Fuel power systems and skid-mounted equipment

Abstract

This application discloses a fuel power system and skid-mounted equipment, belonging to the field of oilfield fracturing technology. The fuel power system includes an engine, a metered exhaust device, a fuel delivery pipeline, and a fuel nozzle. The engine has a combustion chamber, and the fuel nozzle is located within the combustion chamber. The fuel delivery pipeline has a fuel inlet and is connected to the fuel nozzle to supply fuel to the combustion chamber. The outlet of the metered exhaust device is connected to the combustion delivery pipeline, allowing purge gas to be introduced into the fuel nozzle through the combustion delivery pipeline. The skid-mounted equipment includes the aforementioned fuel power system. Thus, the metered exhaust device replaces a constant-pressure gas source. The exhaust volume of the metered exhaust device is unaffected by pressure changes within the combustion chamber, ensuring a constant exhaust volume delivered to the combustion chamber. This avoids problems such as unstable engine speed and surge caused by excessive or insufficient intake air into the combustion chamber, guaranteeing normal engine operation.

Description

Technical Field

[0001] This application belongs to the field of oilfield fracturing technology, specifically relating to a fuel power system and skid-mounted equipment. Background Technology

[0002] Turbine engines have advantages such as small size, light weight, high power and good fuel economy, and are widely used in oilfield fracturing equipment.

[0003] Turbine engines have fuel nozzles inside their combustion chambers. To prevent these nozzles from burning carbon deposits, compressed air at a constant pressure and flow rate is typically supplied to purge them through a constant-pressure air source and pipeline. The air source pressure must be higher than the pressure in the combustion chamber under maximum load to ensure continuous purging. The pressure inside the combustion chamber changes with engine load. Higher engine loads result in higher combustion chamber pressures, leading to a smaller pressure difference between the air source outlet and the combustion chamber, thus reducing the amount of air entering the combustion chamber. Conversely, lower engine loads result in lower combustion chamber pressures, leading to a larger pressure difference between the air source outlet and the combustion chamber, and thus increasing the amount of air entering the combustion chamber. Therefore, as engine load changes, the amount of air entering the combustion chamber constantly fluctuates. The intake air volume is significantly affected by pressure changes, making the engine prone to problems such as unstable speed and surge. Summary of the Invention

[0004] The purpose of this application is to provide a fuel power system and skid-mounted equipment that can solve the problem in the related art where changes in the amount of gas entering the combustion chamber affect the normal operation of the engine.

[0005] In a first aspect, embodiments of this application provide a fuel-powered system, including an engine, a metering exhaust device, a fuel delivery pipeline, and a fuel nozzle, wherein:

[0006] The engine is provided with a combustion chamber, the fuel nozzle is disposed in the combustion chamber, the fuel delivery pipeline is provided with a fuel inlet and is connected to the fuel nozzle to provide fuel to the combustion chamber through the fuel delivery pipeline and the fuel nozzle, and the outlet end of the metering exhaust device is connected to the fuel delivery pipeline, and the metering exhaust device can introduce purge gas to the fuel nozzle through the fuel delivery pipeline.

[0007] Secondly, embodiments of this application also provide a skid-mounted device, including the aforementioned fuel power system.

[0008] In this embodiment, a metered exhaust device is used instead of a constant pressure air source. The exhaust volume of the metered exhaust device is not affected by changes in the pressure inside the combustion chamber. Regardless of whether the pressure inside the engine combustion chamber increases or decreases, the exhaust volume of the metered exhaust device remains constant. That is, the exhaust volume delivered to the combustion chamber through the fuel delivery pipeline and fuel nozzle is constant, which avoids problems such as unstable engine speed and surge caused by excessive or insufficient air intake in the combustion chamber, and ensures normal engine operation. Attached Figure Description

[0009] Figure 1 This is a schematic diagram of the structure of a fuel power system disclosed in an embodiment of this application;

[0010] Figure 2 This is a cross-sectional view of a pressure regulating valve disclosed in an embodiment of this application;

[0011] Figure 3 This is a schematic diagram of the structure of a fuel-powered system disclosed in another embodiment of this application.

[0012] Explanation of reference numerals in the attached figures:

[0013] 100-Quantitative exhaust device,

[0014] 110-Air compressor,

[0015] 120-Gas storage container,

[0016] 130-Pressure regulating valve, 131-Valve body, 131a-Limiting part, 132-First valve core, 133-Second valve core, A-Main body, B-Diaphragm, C-Protrusion, a-Sensing cavity, b-Inlet cavity, c-Outlet cavity, d-Connecting hole, e-Valve port, f-Annular cavity, 134-First elastic element, 135-Second elastic element, 136-First mounting groove, 137-Second mounting groove, 138-Exhaust passage.

