High-power marine diesel engine auxiliary emergency stop device

Abstract

The application discloses a kind of high-power marine diesel engine auxiliary emergency parking device, including check valve and four-way ball valve, the intake pipe of several cylinders, exhaust pipe is connected with corresponding intake manifold and exhaust manifold respectively, exhaust manifold one end is connected with the first connection A port of four-way ball valve, several cylinders are connected with intake manifold respectively, and the fourth connection D port of four-way ball valve is connected with the one end of intake manifold.Exhaust turbine pipeline one end is adjacent with one side of exhaust turbine, and the other end is connected with the second connection B port of four-way ball valve.Compressor pipeline one end is adjacent with one side of compressor, and the other end is connected with the third connection C port of four-way ball valve through check valve.The application is convenient to install, easy to arrange and operate, so that emergency parking can be carried out more quickly and efficiently, significantly reduce energy consumption, while effectively ensuring the normal operation of ship and marine diesel engine.

Description

Technical Field

[0001] This invention relates to diesel engine shutdown devices, and more particularly to a device for auxiliary shutdown of high-power (3000kW and above) marine diesel engines, belonging to the field of internal combustion engine technology. Background Technology

[0002] Marine diesel engines are the power units for ship operation. Currently, the intake and exhaust systems of marine diesel engines use fresh air drawn in from the turbocharger's volute intake end to enter the engine's intake manifold for combustion. The exhaust gases are then discharged into the turbocharger's exhaust end through the exhaust pipes of each cylinder and the turbocharger's front exhaust pipe. An emergency stop solenoid valve is installed on the diesel engine to allow for emergency shutdown in case of an emergency. However, for high-power marine diesel engines, a large amount of compressed air needs to be injected during an emergency shutdown to bring the high-pressure fuel pump rack to zero and stop fuel injection. This results in problems such as high additional air consumption, lack of energy-saving operation, and a certain amount of time required for emergency shutdown.

[0003] To ensure the safe operation of marine diesel engines, an emergency stop device can be used to quickly stop the engine in an emergency. The emergency stop device mainly consists of an emergency stop solenoid valve, an air pipe installed after the high-pressure fuel pump, and an emergency stop piston acting on the rack of the high-pressure fuel pump. When using the emergency stop device, the emergency stop solenoid valve connected in series before the device is opened. Compressed air enters the stop piston of the high-pressure fuel pump through the solenoid valve and the distribution pipe, setting the throttle rack to the 0 fuel supply position, thereby stopping the high-pressure fuel pump from injecting fuel and achieving an emergency stop of the marine diesel engine.

[0004] However, compared to smaller diesel engines, larger marine diesel engines have larger cylinder bores and strokes, and are also much larger overall. This results in longer and more complex piping, and a longer time required for compressed air to reach the shut-off piston of the high-pressure fuel pump. This time increases further with the number of cylinders, making it difficult for large-power marine diesel engines to achieve rapid emergency shutdowns. Furthermore, the characteristics of large-power marine diesel engines also dictate a higher air consumption. When a ship is equipped with multiple large-power marine diesel engines and the compressed air cylinder capacity is fixed, the increased air consumption of a single large-power marine diesel engine during an emergency shutdown may affect the normal operation of other large-power marine diesel engines, posing a significant safety hazard to the ship's navigation. Summary of the Invention

[0005] The purpose of this invention is to provide a high-power marine diesel engine auxiliary emergency stop device that is simple in structure, easy to install, and easy to arrange and operate.

[0006] This invention is achieved through the following technical solution:

[0007] An auxiliary emergency stop device for a high-power marine diesel engine includes a check valve and a four-way ball valve. The four-way ball valve has a first connection port (A), a second connection port (B), a third connection port (C), and a fourth connection port (D) arranged counter-clockwise on its four sides. The exhaust pipes of several cylinders within the engine frame are connected to a main exhaust pipe, one end of which is connected to the first connection port (A) of the four-way ball valve, and the other end of the main exhaust pipe is closed. The intake pipes of several cylinders within the engine frame are connected to an intake main pipe, one end of which is connected to the fourth connection port (D) of the four-way ball valve. The intake manifold is closed at the other end; one end of the exhaust turbine pipe passes through one side of the turbocharger volute and is adjacent to the exhaust turbine side, and the other end of the exhaust turbine pipe is connected to the second connection port B of the four-way ball valve; one end of the compressor pipe passes through one side of the turbocharger volute and is adjacent to the compressor side, and the other end of the compressor pipe is connected to the third connection port C of the four-way ball valve through a check valve; one end of the natural aspiration pipe passes through the other side of the turbocharger volute and is adjacent to the other side of the compressor, and the make-up air pipe passes through a solenoid two-way valve and then passes through the other side of the turbocharger volute and is adjacent to the other side of the compressor.

