Marine diesel engine stopping device

Abstract

The application discloses a marine diesel engine parking device, which comprises a roller assembly, an upper sleeve, a connecting rod, an upper moving column, a middle cylinder cover, a lower cylinder sleeve, a lower plunger and a support, the lower plunger is embedded in the counterbore of the lower cylinder sleeve, the upper sleeve, the middle cylinder cover and the lower cylinder sleeve are fixedly connected into an integrated body, the upper end of the connecting rod is screwed into the bottom center of the upper moving column, the lower end is screwed into the upper end of the lower plunger through the middle cylinder cover, and the lower cylinder sleeve is further provided with a compressed air input channel and a compressed air control channel. The compressed air input channel comprises a vertical input hole and a horizontal output blind hole, and the compressed air control channel comprises a lower vertical hole, a lower horizontal output hole and a parking electromagnetic valve. The application avoids the major accidents caused by the fact that the rack cannot be pushed to pull the rack rod, the marine diesel engine loses control, the reliability and safety of the marine diesel engine are improved, the parking of the marine diesel engine is quickly and accurately completed, and the sailing safety of the ship is ensured.

Description

Technical Field

[0001] This invention relates to an emergency stop device for an engine, and more particularly to an emergency stop device for a diesel engine, belonging to the field of internal combustion engine technology. Background Technology

[0002] Marine diesel engine shutdown devices play a crucial role in ensuring the safe operation of diesel engines and are essential for ship navigation safety. When abnormal operation or runaway malfunctions occur in marine diesel engines, they must be stopped quickly and promptly to prevent serious failures. Current marine diesel engine shutdown functions are mainly achieved through governors and auxiliary shutdown devices. However, if the high-pressure oil pump rack jams during these processes, the rack tie rod cannot be pushed to achieve an emergency stop of the marine diesel engine, posing a significant safety hazard. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a convenient, reliable and easy-to-operate marine diesel engine shutdown device.

[0004] This invention is achieved through the following technical solution:

[0005] A marine diesel engine parking device includes a roller assembly, an upper sleeve, a connecting rod, an upper movable column, a cylinder head, a lower cylinder liner, a lower plunger, and a bracket. The roller assembly includes a roller, a roller bushing, and a roller pin. The roller bushing is fixed in the roller, and the roller is supported on the middle of the roller pin via the roller bushing. The bottom flange of the lower cylinder liner is fixed to the top surface of the right-angled bracket, and the vertical side of the bracket is fixed to the engine frame. Both ends of the roller pin are fixedly connected to the ear plates on both sides of the top of the upper movable column, and the lower sides of the roller are embedded in the adjacent surfaces inside the ear plates. The lower plunger is embedded in the countersunk hole of the lower cylinder liner, and there is a clearance fit between the lower cylinder liner and the countersunk hole; the middle cylinder head seals the top of the lower cylinder liner, and the top flange of the middle cylinder head is embedded in the lower end of the through hole of the upper sleeve. Several bolts pass vertically through the bottom flange of the upper sleeve and the middle cylinder head in sequence and are screwed into the top of the lower cylinder liner, thereby fixing the upper sleeve, the middle cylinder head and the lower cylinder liner into a whole; the upper end of the connecting rod is screwed into the center of the bottom of the upper moving column, and the lower end of the connecting rod passes through the middle cylinder head and is screwed into the upper end of the lower plunger; the lower cylinder liner is also provided with a compressed air input channel and a compressed air control channel.

[0006] The objectives of this invention can also be further achieved through the following technical measures.

[0007] Furthermore, the compressed air input channel includes a vertical input port and a horizontal output blind port. The vertical input port extends vertically upward from the bottom of the lower cylinder liner, and the horizontal output blind port passes horizontally through the middle of one side of the lower cylinder liner. The vertical input port and the horizontal output blind port intersect perpendicularly. The lower end of the vertical input port is connected to one end of the compressed air input pipe via a pipe connector, and the other end of the compressed air input pipe is connected to a compressed air cylinder. One end of the horizontal output blind port is connected to one end of the compressed air output pipe via a pipe connector, and the other end of the compressed air output pipe is connected to a vertical through hole in the cylinder head via a pipe connector. The outer diameter of the lower plunger matches the diameter of the countersunk bore in the lower cylinder liner.

