly can control the flow and pressure of the fuel, and the second control assembly can control the flow and pressure of the air, so as to adjust the state of the flue gas, directly simulate different fuel and air in different environments and working conditions, and actively adjust the working condition of the generated flue gas.

[0084] It should be noted that the installation form and position of each component of the combustor of the application include various implementation examples, such as that the security assembly can be composed of more sensors, the air assembly can be composed of other components that can provide stable compressed air, and the oil supply assembly can be reconstituted by various valves to form an oil circuit, and the like.

[0085] The combustion test bench provided by the application can simulate the load change of the diesel engine to verify the power generation quality of the power turbine to be tested unit, and a combination control of various electrically controlled pneumatic valves and digital electric control cabinets is adopted, so that various diesel engine flue gas working conditions can be simulated. The following describes two test data cases.

[0086] Case one: verification of power turbine rated working condition continuous working test.

[0087] 1) Start-up process

[0088] Operate the air supply system. Turn on compressor 22 to adjust the air pressure to be output from compressor 22, for example, set the air pressure to 0.7 MPa to provide 0.7 MPa control air to the pneumatic valve. Then adjust the second pressure reducing valve 20 located downstream of compressor 22, so that the pressure of the compressed air entering the burner 18 is set to 0.4 MPa. After the compressed air enters the burner 18 chamber for purging, adjust the various valves in the fuel supply system.

[0089] Operate the fuel supply system. Open all valves in the fuel line (such as shut-off valve 6), and after confirming that both the inlet and outlet fuel lines of fuel tank 1 are open, start the electric pump, which can be fuel pump 4. After the electric pump is running and loading, open solenoid valve 11 to prepare for fuel injection.

[0090] 2) Oil-gas ratio mixing adjustment

[0091] The required air-fuel mixture ratio is adjusted in the control panel of the control system. For example, if the working process is to test the power turbine unit under rated operating conditions, the fuel injection quantity and air-fuel ratio can be adjusted to be similar to the exhaust gas volume under rated operating conditions of a certain type of diesel engine. For example, the fuel injection quantity is set to 68L / h, the fuel injection quantity is 19% of the total fuel supply, the air intake flow rate is 1000L / h, and the flow valve 19 opening is 15%.

[0092] 3) Ignition and Combustion

[0093] After completing the above settings, select ignition on the control panel. In step 1 above, compressed air has been continuously supplied to the air circuit and burner 18. Three seconds after confirming ignition, the fuel injector 24 begins to inject atomized diesel fuel. 0.5 seconds after the fuel injector 24 operates, the ignition rod 16 begins ignition. After successful ignition, the flame detector 17 confirms that the ultraviolet light intensity has reached a stable combustion condition, and then the fuel pump 4 continuously supplies fuel to the fuel injector 24.

[0094] Case 2: Simulating alternating operating conditions during combustion.

[0095] Based on steps 1, 2, and 3 of Case 1 above, we attempted to simulate alternating operating conditions of the diesel engine. For example, simulating a sudden sharp turn and emergency deceleration of the ship, during combustion in burner 18, we increased the fuel injection rate to 80 L / h and slightly increased the air intake flow rate to 1020 L / h. This increased the flue gas pressure and temperature output from burner 18, but reduced the combustion completeness. This test demonstrated the operating conditions of the power turbine unit under test under changing operating conditions.

[0096] Then, an emergency deceleration of the diesel engine was simulated: the fuel injection quantity was adjusted to 40L / h, and the air intake flow rate was increased to 1200L / h. As a result, the temperature and pressure of the exhaust gas at the rear end decreased. Although combustion was complete, there was an excess of air, and the quality of flame combustion decreased (the quality of flame combustion can be read through flame detector 17). The operation of the power turbine under this exhaust gas condition was then tested.