[0017] 200 - Fuel delivery pipeline, 201 - Fuel inlet, 210 - Oil fuel delivery pipeline, 220 - Gas fuel delivery pipeline

[0018] 300 - Fuel injector, 310 - Oil fuel injector, 320 - Gas fuel injector

[0019] 400-combustion chamber,

[0020] 500 - Gas transmission pipeline, 510 - Main pipe section, 520 - First gas transmission pipeline section, 521 - First throttle valve, 522 - First directional valve, 530 - Second gas transmission pipeline section, 531 - Second throttle valve, 532 - Second directional valve

[0021] 600-Oil-Water Separator

[0022] 710 - Fuel oil diversion block, 720 - Gas oil diversion block. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0024] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0025] The fuel power system and skid-mounted equipment provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0026] Please refer to Figures 1-3 The fuel power system disclosed in this application includes an engine, a metering exhaust device 100, a fuel delivery pipeline 200, and a fuel nozzle 300. The engine has a combustion chamber 400, which is a sealed space for burning a fuel-air mixture to generate a high-pressure gas flow. The fuel nozzle 300 is disposed within the combustion chamber 400. The fuel delivery pipeline 200 has a fuel inlet 201 and is connected to the fuel nozzle 300. An external fuel supply device can supply fuel to the combustion chamber 400 through the fuel delivery pipeline 200 and the fuel nozzle 300. Furthermore, the outlet end of the metering exhaust device 100 is connected to the fuel delivery pipeline 200, and the metering exhaust device 100 can introduce purging gas into the fuel nozzle 300 through the fuel delivery pipeline 200. Specifically, when the fuel delivery line 200 and the fuel nozzle 300 are not delivering fuel, the metering venting device 100 provides gas to purge the fuel delivery line 200 and the fuel nozzle 300 to prevent carbon buildup and ablation in the fuel nozzle 300.

[0027] In this embodiment, a metered exhaust device 100 is used instead of a constant pressure air source. The exhaust volume of the metered exhaust device 100 is not affected by the pressure change in the combustion chamber 400. Regardless of whether the pressure in the combustion chamber 400 of the engine increases or decreases, the exhaust volume of the metered exhaust device 100 remains constant. That is, the exhaust volume delivered to the combustion chamber 400 through the fuel delivery pipeline 200 and the fuel nozzle 300 is constant. This can avoid problems such as unstable engine speed and surge caused by excessive or insufficient intake volume in the combustion chamber 400, and ensure normal engine operation.

[0028] In one alternative embodiment, such as Figure 3 As shown, the quantitative exhaust device 100 may include an air compressor 110, the outlet end of which is directly connected to the fuel delivery pipeline 200, meaning the air compressor 110 directly outputs gas into the fuel delivery pipeline 200. During pressure changes in the combustion chamber 400, the outlet pressure of the air compressor 110 also changes accordingly; that is, the outlet pressure of the air compressor is not constant. The purpose is to maintain a constant exhaust volume of the air compressor 110, which can be achieved by the air compressor 110 itself. Furthermore, all the gas discharged by the air compressor 110 can be used for purging the fuel nozzle 300. Using this embodiment, the quantitative exhaust device 100 has a relatively simple structure, eliminating the need for complex pressure regulating elements in the presence of a constant pressure gas source. This ensures a constant exhaust volume and avoids problems such as unstable engine speed and surge caused by excessive or insufficient intake volume in the combustion chamber 400, thus promoting normal engine operation.

[0029] Optionally, the air compressor 110 can be a single-cylinder compressor or a multi-cylinder compressor. The discharge capacity of the air compressor 110 should be higher than 0.14 m3 / min. Optionally, the discharge capacity of the air compressor 110 is 0.2 m3 / min. The output pressure of the air compressor 110 is not less than 175 psi. In addition, a safety valve is provided at the outlet of the air compressor 110, and the opening pressure of the safety valve is 200 psi.