[0008] The compressed air control channel includes a lower vertical hole, a lower horizontal output hole, and a stop solenoid valve. The lower vertical hole leads to the bottom of the lower cylinder liner counterbore. The lower end of the lower vertical hole is connected to one end of the lower horizontal output hole located in the bottom flange of the lower cylinder liner. The other end of the lower horizontal output hole extends horizontally out of the bottom flange of the lower cylinder liner and is connected to one end of the control compressed air input pipeline in sequence through a pipe joint and the stop solenoid valve. The other end of the control compressed air input pipeline is connected to a compressed air cylinder.

[0009] Furthermore, the lower plunger has a stepped shaft structure, with an annular groove in the axial center dividing it into an upper and lower plunger. Both the upper and lower plungers are clearance-fitted with the countersunk bore of the lower cylinder liner. A bottom flange extends downwards from the bottom of the lower plunger, with an outer diameter D greater than the diameter d2 of the lower vertical bore. The top surface of the lower plunger is adjacent to the lower countersunk bore of the intermediate cylinder head. The width B of the annular groove is greater than the diameter d1 of the horizontal output blind bore. Two sealing rings are embedded radially in both the upper and lower plungers.

[0010] Furthermore, the distance A between the height center of the lower column and the height center of the annular groove is equal to the maximum lift T of the exhaust cam of the camshaft.

[0011] This invention features a simple structure, convenient manufacturing, and high precision and reliability, making full use of the unused space under the exhaust tappet of the diesel engine. When stopping, the stopping solenoid valve is opened in a timely manner according to the exhaust cam phase. Compressed air enters through the compressed air control channel, pushing the lower plunger upwards. The exhaust cam rotates to its maximum lift T and then descends, limiting the upward movement of the upper plunger. This allows the lower plunger ring groove to communicate with the horizontal output blind hole, enabling the compressed air to precisely enter the cylinder through the compressed air output pipe, pushing the piston downwards and stopping the diesel engine. This invention achieves precise stopping of the marine diesel engine by controlling the combined action of the compressed air and the air delivery system, utilizing the principle that the piston in the cylinder is in the initial upward power stroke stage when the exhaust cam is at its maximum lift and descending. This invention avoids major accidents caused by the rack jamming and inability to push the rack lever, leading to loss of control of the marine diesel engine. It improves the reliability and safety of marine diesel engines, quickly and accurately stopping them and ensuring safe navigation.

[0012] The advantages and features of the present invention will be illustrated and explained by the following non-limiting description of preferred embodiments, which are given by way of example only with reference to the accompanying drawings. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of the present invention, in which the lower plunger is located at the bottom of the countersunk hole of the lower cylinder liner;

[0014] Figure 2 This is a schematic diagram of the lower plunger of the present invention located at the top of the countersunk hole of the lower cylinder liner and abutting against the lower countersunk hole of the middle cylinder head;

[0015] Figure 3 This is a schematic diagram of the present invention, showing the lower plunger located in the middle of the countersunk hole of the lower cylinder liner, with the annular groove of the lower plunger aligned with the horizontal output blind hole of the lower cylinder liner. Detailed Implementation

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] like Figures 1-3 As shown, the present invention includes a roller assembly 1, an upper sleeve 2, a connecting rod 3, an upper movable column 4, a middle cylinder head 5, a lower cylinder sleeve 6, a lower plunger 7, and a bracket 8. The roller assembly 1 includes a roller 11, a roller bushing 12, and a roller pin 13. The roller bushing 12 is fixed in the roller 11, and the roller 11 is supported on the middle of the roller pin 13 by the roller bushing 12. The bottom flange 61 of the lower cylinder sleeve is fixed to the top surface of the right-angled bracket 8, and the vertical side of the bracket 8 is fixed to the frame 10. The two ends of the roller pin 13 are fixedly connected to the ear plates 41 on both sides of the top of the upper movable column 4, and the lower sides of the roller 11 are embedded between the adjacent surfaces on the inner side of the ear plates 41. The lower plunger 7 is embedded in the countersunk hole 62 of the lower cylinder sleeve and is clearance-fitted with the countersunk hole 62. The middle cylinder head 5 closes the top of the lower cylinder sleeve 6, which limits the upward movement of the lower plunger 7. The top flange 51 of the cylinder head is embedded in the lower end of the through hole 21 of the upper sleeve. Several bolts 9 pass vertically through the bottom flange 22 of the upper sleeve and the cylinder head 5, and are then screwed into the top of the lower cylinder liner 6, thereby fixing the upper sleeve 2, the cylinder head 5 and the lower cylinder liner 6 into a whole. The upper end of the connecting rod 3 is screwed into the bottom center of the upper moving column 4, and the lower end passes through the cylinder head 5 and is screwed into the upper end of the lower plunger 7. The lower cylinder liner 6 is also provided with a compressed air input channel 63 and a compressed air control channel 64.

