Valve mechanical-pneumatic interlock control device and control method for ship washing tower

Abstract

The present application relates to a ship exhaust gas washing desulfurization system field, especially to a valve mechanical pneumatic interlocking control device and control method for ship washing tower, including first valve body, second valve body, first valve body and second valve body are respectively equipped with first valve and second valve through respective valve stem rotation assembly, first valve body, second valve body and by corresponding first actuator, second actuator are controlled separately, and two actuators are driven by driving drive shaft to drive valve stem to rotate; in the application, the actuator drive shaft is coaxial with the valve stem, the valve core is rigidly connected with the valve core, there is no transmission gap and synchronous rotation, the interlocking determination is accurate and reliable, the structure is compact and easy to install, the valve core switches the labyrinth air path, the gas cavity gas source is cut off to realize bidirectional interlocking, and the flow interruption of two valves is avoided from the source; the intermediate travel misoperation is prevented by the retaining type through slot, and there is no electromagnetic valve, sensor and electric control element in the whole process, and the interlocking is still effective when power failure and electrical fault occur.

Description

Technical Field

[0001] This invention relates to the technical field of ship exhaust gas scrubbing and desulfurization systems, and in particular to a valve mechanical pneumatic interlock control device and control method for ship scrubbing towers. Background Technology

[0002] When switching the exhaust gas paths of the main and auxiliary engines in a ship's scrubbing tower system, strict interlocking control must be implemented between the scrubbing pipeline valves and the bypass pipeline valves to ensure safe and stable operation: either valve must be fully open before the other valve is allowed to close, ensuring that the two flue gas passages are not closed at the same time and avoiding system pressure buildup.

[0003] There are two main types of existing interlocking methods. The first is mechanical linkage interlocking, which uses physical linkages to achieve mechanical linkage between two valves. However, due to the dense equipment and limited space in ship engine rooms, the linkage arrangement is difficult or even impossible, and long-term transmission poses risks of wear and jamming. The second method is actuator logic control, which uses a PLC program to control the solenoid valve to drive the actuator, and uses sensors to detect the valve position to achieve logical interlocking, or uses the methods shown in the attached diagram of the manual. Figure 6 The 1A cam mechanism is combined with the mechanical 3A slide valve. However, in the 1A cam mechanism, the 2A push rod that moves the 3A slide valve is separate from the cam. When the 3A slide valve gets stuck, the cam that rotates with the valve plate can no longer control the opening and closing of the slide valve, and thus cannot be interlocked to the opening and closing of another valve. Moreover, this type of solution relies on sensor feedback signals, which may lead to logical errors due to signal interference or sensor failure. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art by proposing a valve mechanical pneumatic interlock control device and control method for ship scrubbing towers.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A valve mechanical pneumatic interlock control device for a ship scrubbing tower includes a first valve body and a second valve body. The first valve body and the second valve body are respectively rotatably equipped with a first valve and a second valve through their respective valve stems. The first valve body and the second valve body are individually controlled by corresponding first actuators and second actuators. Both actuators drive the valve stems through drive shafts to drive the valve cores of the rotary valves to rotate. Furthermore, the valve seat of the first actuator is provided with an air passage interface at one end, and an air passage is provided at the other end of the valve seat and connected to the closing air chamber of the second actuator. The first actuator and the second actuator switch the air passage on and off state by rotating the valve core of the rotary valve to configure the interlocked air passage.

[0006] Preferably, the rotary valve core is integrally fixedly mounted on the top of the drive shaft, forming a coaxial rigid integrated structure with the drive shaft and valve stem, with no transmission gap and synchronous rotation at the same angle.

[0007] Preferably, the valve core of the rotary valve and the drive shaft adopt any one of the rigid anti-rotation connection structures, such as a flat key, spline, or square tenon.

[0008] Preferably, the valve seat of the first actuator is provided with a labyrinthine dedicated air passage adapted to the valve core of the rotary valve, and the air passage interface is an external compressed air inlet.

[0009] Preferably, when the first valve is in the fully closed mechanical position, the rotary valve core rotates with the shaft to physically cut off the air source to the closing air chamber of the second actuator, so that the second actuator lacks the air source for the closing action, thus restricting the second valve from performing the closing action. When the first valve is in the fully open mechanical position, the rotary valve core opens the corresponding air path, releasing the second valve from the locking state of the closing action.

[0010] Preferably, the rotary valve core is provided with a retaining through groove structure; when the first valve is in the intermediate rotation stroke range between fully open and fully closed, the rotary valve core maintains the current air circuit on / off state unchanged, and the air circuit on / off switching is completed only when the valve reaches the mechanical limit position.