[0030] In another alternative embodiment, such as Figure 1 and Figure 2As shown, the quantitative exhaust device 100 includes an air compressor 110, an air storage container 120, and a pressure regulating valve 130. The outlet end of the air compressor 110 is connected to the inlet end of the air storage container 120, and the air compressor 110 supplies air to the air storage container 120. The outlet end of the air storage container 120 is connected to the fuel delivery pipeline 200. Optionally, the air storage container 120 can be an air cylinder or an air tank. The air compressor 110 continuously supplies compressed gas to the air storage container 120, so the interior of the air storage container 120 is in a high-pressure state. Under this condition, the pressure of the air storage container 120 is greater than the pressure of the combustion chamber 400 when the engine is under maximum load. The pressure regulating valve 130 is located between the air storage container 120 and the fuel delivery pipeline 200. The regulating valve is used to regulate the outlet pressure of the air storage container 120 so that the difference between the outlet pressure of the air storage container 120 and the pressure of the combustion chamber 400 is a constant value.

[0031] Specifically, the pressure regulating valve 130 is provided with a sensing chamber a and an exhaust chamber c for connecting the combustion chamber 400. The exhaust chamber c is connected to the fuel delivery pipeline 200. The pressure regulating valve 130 adjusts the pressure value of the exhaust chamber c according to the pressure change of the sensing chamber a, i.e., the pressure change of the combustion chamber 400, so that the difference between the pressure value of the exhaust chamber c and the pressure value of the sensing chamber a is a first preset value, that is, the difference between the pressure value of the exhaust chamber c and the pressure value of the combustion chamber 400 is a constant value. It should be noted that the first preset value can be set as needed.

[0032] When using components like the gas storage container 120 with a sufficient gas supply and constant pressure, its outlet pressure is unaffected by changes in the combustion chamber 400 pressure. Therefore, as the combustion chamber 400 pressure changes, the pressure difference between the outlet of the gas storage container 120 and the combustion chamber 400 continuously changes, affecting the amount of exhaust gas entering the combustion chamber 400. Thus, by using the pressure regulating valve 130 to maintain a constant pressure difference between its outlet and the combustion chamber 400, the influence of combustion chamber 400 pressure changes on the purging gas volume is eliminated. This ensures a constant exhaust gas volume entering the combustion chamber 400, preventing problems such as unstable engine speed and surge caused by excessive or insufficient intake air into the combustion chamber 400, and promoting normal engine operation.

[0033] Optionally, the air compressor 110 has the functions of overpressure shutdown and low pressure automatic start. The air compressor 110 automatically starts when the output pressure is below 150 psi and automatically shuts down when it reaches 180 psi.

[0034] In one optional embodiment, the pressure regulating valve 130 may include a control module and a detection module. The detection module is used to detect the air pressure in the sensing chamber a, while the control module can control the pressure change in the outlet chamber c. Specifically, the pressure difference between the outlet chamber c and the sensing chamber a can be kept constant by controlling the pressure relief of the outlet chamber c.

[0035] In another embodiment, such as Figure 2 As shown, the pressure regulating valve 130 includes a valve body 131 and a valve core movably disposed on the valve body 131. Both the sensing chamber a and the outlet chamber c are disposed on the valve body 131, located on opposite sides of the valve core. The valve body 131 also has a valve port e and an inlet chamber b. The sensing chamber a is connected to the outlet chamber c through a connecting hole d. The inlet chamber b is connected to the outlet end of the gas storage container 120, and is also connected to the outlet chamber c through the valve port e. Thus, the compressed gas in the gas storage container 120 can flow sequentially through the inlet chamber b, the valve port e, and the outlet chamber c, causing the pressure in the outlet chamber c to rise rapidly. The gas in the outlet chamber c can act on the valve core. When the pressure in the outlet chamber c exceeds a second preset value, the valve core moves relative to the valve body 131 to close the valve port e. The second preset value is the sum of the first preset value and the pressure value of the sensing chamber a. In other words, when the pressure difference between the outlet chamber c and the sensing chamber a is greater than the first preset value, the air pressure in the outlet chamber c reaches a high level. At this time, the gas is sufficient to drive the valve core to move. The valve core closes the valve port e, disconnecting the intake chamber b from the outlet chamber c. The gas in the intake chamber b will no longer enter the outlet chamber c, and the air pressure in the outlet chamber c will not continue to rise. Therefore, the air pressure in the outlet chamber c can be maintained at the first preset value when the pressure difference between the outlet chamber c and the sensing chamber a or the combustion chamber 400 is equal to the first preset value, thus achieving a constant pressure difference between the outlet chamber c and the combustion chamber 400.