[0018] The compressed air input channel 63 includes a vertical input port 631 and a horizontal output blind port 632. The vertical input port 631 extends vertically upward from the bottom of the lower cylinder liner 6, and the horizontal output blind port 632 passes horizontally through the middle of the left side of the lower cylinder liner 6. The vertical input port 631 and the horizontal output blind port 632 intersect. The lower end of the vertical input port 631 is connected to one end of the compressed air input pipe 634 via a pipe connector 633, and the other end of the compressed air input pipe 634 is connected to a compressed air cylinder. The left end of the horizontal output blind port 635 is connected to one end of the compressed air output pipe 65 via a pipe connector 633, and the other end of the compressed air output pipe 65 is connected to the vertical through hole 201 in the cylinder head via a pipe connector 633.

[0019] The compressed air control channel 64 includes a lower vertical hole 641, a lower horizontal output hole 642, and a stop solenoid valve 643. The lower vertical hole 641 leads to the bottom of the lower cylinder liner counterbore 62. The lower end of the lower vertical hole 641 is connected to the right end of the lower horizontal output hole 642 located in the lower cylinder liner bottom flange 61. The left end of the lower horizontal output hole 642 extends horizontally out of the lower cylinder liner bottom flange 61 and is connected to one end of the control compressed air input pipe 644 through the pipe joint 633 and the stop solenoid valve 643 in sequence. The other end of the control compressed air input pipe 644 is connected to a compressed air cylinder.

[0020] The lower plunger 7 has a stepped shaft structure. An annular groove 71 is located in the center of the lower plunger's axial direction, dividing the lower plunger 7 into an upper plunger 72 and a lower plunger 73. The upper plunger 72 and lower plunger 73 are respectively clearance-fitted with the lower cylinder liner countersunk bore 62. A bottom flange 731 extends downwards from the bottom of the lower plunger 73, and the outer diameter D of the bottom flange 731 is larger than the diameter d2 of the lower vertical bore. The width B of the annular groove is larger than the diameter d1 of the horizontal output blind bore. Two sealing rings 74 are embedded radially in the upper plunger 72 and radially in the lower plunger 73. When the lower plunger 7 falls and abuts against the bottom of the lower cylinder liner countersunk bore 62 and the parking solenoid valve 643 is closed, the bottom flange 731 blocks the lower vertical bore 641. Simultaneously, the upper plunger 72 also blocks the horizontal output blind bore 632, preventing compressed air from entering the cylinder 20 and pushing the piston 201 downwards.

[0021] like Figure 3 As shown, the distance A between the height center of the lower column 73 and the height center of the annular groove 71 is equal to the maximum lift T of the exhaust cam 301 of the camshaft 30. This structure facilitates the entry of compressed air into the cylinder 20 through the compressed air output pipe 65, pushing the piston 202 downward to stop the diesel engine.

[0022] like Figure 1As shown, when the parking solenoid valve 643 is closed, the connecting rod 3, the upper moving column 4 and the lower plunger 7 fall to the bottom of the lower cylinder liner counterbore 62 under their own weight. The bottom flange 731 blocks the lower vertical hole 641. At the same time, the upper column 72 also blocks the horizontal output blind hole 632 through two radial sealing rings 74, preventing compressed air from entering the lower cylinder liner 7. Therefore, the lower plunger 7 cannot move upward.

[0023] like Figure 3 As shown, when the parking solenoid valve 643 is opened, the compressed air flow is controlled to pass through the compressed air input pipe 644, the parking solenoid valve 643, the lower horizontal output hole 642, and the lower vertical hole 641, and enters the lower cylinder liner counterbore 62, pushing the lower plunger 7 upward. Under the combined action of the downward thrust of the exhaust cam 301 rotating to its maximum lift T and the upward thrust of the compressed air, the lower plunger 7 moves upward until its annular groove 71 aligns with the horizontal output blind hole 632. The compressed air passes through the compressed air input pipe 634, the vertical input hole 631, the horizontal output blind hole 632, the annular groove 71, the compressed air output pipe 65, and the cylinder head vertical through hole 201, and enters the cylinder 20, pushing the piston 202 downward, thereby quickly and accurately stopping the diesel engine.