[0008] The objectives of this invention can also be further achieved through the following technical measures.

[0009] Furthermore, the valve body of the four-way ball valve is a cube with a spherical cavity at its center. The four outer sides of the cube extend outward from their centers to form a first connection port A, a second connection port B, a third connection port C, and a fourth connection port D, each with an interface flange. The valve plate is embedded in the spherical cavity, and the outer surface of the valve plate is spherical with the same curvature as the spherical cavity.

[0010] Furthermore, the first connection port A and the third connection port C of the valve body are coaxial, the second connection port B and the fourth connection port D are coaxial, and the common axis AC of the first connection port A and the third connection port C is perpendicular to the common axis BD of the second connection port B and the fourth connection port D. The common axis AC and the common axis BD are in the same plane.

[0011] Furthermore, the valve plate has a through radial hole, the axis of which passes through the center of the spherical cavity; the diameter d of the radial hole matches the corresponding through hole diameters of the first connection port A, the second connection port B, the third connection port C, and the fourth connection port D; the connecting end extending upward from the upper center of the valve plate protrudes from the top surface of the valve body and is fixedly connected to one end of the operating handle. The ratio of the valve plate thickness B to the radial hole diameter d is B / d = 1.18~1.22. The angle α between the axis of the operating handle and the axis of the radial hole is 45°.

[0012] Furthermore, both the valve body and the valve plate are made of heat-resistant stainless steel, with the valve body material grade being X1NiCrMoCuN 25-20-7 and a heat resistance temperature of 500℃; and the valve body material grade being 16Mo3 and a heat resistance temperature of 650℃.

[0013] This invention adds a check valve and a specially structured four-way ball valve between the turbocharger and the cylinder intake and exhaust passages of a marine diesel engine. When the marine diesel engine is running normally, the two ends of the radial hole of the valve plate are blocked by the spherical cavity of the valve body. The first connection port A and the second connection port B are connected, and the third connection port C and the fourth connection port D are connected, so the intake and exhaust of the marine diesel engine can flow normally. When the marine diesel engine experiences an emergency stop, the operating handle of the four-way ball valve rotates 45°, connecting the two ends of the radial hole of the valve plate to the first connection port A and the third connection port C, respectively. Natural intake air and supplemental compressed air from the turbocharger compressor end flow sequentially through the third connection port C of the valve body, the radial hole of the valve plate, and the first connection port A of the valve body into the intake manifold, and then sequentially into each cylinder. At this point, combustion in the cylinder ends, the piston changes from downward to upward, and the cylinder begins to exhaust. Because the connection channel between the second connection port B and the fourth connection port D is cut off by the valve plate, the exhaust process is effectively suppressed, thus assisting in emergency stopping. This invention is easy to install, arrange, and operate, enabling faster and more efficient emergency stopping, significantly reducing energy consumption, and effectively ensuring the normal operation of the ship and diesel engine.

[0014] 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

[0015] Figure 1 This is a schematic diagram of the structure of the present invention, in which the marine diesel engine is in normal working condition;

[0016] Figure 2 This is a schematic diagram of the structure of the present invention, in which the marine diesel engine is in an emergency stop state;

[0017] Figure 3 This is the front view of a four-way ball valve when a marine diesel engine is in normal operating condition;

[0018] Figure 4 yes Figure 3 EE sectional view;

[0019] Figure 5 This is the front view of a four-way ball valve when a marine diesel engine is in an emergency stop state;