[0036] This embodiment uses the gas in the outlet chamber c to drive the valve core to move automatically, thereby affecting the state of the valve port e to ensure the gas pressure in the outlet chamber c. Compared with the scheme of combining a control module and a detection module through communication connection to achieve pressure regulation, this embodiment can achieve it using a mechanical structure without electrical control, avoiding the problem of pressure regulation failure due to power failure, and improving reliability.

[0037] In an optional embodiment, the valve core includes a main body A, with a sensing chamber a and an outlet chamber c formed on both sides of the main body A. Thus, the gas in the outlet chamber c can directly act on the main body A, thereby causing the valve core to move as a whole. In another embodiment, the valve core also includes a diaphragm B, which is connected to the valve body 131 and the main body A, and surrounds the main body A, forming a sensing chamber a and an outlet chamber c on both sides of the diaphragm B. Thus, the gas in the outlet chamber c can act on the diaphragm B. Since the diaphragm B is a deformable element, when the gas acts on the diaphragm B, the diaphragm B can deform and drive the main body A to move. Therefore, utilizing the deformation of the diaphragm B facilitates the movement of the main body A, which is beneficial for the smooth movement of the valve core.

[0038] In an optional embodiment, the valve body 131 is provided with a limiting part 131a, and the limiting part 131a is provided with a connecting hole d. The connecting hole d is offset from the diaphragm B, and the gas in the outlet chamber c can act on the diaphragm B through the connecting hole d. In another embodiment, the limiting part 131a is disposed opposite to the diaphragm B, so the connecting hole d disposed in the limiting part 131a is opposite to the diaphragm B, and the gas in the outlet chamber c acts on the diaphragm B through the connecting hole d. In the latter embodiment, since the connecting hole d is directly opposite to the diaphragm B, the gas in the outlet chamber c can directly act on the diaphragm B through the connecting hole d, shortening the flow path of the gas in the outlet chamber c, which is beneficial for the gas in the outlet chamber c to quickly act on the diaphragm B and drive the valve core to move in a timely manner.

[0039] In an optional embodiment, the limiting part 131a can be directly attached to the diaphragm B. In this way, the gas in the gas outlet chamber c can only act on the part of the diaphragm B opposite to the connecting hole d. That is, the area of ​​the gas acting on the diaphragm B is small. Moreover, the part of the diaphragm B opposite to the connecting hole d is located on one side of the main body A. Therefore, when the gas acts on this part, the movement direction of the main body A is easily deviated.

[0040] In another embodiment, the diaphragm B has a protrusion C on the side facing the connecting hole d. The protrusion C is connected to the limiting part 131a, and the protrusion C separates the limiting part 131a from the diaphragm B by a certain distance, forming an annular cavity f between the limiting part 131a and the diaphragm B. The annular cavity f is connected to the connecting hole d. Optionally, the protrusion C can be an annular protrusion provided on the edge of the diaphragm B. The annular protrusion, the limiting part 131a, and the diaphragm B together form the annular cavity f. The annular cavity f can be part of the air outlet cavity c, and the annular cavity f is connected to other parts of the air outlet cavity c through the connecting hole d. Alternatively, the annular cavity f can be a part other than the air outlet cavity c, and the annular cavity f is connected to the air outlet cavity c through the connecting hole d. In this embodiment, the protrusion C is used to form an annular cavity f between the limiting part 131a and the diaphragm B. Therefore, the gas through the connecting hole d can act on the diaphragm B after filling the annular cavity f. That is, the area of ​​the gas acting on the diaphragm B is increased, and the gas can act on the entire diaphragm B, so that the diaphragm B drives the main body A to move stably. Moreover, the main body A is subjected to more uniform force, and its direction of movement is not easily deviated.

[0041] In one optional embodiment, the valve core includes a first valve core 132, a portion of which is located within the sensing chamber a, and another portion of which is located within the outlet chamber c. When the pressure in the outlet chamber c exceeds a second preset value, the first valve core 132 can close the valve port e. Optionally, the first valve core 132 includes the main body A and the diaphragm B mentioned above, and the gas in the outlet chamber c can drive the first valve core 132 to move.