[0024] In addition to the above embodiments, the present invention may have other implementation methods. All technical solutions formed by equivalent substitution or equivalent transformation fall within the protection scope claimed by the present invention.

Claims

1. A marine diesel engine parking device, comprising a roller assembly, the roller assembly including a roller, a roller bushing, and a roller pin, the roller bushing being fixed in the roller, and the roller being supported on the middle of the roller pin by the roller bushing; characterized in that: It also includes an upper sleeve, a connecting rod, an upper movable column, a middle cylinder head, a lower cylinder liner, a lower plunger, and a bracket. The bottom flange of the lower cylinder liner is fixed to the top surface of the right-angled bracket, and the vertical side of the bracket is fixed to the frame. The two ends of the roller pin are fixedly connected to the ear plates on both sides of the top of the upper movable column, and the lower two sides of the roller are embedded between the adjacent surfaces on the inner side of the ear plates. The lower plunger is embedded in the countersunk hole of the lower cylinder liner and has a clearance fit with the countersunk hole of the lower cylinder liner. The middle cylinder head seals the top of the lower cylinder liner, and the top flange of the middle cylinder head is embedded in the lower end of the through hole of the upper sleeve. Several bolts pass vertically through the bottom flange of the upper sleeve and the middle cylinder head and are screwed into the top of the lower cylinder liner, thereby fixing the upper sleeve, the middle cylinder head, and the lower cylinder liner into one unit. The upper end of the connecting rod is screwed into the center of the bottom of the upper movable column, and the lower end of the connecting rod passes through the middle cylinder head and is screwed into the upper end of the lower plunger. The lower cylinder liner is also provided with a compressed air input channel and a compressed air control channel. The compressed air input channel includes a vertical input port and a horizontal output blind port. The vertical input port extends vertically upward from the bottom of the lower cylinder liner, and the horizontal output blind port passes horizontally through the middle of one side of the lower cylinder liner. The vertical input port and the horizontal output blind port intersect perpendicularly. The lower end of the vertical input port is connected to one end of the compressed air input pipe via a pipe connector, and the other end of the compressed air input pipe is connected to a compressed air cylinder. One end of the horizontal output blind port is connected to one end of the compressed air output pipe via a pipe connector, and the other end of the compressed air output pipe is connected to the vertical through hole in the cylinder head via a pipe connector. The outer diameter of the lower plunger matches the diameter of the lower cylinder liner countersunk hole. The compressed air control channel includes a lower vertical port, a lower horizontal output port, and a stop solenoid valve. The lower vertical port leads to the bottom of the lower cylinder liner countersunk hole, and the lower end of the lower vertical port is connected to one end of the lower horizontal output port located in the bottom flange of the lower cylinder liner. The other end of the lower horizontal output port extends horizontally out of the bottom flange of the lower cylinder liner and is connected to one end of the control compressed air input pipe via a pipe connector and the stop solenoid valve in sequence. The other end of the control compressed air input pipe is connected to a compressed air cylinder.

2. The marine diesel engine shutdown device as described in claim 1, characterized in that: The lower plunger has a stepped shaft structure, and an annular groove is provided in the middle of the lower plunger in the axial direction. The annular groove divides the lower plunger into an upper column and a lower column. The upper column and the lower column are respectively clearance-fitted with the countersunk hole of the lower cylinder liner. The bottom of the lower column extends downward to form a bottom flange. The outer diameter D of the bottom flange is larger than the diameter d2 of the lower vertical hole. The top surface of the lower plunger is adjacent to the lower countersunk hole of the middle cylinder head.

3. The marine diesel engine shutdown device as described in claim 1, characterized in that: The width B of the annular groove is greater than the diameter d1 of the horizontal output blind hole, and two sealing rings are embedded in the radial direction of the upper column and the radial direction of the lower column, respectively.

4. The marine diesel engine shutdown device as described in claim 2, characterized in that: The distance A between the height center of the lower column and the height center of the ring groove is equal to the maximum lift T of the exhaust cam of the camshaft.

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