[0011] A control method for a valve mechanical-pneumatic interlock for a ship scrubbing tower includes the following steps: S1: Drive the first valve to rotate; the rotation of the first valve causes the valve stem to rotate, and the valve stem drives the actuator drive shaft to rotate synchronously through a rigid connection, and the actuator drive shaft further drives the valve core of the rotary valve to rotate synchronously at the same angle; S2: When the first valve rotates to the fully closed mechanical limit position, the valve core of the rotary valve rotates with the drive shaft, physically cutting off the air supply passage to the closing air chamber of the second actuator; the second actuator lacks the power air source for the closing action, restricting the second valve from performing the closing action and keeping the second valve in the open state; S3: When the first valve rotates to the fully open mechanical limit position, the valve core of the rotary valve rotates and resets with the drive shaft, reconnecting the air supply passage to the closing air chamber of the second actuator, releasing the lock on the closing action of the second valve, and allowing the second valve to perform the closing action.

[0012] Preferably, the second valve is driven to rotate, and the second valve drives its own rotary valve core to rotate synchronously through the corresponding valve stem and actuator drive shaft; when the second valve is in the fully closed position, the corresponding rotary valve core cuts off the air source of the first actuator's closing air chamber, restricting the first valve from performing the closing action.

[0013] The beneficial effects of this invention are as follows: In this invention, the actuator drive shaft is rigidly connected to the valve stem and the valve core, with no transmission gap and synchronous rotation. The interlock determination is accurate and reliable, the structure is compact and easy to install. The valve core switches the labyrinth air path and cuts off the air source of the closed air chamber to achieve bidirectional interlock, avoiding the flow interruption caused by the simultaneous closure of the two valves from the source. The holding groove prevents malfunction in the middle stroke, and there are no solenoid valves, sensors and electrical control components throughout the entire process. The interlock is still effective in the event of power failure or electrical fault. Attached Figure Description

[0014] Figure 1 This is a partial cross-sectional view of a valve mechanical-pneumatic interlock control device for a ship scrubber tower proposed in this invention. Figure 1 ; Figure 2 This is a schematic diagram of the structure of a valve mechanical pneumatic interlock control device for a ship scrubbing tower proposed in this invention; Figure 3 This is a partial cross-sectional view of a valve mechanical-pneumatic interlock control device for a ship scrubber tower proposed in this invention. Figure 2 ; Figure 4 This is a partial structural diagram of a valve mechanical-pneumatic interlock control device for a ship scrubber tower proposed in this invention. Figure 1 ; Figure 5 This is a partial structural diagram of a valve mechanical-pneumatic interlock control device for a ship scrubber tower proposed in this invention. Figure 2 ; Figure 6 This is a schematic diagram of the structure of a cam mechanism and slide valve control in the prior art.

[0015] In the diagram: 1. Rotary valve core; 2. Drive shaft; 3. Valve stem; 41. First valve body; 42. First valve; 43. First actuator; 51. Second valve body; 52. Second valve; 53. Second actuator; 6. Air inlet; 1A. Cam mechanism; 2A. Push rod; 3A. Spool valve. Detailed Implementation

[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0017] Reference Figure 1-6A valve mechanical pneumatic interlock control device for a ship washing tower includes a first valve body 41 and a second valve body 51. A first valve 42 and a second valve 52 are rotatably mounted in the first valve body 41 and the second valve body 51 respectively via their respective valve stems 3. The first valve body 41 and the second valve body 51 are individually controlled by corresponding first actuators 43 and second actuators 53. Both actuators drive the valve stems 3 via drive shafts 2 to drive the rotary valve core 1 to rotate. Furthermore, the valve seat of the first actuator 43 is provided with an air passage interface 6 at one end, and an air passage is provided at the other end of the valve seat, which is connected to the closing air chamber of the second actuator 53. The first actuator 43 and the second actuator 53 switch the air passage on and off states by rotating the rotary valve core 1 to configure the interlocked air passage. The rotary valve core 1 is integrated and fixedly mounted on the top of the drive shaft 2, forming a coaxial rigid connection structure with the drive shaft 2 and the valve stem 3. The three have no transmission gap and rotate synchronously at the same angle, so that the rotation angle of the valve core strictly corresponds one-to-one with the actual opening and closing position of the valve. There is no lag or phase error in the interlocking state determination. It will not deviate due to wear and loosening during long-term operation, and its reliability is stable over a long period of time. The valve core 1 and the drive shaft 2 are connected by a rigid anti-rotation connection structure of any one of the following: flat key, spline, or square tenon, to prevent the valve core from slipping relative to the shaft and to ensure that the air circuit switching and mechanical station are always synchronized.