[0042] In another embodiment, the valve core further includes a second valve core 133, which is disposed at the valve port e. The first valve core 132 can drive the second valve core 133 to move so that the second valve core 133 opens or closes the valve port e. The second valve core 133 is also provided with an exhaust passage 138, which the first valve core 132 can close. Optionally, when the valve port e is in the open state, the first valve core 132 is in contact with the second valve core 133, and the first valve core 132 directly closes the exhaust passage 138. When the pressure in the outlet chamber c is greater than the second preset value, and the second valve core 133 closes the valve port e, the gas in the outlet chamber c continues to push the first valve core 132 to move. Since the second valve core 133 has closed the valve port e, under the limiting action of the valve body 131, the second valve core 133 cannot continue to follow the first valve core 132. At this time, the first valve core 132 and the second valve core 133 separate, and the exhaust passage 138 of the second valve core 133 opens, connecting with the outlet chamber c and the external atmosphere. Using this embodiment, when the valve port e is closed and the pressure in the outlet chamber c is high, the exhaust passage 138 automatically opens and depressurizes the outlet chamber c, ensuring that the pressure difference between the outlet chamber c and the sensing chamber a remains constant, avoiding the situation where the pressure difference cannot be adjusted due to the valve port e being closed.

[0043] In an optional embodiment, the pressure regulating valve 130 further includes a first elastic element 134 and a second elastic element 135. The first end of the first elastic element 134 and the first end of the second elastic element 135 are both connected to the valve body 131. The second end of the first elastic element 134 is connected to the first valve core 132, and the second end of the second elastic element 135 is connected to the second valve core 133. That is, the first elastic element 134 and the second elastic element 135 respectively drive the first valve core 132 and the second valve core 133 to move. When the pressure in the outlet chamber c is less than the second preset value, the first elastic element 134 drives the first valve core 132 to move in the first direction, and the first valve core 132 drives the second valve core 133 to move in the first direction to open the valve port e. The second elastic element 135 undergoes elastic deformation, and at this time, the first valve core 132 closes the exhaust passage 138 of the second valve core 133. When the pressure in the outlet chamber c is greater than the second preset value, and the second elastic element 135 drives the second valve core 133 to move in the second direction to close the valve port e, the second valve core 133 drives the first valve core 132 to move in the second direction, and the first elastic element 134 undergoes elastic deformation. The first and second directions are opposite. Optionally, when the second elastic element 135 drives the second valve core 133 to contact the valve body 131, the valve port e is closed, and the second valve core 133 stops moving.

[0044] It should be noted that the first direction can be Figure 2 The first direction is vertically downwards, and the second direction can be... Figure 2The direction is vertically upward. Optionally, the first elastic element 134 and the second elastic element 135 can be, but are not limited to, springs. The first elastic element 134 is disposed at the end of the first valve core 132 facing away from the second valve core 133, and the second elastic element 135 is disposed at the end of the second valve core 133 facing away from the first valve core 132.

[0045] The first preset value is the driving force generated by the first elastic element 134 when the pressure value in the outlet chamber c is less than the second preset value, that is, the driving force generated by the first elastic element 134 on the first valve core 132 when the valve port e is fully open. Optionally, when the pressure value in the outlet chamber c is less than the second preset value, the valve port e is open, the first elastic element 134 is not in a deformed state, and the second elastic element 135 is in a deformed state; when the pressure value in the outlet chamber c is greater than the second preset value, the first elastic element 134 is in a deformed state, and the second elastic element 135 is not in a deformed state. In this case, the first preset value is zero. Optionally, both the first elastic element 134 and the second elastic element 135 are in a deformed state. When the pressure value in the outlet chamber c is less than the second preset value, the deformation of the second elastic element 135 is greater than the deformation of the first elastic element 134; when the pressure value in the outlet chamber c is greater than the second preset value, the deformation of the first elastic element 134 is greater than the deformation of the second elastic element 135. In this case, the first preset value is greater than zero, and optionally, the first preset value can be 15 psi.

[0046] The first valve core 132 and the second valve core 133 are directly driven by the elastic force of the first elastic element 134 and the second elastic element 135. There is no need for electrical or other driving components to control the first valve core 132 and the second valve core 133 separately, nor is there a need for manual control of the control components. This improves reliability and is conducive to the automatic pressure regulation process of the pressure regulating valve 130.

[0047] Of course, in other embodiments, the first elastic element 134 and the second elastic element 135 can be replaced by other driving elements such as hydraulic cylinders.

[0048] In an optional embodiment, a first elastic element 134 is disposed between the valve body 131 and the first valve core 132, and the first elastic element 134 directly acts on the end of the first valve core 132 along its own moving direction; a second elastic element 135 is disposed between the valve body 131 and the second valve core 133, and the second elastic element 135 directly acts on the end of the second valve core 133 along its own moving direction.