[0020] Figure 6 yes Figure 5 FF sectional view. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] like Figure 1 and Figure 2 As shown, this embodiment is used for a 3000kW 6-cylinder marine diesel engine, including a check valve 1 and a four-way ball valve 2. The check valve 1 effectively prevents exhaust gas in the exhaust pipe from backflowing to the compressor 73 end of the turbocharger 8, ensuring the safe operation of the marine diesel engine. The four-way ball valve 2 has a first connection port A 21, a second connection port B 22, a third connection port C 23, and a fourth connection port D 24 arranged counterclockwise on its four sides. The six cylinders 41 in the frame 4 are as follows... Figure 1 and Figure 2 As shown, they are arranged from right to left as ① to ⑥. The exhaust pipe 31 of each cylinder 41 is connected to the exhaust manifold 3. The left end of the exhaust manifold 3 is connected to the first connection port A 21 of the four-way ball valve 2, and the right end of the exhaust manifold 3 is closed. The intake pipes 51 of the six cylinders 41 inside the frame 4 are connected to the intake manifold 5. The left end of the intake manifold 5 is connected to the fourth connection port D 24 of the four-way ball valve, and the right end of the intake manifold 5 is closed. The left end of the exhaust turbine pipe 61 passes through the right side of the turbocharger volute 71 and is adjacent to the right side of the exhaust turbine 72. The right end of the exhaust turbine pipe 61 is connected to the second connection port B 22 of the four-way ball valve 2. The left end of the compressor pipe 62 passes through the right side of the turbocharger volute 71 and is adjacent to the right side of the compressor 73. The right end of the compressor pipe 62 is connected to the third connection port C 23 of the four-way ball valve 2 via the check valve 1. The right end of the natural air intake pipe 81 passes through the left side of the turbocharger housing 71 and is adjacent to the left side of the compressor 73. The air supply pipe 82 passes through the solenoid two-way valve 83 and then passes through the left side of the turbocharger housing 71 and is adjacent to the left side of the compressor 73. When the marine diesel engine needs to increase its power, the solenoid two-way valve 83 is energized and opens, and the air supply pipe 82 supplies compressed air at a pressure of 0.4 MPa into the cylinder 41.

[0023] like Figures 3-6 As shown, the valve body 25 of the four-way ball valve 2 is a cube with a spherical cavity 251 at its center. Four tubular connection ports with interface flanges extend outwards from the centers of the four outer sides of the cube: a first connection port A 21, a second connection port B 22, a third connection port C 23, and a fourth connection port D 24. A valve plate 26 is embedded in the spherical cavity 251. The outer surface of the valve plate 26 is spherical, and the curvature of the spherical surface is the same as that of the spherical cavity. The first connection port A 21 and the third connection port C 23 of the valve body 25 are coaxial, and the second connection port B 22 and the fourth connection port D 24 are coaxial. Furthermore, the common axis AC of the first connection port A 21 and the third connection port C 23 is perpendicular to the common axis BD of the second connection port B 22 and the fourth connection port D 24, and the common axis AC and the common axis BD are in the same plane.

[0024] like Figure 1 , Figure 2 , Figure 4 and Figure 6 As shown, the valve plate has a radially penetrating radial hole 261, the axis of which passes through the center of the spherical cavity 251. The diameter d of the radial hole matches the diameter of the corresponding through hole of the first connection port A 21, the second connection port B 22, the third connection port C 23, and the fourth connection port D 24, respectively. The connecting end 262, extending upward from the center of the upper side of the valve plate 26, protrudes from the top surface of the valve body 25 and is fixedly connected to the left end of the operating handle 27. The ratio of the valve plate thickness B to the radial hole diameter d is: B / d = 1.18~1.22.

[0025] Figure 3 The axis of the operating handle 27 is parallel to the common axis AC, at which point the valve plate 26 is in the position of Figure 1 In the closed state shown, the radial hole 261 of the valve plate 26 is blocked within the spherical cavity 251, and the marine diesel engine is in normal operating condition. 45° marking lines 252 are provided at the four corners of the top surface of the valve body 25, facilitating the operation handle 27 to be rotated 45° counterclockwise during an emergency stop of the marine diesel engine, thereby connecting the first connection port A 21 and the third connection port C 23 through the radial hole 261.

[0026] like Figure 1 As shown, the angle α between the axis of the operating handle 27 and the axis of the radial hole 261 is 45°. Both the valve body 25 and the valve plate 26 are made of heat-resistant stainless steel. The valve body 25 is made of X1NiCrMoCuN25-20-7 material with a heat resistance temperature of 500℃; the valve plate is made of 16Mo3 material with a heat resistance temperature of 650℃. This ensures that the four-way ball valve 2 can operate normally under harsh conditions of passing through high-temperature exhaust gas at 400℃, improving the reliability of the invention.