[0097] This demonstrates the high adjustability of the combustion test bench of the present invention. For example, if the combustion input is too low, detonation will occur in the burner. The flame detector detects the detonation and feeds the signal back to the control system, which then controls the first and second control components to make adjustments. Alternatively, if the air supply system supplies too much air, it will counteract the inherent inertia of the cylinder, achieving an emergency stop.

[0098] Thus, the combustion test bench according to the present invention can be applied to marine power turbine testing, overcoming the existing operating mode that requires direct use of marine diesel engines. It can simulate and control various frequent changes in marine flue gas conditions, obtain flue gas under various operating conditions without using marine diesel engines, and simulate flue gas from different types of diesel engines. The quality of the generated flue gas is almost identical to that of the simulated diesel engine flue gas. Furthermore, it can dynamically control the pressure, temperature, and flow rate of the flue gas and automatically record changes in various data, thereby reducing operating costs and ensuring the quality of the flue gas.

[0099] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the invention. Terms such as “set” appearing herein can refer to either a component being directly attached to another component or a component being attached to another component via an intermediary. A feature described in one embodiment herein may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0100] The present invention has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the present invention to the described embodiments. Those skilled in the art will understand that many variations and modifications can be made based on the teachings of the present invention, and all such variations and modifications fall within the scope of protection claimed by the present invention.

Claims

1. A combustion test bench, characterized in that, The combustion test bench includes: A combustion device for burning fuel oil and air and capable of generating flue gas; A fuel supply system, which is in fluid communication with the combustion device for supplying fuel to the combustion device, the fuel supply system including a first control component for controlling the flow rate and pressure of the fuel; An air supply system, which is in fluid communication with the combustion device for supplying air to the combustion device, the air supply system including a second control component for controlling the flow rate and pressure of the air; An emission system for emitting the flue gas; A flame detector, disposed inside the combustion device, is used to detect the combustion status of the flame inside the combustion device, including whether the flame is burning completely and the quality of the flame combustion; and The control system includes a first control component and a second control component, both connected to the control system. The control system is also connected to the flame detector to control the first and second control components based on feedback from the flame detector, thereby adjusting the pressure and flow rate of fuel and air. The first control component includes at least one fuel flow controller, at least one fuel pressure controller, and at least one pressure gauge. The at least one fuel flow controller is disposed in the fuel line to control the flow rate of the fuel. The at least one fuel pressure controller is disposed in the fuel line to control the pressure of the fuel. The at least one fuel flow controller and the at least one fuel pressure controller are alternately disposed along the flow path of the fuel. The pressure gauge is disposed between the fuel flow controller and the fuel pressure controller.

2. The combustion test bench according to claim 1, characterized in that, The first control component further includes: A flow meter is disposed at the end of the oil circuit, and a fuel injector located inside the combustion device is disposed downstream of the flow meter; and A solenoid valve is located upstream of the flow meter. When the solenoid valve is open, the fuel flows through the flow meter to the fuel injector.

3. The combustion test bench according to claim 2, characterized in that, The fuel supply system also includes a fuel tank for storing the fuel, and the first control component also includes a check valve, which is arranged between the solenoid valve and the fuel tank and is connected in parallel with the fuel flow control component and the fuel pressure control component. When the solenoid valve is closed, the fuel flows back to the fuel tank via the check valve.

4. The combustion test bench according to claim 1, characterized in that, The air supply system further includes an air bottle for storing the air, and the second control component includes: An air pressure control element, disposed downstream of the air cylinder, for controlling the pressure of the air; and An air flow control element is disposed downstream of the air pressure control element for controlling the air flow rate.

5. The combustion test bench according to claim 4, characterized in that, The air supply system also includes a compressor disposed upstream of the air cylinder for compressing the air.

6. The combustion test bench according to claim 1, characterized in that, It also includes a security system, which includes: A fuel monitoring component is installed in the fuel line to monitor the pressure of the fuel.

7. The combustion test bench according to claim 1, characterized in that, The control system adjusts the first control component and the second control component according to the flow rate, temperature and / or pressure of the flue gas.

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