[0049] In another embodiment, such as Figure 2As shown, the valve body 131 is further provided with a first mounting groove 136, a portion of the first valve core 132 extends into the first mounting groove 136, a first elastic member 134 is disposed in the first mounting groove 136, and the first elastic member 134 is sleeved on the outside of the first valve core 132; and / or, the valve body 131 is further provided with a second mounting groove 137, a portion of the second valve core 133 extends into the second mounting groove 137, a second elastic member 135 is disposed in the second mounting groove 137, and the second elastic member 135 is sleeved on the outside of the second valve core 133. In this embodiment, the first elastic element 134 is sleeved outside the first valve core 132, increasing the contact area between the first elastic element 134 and the first valve core 132. Therefore, the deformation direction of the first elastic element 134 tends to be consistent with the movement direction of the first valve core 132. Based on this, the first mounting groove 136 limits the positions of the first elastic element 134 and the first valve core 132, which is beneficial for the first elastic element 134 to drive the first valve core 132 to move stably. Similarly, the second elastic element 135 is sleeved outside the second valve core 133, increasing the contact area between the second elastic element 135 and the second valve core 133. The deformation direction of the second elastic element 135 tends to be consistent with the movement direction of the second valve core 133. Based on this, the second mounting groove 137 limits the positions of the second elastic element 135 and the second valve core 133, which is beneficial for the second elastic element 135 to drive the second valve core 133 to move stably.

[0050] In an optional embodiment, the fuel nozzle 300 may include only a fuel nozzle 310 or a gas nozzle 320, and the fuel delivery line 200 may include only a fuel delivery line 210 or a gas delivery line 220. In another embodiment, the fuel nozzle 300 includes a fuel nozzle 310 and a gas nozzle 320, and the fuel delivery line 200 includes a fuel delivery line 210 and a gas delivery line 220. A fuel inlet 201 in the fuel delivery line 210 is a fuel inlet, and a fuel inlet 201 in the gas delivery line 220 is a gas inlet. The fuel delivery line 210 is connected to the fuel nozzle 310, and the gas delivery line 220 is connected to the gas nozzle 320. Thus, an external device can supply fuel to the fuel delivery line 210 through the fuel inlet, and the fuel is injected into the combustion chamber 400 by the fuel nozzle 310 for combustion. Similarly, an external device can supply gas to the fuel delivery line 210 through the gas inlet, and the gas is injected into the combustion chamber 400 by the gas nozzle 320 for combustion.

[0051] like Figure 3As shown, the fuel power system also includes a gas pipeline 500, which includes a main pipe section 510, a first gas pipeline section 520, and a second gas pipeline section 530. The outlet end of the metering exhaust device 100 is connected to the first end of the main pipe section 510. The first ends of the first gas pipeline section 520 and the second gas pipeline section 530 are both connected to the second end of the main pipe section 510. The second end of the first gas pipeline section 520 is connected to the fuel delivery pipeline 210, and the second end of the second gas pipeline section 530 is connected to the gas delivery pipeline 220. Both the first gas pipeline section 520 and the second gas pipeline section 530 are equipped with control valves.

[0052] Different types of fuel can be injected into the combustion chamber 400 through the fuel injector 310 and the gas injector 320 to achieve multi-fuel drive; and through the gas supply line 500 and related control valves, gas can be purged from the gas injector 320 while fuel is supplied, or gas can be purged from the fuel injector 310 while gas is supplied, so as not to affect the normal operation of the engine, and to achieve the purging process, thus avoiding carbon buildup and burning of each fuel injector 300.

[0053] Optionally, such as Figure 3 As shown, when the quantitative exhaust device 100 is an air compressor 110, the control valve provided in the first air supply pipe section 520 is a first reversing valve 522, and the control valve provided in the second air supply pipe section 530 is a second reversing valve 532. The first reversing valve 522 is used to control the opening and closing of the first air supply pipe section 520, and the second reversing valve 532 is used to control the opening and closing of the second air supply pipe section 530. Both the first reversing valve 522 and the second reversing valve 532 can be solenoid valves. When fuel is supplied to the fuel inlet, the first reversing valve 522 is closed and the second reversing valve 532 is open. This means the air compressor 110 does not supply compressed gas to the first air supply pipe 520 and the fuel supply pipe 210, thus avoiding interference with the fuel delivery process. The gas discharged from the air compressor 110 passes sequentially through the main pipe 510, the second air supply pipe 530, and the gas supply pipe 220 to purge the gas nozzle 320, preventing carbon buildup on the gas nozzle 320. When gas is supplied to the gas inlet, the first reversing valve 522 is open and the second reversing valve 532 is closed. This means the gas discharged from the air compressor 110 passes sequentially through the main pipe 510, the first air supply pipe 520, and the fuel supply pipe 210 to purge the fuel nozzle 310, preventing carbon buildup on the fuel nozzle 310. In this case, the air compressor 110 does not supply compressed gas to the second supply pipe and the gas supply pipe 220, thus avoiding interference with the gas delivery process.