[0027] When the marine diesel engine stops in an emergency, while pressing the emergency stop button on the marine diesel engine control panel, turn the operating handle 27 of the four-way ball valve 2 counterclockwise by 45° to connect the first connection port A 21 and the third connection port C 23, and disconnect the connection channels of the second connection port B 22 and the fourth connection port D 24, thus stopping the marine diesel engine in an emergency.

[0028] At this time, the marine diesel engine's air supply pipe 82 provides additional air to the turbocharger 8 through the solenoid two-way valve 83. Combined with the natural air intake from the natural air intake pipe 81, the compressor 73 is filled with fresh air, and the airflow... Figure 2The airflow, indicated by the middle arrow, passes through the check valve 1 and enters the third connection port C 23 of the four-way ball valve 2. After passing through the radial hole 261 of the valve plate 26, it enters the corresponding cylinder 41 from the first connection port A 21 of the four-way ball valve 1 through the exhaust manifold 3 and the exhaust pipe 31 of each cylinder 41. At this time, combustion in the cylinder 41 ends, and the piston changes from downward to upward to start exhausting. The exhaust pressure is 0.105~0.11 MPa, slightly higher than atmospheric pressure. However, the intake pressure of 0.4 MPa after replenishment is higher than atmospheric pressure, thus effectively suppressing the exhaust process and playing a role in assisting emergency stop.

[0029] 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 high-power marine diesel engine auxiliary emergency stop device, characterized in that: The system includes a check valve and a four-way ball valve. The four-way ball valve has four sides with a first connection port (A), a second connection port (B), a third connection port (C), and a fourth connection port (D) arranged counter-clockwise. The exhaust pipes of several cylinders within the frame are connected to a main exhaust pipe. One end of the main exhaust pipe is connected to the first connection port (A) of the four-way ball valve, and the other end of the main exhaust pipe is closed. The intake pipes of several cylinders within the frame are connected to a main intake pipe. One end of the main intake pipe is connected to the fourth connection port (D) of the four-way ball valve, and the other end of the main intake pipe is closed. Closed; one end of the exhaust turbine pipe passes through one side of the turbocharger volute and is adjacent to the exhaust turbine side, and the other end of the exhaust turbine pipe is connected to the second connection port B of the four-way ball valve; one end of the compressor pipe passes through one side of the turbocharger volute and is adjacent to the compressor side, and the other end of the compressor pipe is connected to the third connection port C of the four-way ball valve through a check valve; one end of the natural aspiration pipe passes through the other side of the turbocharger volute and is adjacent to the other side of the compressor, and the make-up air pipe passes through a solenoid two-way valve and then passes through the other side of the turbocharger volute and is adjacent to the other side of the compressor. The valve body of the four-way ball valve is a cube with a spherical cavity at its center. The four outer sides of the cube extend outward from their centers to form a first connection port A, a second connection port B, a third connection port C, and a fourth connection port D, which are tubular and have interface flanges. The valve plate is embedded in the spherical cavity, and the outer surface of the valve plate is spherical with the same curvature as the spherical cavity. The first connection port A and the third connection port C of the valve body are coaxial, the second connection port B and the fourth connection port D are coaxial, and the common axis AC of the first connection port A and the third connection port C is perpendicular to the common axis BD of the second connection port B and the fourth connection port D. The common axis AC and the common axis BD are in the same plane. The valve plate has a through radial hole, the axis of which passes through the center of the spherical cavity; the diameter d of the radial hole matches the diameter of the through hole corresponding to the first connection port A, the second connection port B, the third connection port C, and the fourth connection port D respectively; the connecting end extending upward from the center of the upper side of the valve plate protrudes from the top surface of the valve body and is fixedly connected to one end of the operating handle.

2. The high-power marine diesel engine auxiliary emergency stop device as described in claim 1, characterized in that: The ratio of valve plate thickness B to radial hole diameter d: B / d = 1.18~1.

22.

3. The high-power marine diesel engine auxiliary emergency stop device as described in claim 1, characterized in that: The angle α between the axis of the operating handle and the axis of the radial hole is 45°.

4. The high-power marine diesel engine auxiliary emergency stop device as described in claim 1, characterized in that: Both the valve body and the valve plate are made of heat-resistant stainless steel. The valve body is made of X1NiCrMoCuN 25-20-7 with a heat resistance temperature of 500℃, and the valve plate is made of 16Mo3 with a heat resistance temperature of 650℃.

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