[0018] The valve seat of the first actuator 43 has a labyrinth-style dedicated air passage adapted to the rotary valve core 1. The labyrinth structure extends the sealing stroke, effectively preventing air leakage and blocking impurities from entering the actuator air chamber, ensuring sensitive and reliable operation. The air passage interface 6 is the main inlet for external compressed air. The valve seat of the first actuator 43 has an air passage connecting to the closing air chamber of the second actuator 53. The rotary valve core 1 rotates with the drive shaft 2 to switch the on / off state of the air passage. An interlocked air passage is configured between the first actuator 43 and the second actuator 53, thereby completing the dual-valve interlocking in a purely mechanical and pneumatic manner. It does not rely on solenoid valves, sensors, or electronic control components throughout the process. The interlocking remains effective even when there is a power outage, signal failure, or electrical fault, possessing intrinsic safety characteristics. Moreover, it has a simple structure, few failure points, and low maintenance costs.

[0019] When the first valve 42 is in the fully closed mechanical position, the rotary valve core 1 rotates with the shaft to physically cut off the air source to the closing air chamber of the second actuator 53, so that the second actuator lacks the air source for the closing action, restricting the second valve 52 from performing the closing action, avoiding the risk of flow interruption when both valves close at the same time from the air source, and avoiding safety accidents such as pressure shock and media backflow in the scrubbing tower; when the first valve 42 is in the fully open mechanical position, the rotary valve core 1 opens the corresponding air path, releasing the locking state of the closing action of the second valve 52.

[0020] Since the object being locked is the gas source for the shutdown action rather than the mechanically jammed valve position, once the interlock condition is released, the gas path is restored to conduction, and the second valve 52 can immediately perform the shutdown action without manual unlocking. The action is agile and smooth, which conforms to the safe operation logic of the scrubbing tower of opening before closing.

[0021] Similarly, the second valve 52 is driven to rotate. The second valve 52 drives its own rotary valve core 1 to rotate synchronously through the corresponding valve stem 3 and actuator drive shaft 2. When the second valve 52 is in the fully closed position, the corresponding rotary valve core 1 cuts off the air source of the first actuator 43 closing air chamber, restricting the first valve 42 from performing the closing action, forming a two-way interlock to ensure that the two valves will not close at the same time under any working condition.

[0022] The rotary valve core 1 is equipped with a retaining through groove structure; when the first valve is in the middle rotation stroke range between fully open and fully closed, the rotary valve core maintains the current air circuit on / off state unchanged, and only when the valve reaches the mechanical limit position is the air circuit on / off switching completed, so that the air circuit state remains stable when the valve is half open or stops in the middle, and the air circuit will not be frequently on / off, falsely triggered or falsely deactivated due to valve position shaking or intermediate stop. The interlock state boundary is clear and the judgment is unique.

[0023] A control method for a valve mechanical-pneumatic interlock for a ship scrubbing tower includes the following steps: S1: Drive the first valve to rotate; the rotation of the first valve drives the valve stem to rotate, and the valve stem drives the actuator drive shaft to rotate synchronously through a rigid connection. The actuator drive shaft further drives the valve core of the rotary valve to rotate synchronously at the same angle. The valve core and the valve maintain a strict phase correspondence relationship with no transmission gap or hysteresis. S2: When the first valve rotates to the fully closed mechanical limit position, the valve core of the rotary valve rotates with the drive shaft, physically cutting off the air supply passage to the closing air chamber of the second actuator; the second actuator lacks the power air source for the closing action, restricting the second valve from performing the closing action, keeping the second valve in the open state, avoiding the risk of flow interruption when both valves are closed at the same time from the air source, and ensuring the safe operation of the scrubbing tower; S3: When the first valve rotates to the fully open mechanical limit position, the valve core of the rotary valve rotates and resets with the drive shaft, reconnecting the air supply passage to the closing air chamber of the second actuator, releasing the lock on the closing action of the second valve, and allowing the second valve to perform the closing action. The interlock release takes effect immediately without manual intervention.

[0024] The second valve is driven to rotate, and the second valve drives its own rotary valve core to rotate synchronously through the corresponding valve stem and actuator drive shaft. When the second valve is in the fully closed position, the corresponding rotary valve core cuts off the air supply to the first actuator's closing air chamber, restricting the first valve from performing the closing action, thus achieving bidirectional interlock protection.