[0054] Optionally, such as Figure 1As shown, when the quantitative exhaust device 100 includes an air compressor 110, an air storage container 120, and a pressure regulating valve 130, the control valves provided in the first air supply pipe section 520 can be a first reversing valve 522 and a first throttle valve 521, and the control valves provided in the second air supply pipe section 530 can be a second reversing valve 532 and a second throttle valve 531. In this case, the switching process of the control valve for introducing natural gas or fuel oil is the same as described above, and the flow rate of compressed gas flowing through the first air supply pipe section 520 and the second air supply line 500 can be controlled by the first throttle valve 521 and the second throttle valve 531.

[0055] Optionally, the fuel power system may also include an oil-water separator 600, which is located at the outlet end of the air compressor 110. Thus, the oil-water separator 600 separates oil and water from the compressed air exhaust gas, ensuring that clean compressed air enters the fuel delivery line 200 and the fuel nozzle 300.

[0056] In an optional embodiment, fuel nozzles 310 and gas nozzles 320 are provided on both sides of the combustion chamber 400 of the engine. The fuel power system may also include a fuel splitter block 710 and a gas splitter block 720. The fuel delivery pipeline 210 supplies fuel to each fuel nozzle 310 located on both sides of the combustion chamber 400 through the fuel splitter block 710, and the gas delivery pipeline 220 supplies gas to each gas nozzle 320 located on both sides of the combustion chamber 400 through the gas splitter block 720, so that the fuel nozzles 300 inject fuel or gas into the combustion chamber 400 from different directions.

[0057] Based on the fuel power system disclosed in this application, embodiments of this application also disclose a skid-mounted device, which includes the fuel power system described in the above embodiments.

[0058] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A fuel-powered system, characterized in that, Includes an engine, a metered exhaust device (100), a fuel delivery line (200), and a fuel injector (300), wherein: The engine is provided with a combustion chamber (400), and the fuel nozzle (300) is disposed in the combustion chamber (400). The fuel delivery pipeline (200) is provided with a fuel inlet (201), and the fuel delivery pipeline (200) is connected to the fuel nozzle (300) to supply fuel to the combustion chamber (400) through the fuel delivery pipeline (200) and the fuel nozzle (300). The outlet end of the metering exhaust device (100) is connected to the fuel delivery pipeline (200), and the metering exhaust device (100) can introduce purge gas into the fuel nozzle (300) through the fuel delivery pipeline (200). The quantitative exhaust device (100) includes an air compressor (110) and a pressure regulating valve (130). The pressure regulating valve (130) is disposed between the air compressor (110) and the fuel delivery pipeline (200). The pressure regulating valve (130) is provided with a sensing chamber (a) and an exhaust chamber (c) for connecting the combustion chamber (400). The exhaust chamber (c) is connected to the fuel delivery pipeline (200). The pressure regulating valve (130) adjusts the pressure value of the exhaust chamber (c) according to the pressure change of the sensing chamber (a) so that the difference between the pressure value of the exhaust chamber (c) and the pressure value of the sensing chamber (a) is a first preset value.

2. The fuel-powered system according to claim 1, characterized in that, The outlet end of the air compressor (110) is directly connected to the fuel delivery pipeline (200).

3. The fuel-powered system according to claim 1, characterized in that, The quantitative exhaust device (100) includes a gas storage container (120), the outlet end of the air compressor (110) is connected to the inlet end of the gas storage container (120), and the outlet end of the gas storage container (120) is connected to the fuel delivery pipeline (200).

4. The fuel-powered system according to claim 3, characterized in that, The pressure regulating valve (130) includes a valve body (131) and a valve core movably disposed in the valve body (131). The sensing chamber (a) and the air outlet chamber (c) are both disposed in the valve body (131). The sensing chamber (a) and the air outlet chamber (c) are located on both sides of the valve core. The valve body (131) is also provided with a valve port (e) and an air inlet chamber (b). The air inlet chamber (b) is connected to the outlet end of the gas storage container (120), and the air inlet chamber (b) is connected to the air outlet chamber (c) through the valve port (e). The gas in the outlet chamber (c) can act on the valve core. When the pressure in the outlet chamber (c) is greater than the second preset value, the valve core moves relative to the valve body (131) to close the valve port (e). Wherein, the second preset value is the sum of the first preset value and the pressure value of the sensing cavity (a).

5. The fuel-powered system according to claim 4, characterized in that, The valve core includes a main body (A) and a diaphragm (B). The diaphragm (B) is connected to the valve body (131) and the main body (A), and the diaphragm (B) surrounds the main body (A) to form the sensing cavity (a) and the air outlet cavity (c) on both sides of the diaphragm (B).

6. The fuel-powered system according to claim 5, characterized in that, The valve body (131) is provided with a limiting part (131a), which is disposed opposite to the diaphragm (B). The limiting part (131a) is provided with a connecting hole (d), and the gas in the gas outlet chamber (c) acts on the diaphragm (B) through the connecting hole (d).

7. The fuel-powered system according to claim 6, characterized in that, The diaphragm (B) has a protrusion (C) on the side facing the connecting hole (d), and an annular cavity (f) is formed between the limiting part (131a) and the diaphragm (B), and the annular cavity (f) is connected to the connecting hole (d).

8. The fuel-powered system according to claim 4, characterized in that, The valve core includes a first valve core (132) and a second valve core (133) that are separately arranged. A part of the first valve core (132) is located in the sensing chamber (a), and another part of the first valve core (132) is located in the air outlet chamber (c). The second valve core (133) is located at the valve port (e). The first valve core (132) can drive the second valve core (133) to move so that the second valve core (133) opens or closes the valve port (e). The second valve core (133) is also provided with an exhaust passage (138). The first valve core (132) can close the exhaust passage (138). When the pressure in the outlet chamber (c) is greater than the second preset value and the second valve core (133) closes the valve port (e), the first valve core (132) separates from the second valve core (133), and the exhaust passage (138) communicates with the outlet chamber (c).

9. The fuel-powered system according to claim 8, characterized in that, The pressure regulating valve (130) further includes a first elastic element (134) and a second elastic element (135). The first end of the first elastic element (134) and the first end of the second elastic element (135) are both connected to the valve body (131). The second end of the first elastic element (134) is connected to the first valve core (132), and the second end of the second elastic element (135) is connected to the second valve core (133). When the pressure value of the air outlet chamber (c) is less than the second preset value, the first elastic element (134) drives the first valve core (132) to move along the first direction, and the first valve core (132) drives the second valve core (133) to move along the first direction to open the valve port (e), and the second elastic element (135) undergoes elastic deformation. When the pressure value of the outlet chamber (c) is greater than the second preset value, the second elastic element (135) drives the second valve core (133) to move in the second direction to close the valve port (e), and the second valve core (133) drives the first valve core (132) to move in the second direction, and the first elastic element (134) undergoes elastic deformation. The first direction and the second direction are opposite.

10. The fuel-powered system according to claim 9, characterized in that, The valve body (131) is also provided with a first mounting groove (136), a part of the first valve core (132) extends into the first mounting groove (136), the first elastic element (134) is disposed in the first mounting groove (136), and the first elastic element (134) is sleeved on the outside of the first valve core (132); And / or, the valve body (131) is further provided with a second mounting groove (137), a portion of the second valve core (133) extends into the second mounting groove (137), the second elastic member (135) is disposed in the second mounting groove (137), and the second elastic member (135) is sleeved on the outside of the second valve core (133).

11. The fuel-powered system according to claim 1, characterized in that, The fuel nozzle (300) includes a fuel nozzle (310) and a gas nozzle (320), and the fuel delivery line (200) includes a fuel delivery line (210) and a gas delivery line (220). The fuel delivery line (210) is connected to the fuel nozzle (310), and the gas delivery line (220) is connected to the gas nozzle (320). The fuel power system also includes a gas pipeline (500), which includes a main pipe section (510), a first gas pipeline section (520), and a second gas pipeline section (530). The outlet end of the metering exhaust device (100) is connected to the first end of the main pipe section (510). The first ends of the first gas pipeline section (520) and the second gas pipeline section (530) are both connected to the second end of the main pipe section (510). The second end of the first gas pipeline section (520) is connected to the fuel delivery pipeline (210), and the second end of the second gas pipeline section (530) is connected to the gas delivery pipeline (220). Both the first gas pipeline section (520) and the second gas pipeline section (530) are equipped with control valves.

12. A skid-mounted device, characterized in that, Includes the fuel-powered system as described in any one of claims 1-11.

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