[0025] In this invention, the actuator drive shaft 2 is rigidly connected to the valve stem 3 and the rotary valve core, with no transmission gap and synchronous rotation. The interlock determination is accurate and reliable, the structure is compact and easy to install. The valve core switches the labyrinth air path and cuts off the air source of the closed air chamber to achieve bidirectional interlock, avoiding the interruption of flow when both valves are closed at the same time from the source. The holding groove prevents malfunction in the middle stroke, and there are no solenoid valves, sensors and electrical control components throughout the entire process. The interlock is still effective in the event of power failure or electrical fault.

[0026] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A valve mechanical-pneumatic interlock control device for a ship scrubber tower, comprising a first valve body (41) and a second valve body (51), characterized in that, The first valve body (41) and the second valve body (51) are respectively equipped with a first valve (42) and a second valve (52) through their respective valve stems (3). The first valve body (41) and the second valve body (51) are controlled separately by the corresponding first actuator (43) and second actuator (53). Both actuators drive the valve stems (3) through the drive shaft (2) to drive the rotary valve core (1) to rotate. Furthermore, the valve seat of the first actuator (43) is provided with an air passage interface (6) at one end, and an air passage is provided at the other end of the valve seat and connected to the closing air chamber of the second actuator (53). The first actuator (43) and the second actuator (53) switch the air passage on and off state by rotating the valve core (1) of the rotary valve to configure the interlocked air passage.

2. The valve mechanical-pneumatic interlock control device for a ship scrubbing tower according to claim 1, characterized in that, The valve core (1) of the rotary valve is integrated and fixedly mounted on the top of the drive shaft (2), forming a coaxial rigid integrated structure with the drive shaft (2) and the valve stem (3). The three have no transmission gap and rotate synchronously at the same angle.

3. The valve mechanical-pneumatic interlock control device for a ship scrubber tower according to claim 2, characterized in that, The valve core (1) of the rotary valve and the drive shaft (2) adopt any one of the rigid anti-rotation connection structures, such as flat key, spline or square tenon.

4. The valve mechanical-pneumatic interlock control device for a ship scrubbing tower according to claim 3, characterized in that, The valve seat of the first actuator (43) is provided with a labyrinth-type dedicated air passage that is adapted to the valve core (1) of the rotary valve, and the air passage interface (6) is the external compressed air inlet.

5. A valve mechanical-pneumatic interlock control device for a ship scrubbing tower according to claim 4, characterized in that, When the first valve (42) is in the fully closed mechanical position, the rotary valve core (1) rotates with the shaft to physically cut off the air source to the closing air chamber of the second actuator (53), so that the second actuator loses the air source for the closing action, thus restricting the second valve (52) from performing the closing action. When the first valve (42) is in the fully open mechanical position, the rotary valve core (1) opens the corresponding air path, thus releasing the locking state of the closing action of the second valve (52).

6. A valve mechanical-pneumatic interlock control device for a ship scrubbing tower according to claim 5, characterized in that, The rotary valve core (1) is provided with a retaining through groove structure; when the first valve is in the middle rotation stroke range between fully open and fully closed, the rotary valve core maintains the current air circuit on / off state unchanged, and only when the valve reaches the mechanical limit position does the air circuit on / off switching be completed.

7. A control method for a valve mechanical-pneumatic interlock for a ship scrubbing tower according to claims 1-6, characterized in that, Includes the following steps: S1: Drive the first valve to rotate; the rotation of the first valve causes the valve stem to rotate, and the valve stem drives the actuator drive shaft to rotate synchronously through a rigid connection, and the actuator drive shaft further drives the valve core of the rotary valve to rotate synchronously at the same angle; S2: When the first valve rotates to the fully closed mechanical limit position, the valve core of the rotary valve rotates with the drive shaft, physically cutting off the air supply passage to the closing air chamber of the second actuator; the second actuator lacks the power air source for the closing action, restricting the second valve from performing the closing action and keeping the second valve in the open state; S3: When the first valve rotates to the fully open mechanical limit position, the valve core of the rotary valve rotates and resets with the drive shaft, reconnecting the air supply passage to the closing air chamber of the second actuator, releasing the lock on the closing action of the second valve, and allowing the second valve to perform the closing action.

8. A control method for a valve mechanical-pneumatic interlock for a ship scrubbing tower according to claim 7, characterized in that, The second valve is driven to rotate, and the second valve drives its own rotary valve core to rotate synchronously through the corresponding valve stem and actuator drive shaft. When the second valve is in the fully closed position, the corresponding rotary valve core cuts off the air source of the first actuator's closing air chamber, restricting the first valve from performing the closing action.

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