Marine compressed air system and marine vessel

Abstract

The application belongs to the technical field of ships, and discloses a ship compressed air system and a ship. The system comprises two groups of main compressed air units and a backup compressed air unit. The two groups of main compressed air units are arranged in a front engine room and a rear engine room respectively. Each main compressed air unit comprises a main starting air compressor, a main control air compressor, a main air dryer and a power device, and a starting gas path and a control gas path matched with each other are constructed. The backup compressed air unit is arranged in an independent auxiliary engine room and comprises a backup starting air compressor, a backup control air compressor, a backup air dryer, two backup starting pipelines and two backup control pipelines. The starting gas path and the control gas path of the two groups of main compressed air units arranged in the front engine room and the rear engine room are connected through the parallel backup starting pipelines and the backup control pipelines. The component-level redundancy replacement is realized, the disaster resistance is high, the gas supply is stable, the problems of pressure drop and equipment overload are avoided, and the sailing safety is improved.

Description

Technical Field

[0001] This invention relates to the field of marine technology, and in particular to a marine compressed air system and a ship. Background Technology

[0002] Compressed air systems are essential auxiliary power systems for ships, providing air for critical equipment such as diesel engine starting, equipment start-up and shutdown, pneumatic valve actuation, stern shaft sealing, and horn operation. Their operational stability directly affects the safety of ship navigation, maneuvering, and operation. The complex operating conditions at sea, including wind and wave erosion, component wear and tear, and cabin disasters, can easily lead to equipment failure. If the compressed air system fails completely due to a single point of failure, it can cause significant safety risks such as the inability to start diesel engines and loss of ship maneuvering. Therefore, existing technologies generally adopt a dual-redundant compressed air system architecture, setting up two independent sets of air generation, air processing, and control units. These two sets serve as backups for each other, thus avoiding systemic failures caused by sudden failures of a single piece of equipment. This meets the basic safety requirements for routine navigation, maneuvering in ordinary waters, and daily operations, and is widely used in various types of civilian and commercial vessels.

[0003] As high-end ships increasingly demand higher operational reliability and fault tolerance, they need to cope with various complex operating conditions such as sudden equipment damage, maintenance, and cabin fires and flooding. Traditional dual-redundant compressed air systems, on the one hand, only support mutual backup at the unit level. When a single piece of equipment in either unit needs to be shut down for maintenance or suffers partial damage, the entire ship's air supply load will be borne by the other unit alone, leaving the ship without any redundancy reserves. This poses a safety risk of losing air supply capacity due to a secondary failure. Furthermore, the system does not support single-component-level replacement air supply; the failure of a single critical piece of equipment requires a complete switch to the backup unit. The backup unit's instantaneous assumption of the entire load is prone to problems such as air pressure drops and equipment overload, making it difficult to guarantee reliable diesel engine starting and precise control air supply. On the other hand, the two air supply units are centrally located in the engine room area. In the event of disasters such as flooding or fire in the engine room, both units are highly susceptible to simultaneous impact and failure, resulting in insufficient fault tolerance and protection capabilities, failing to meet the high-level safety and fault tolerance requirements for the safe return of passenger roll-on / roll-off ships.

[0004] Therefore, there is an urgent need for a marine compressed air system and a ship to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide a marine compressed air system and a ship that can achieve component-level redundancy and replacement, avoid air supply failure caused by multiple equipment failures and maintenance, have strong disaster resistance and fault tolerance, provide stable and reliable air supply, effectively avoid pressure drop and equipment overload problems, and significantly improve the navigation safety and seaworthiness reliability of ships under complex operating conditions.

[0006] To achieve this objective, the present invention adopts the following technical solution: On one hand, a marine compressed air system is provided, the marine compressed air system comprising: Two main compressed air units are provided, each located in a separate front and rear engine compartment. Each main compressed air unit includes a main start air compressor, a power unit, a main control air compressor, and a main air dryer. The outlet of the main control air compressor is connected to the inlet of the main air dryer, the outlet of the main air dryer is connected to the control port of the power unit, and the outlet of the main start air compressor is connected to the start port of the power unit. A backup compressed air unit, located in an auxiliary engine compartment separate from the forward and aft engine compartments, includes a backup starting air compressor, a backup control air compressor, a backup air dryer, two backup starting lines, and two backup control lines. The two backup starting lines are connected in parallel to the outlet of the backup starting air compressor. One backup starting line connects to the outlet of the main starting air compressor in the forward engine compartment between the outlet of the main starting air compressor and the starting air port of the power unit, while the other backup starting line connects to the aft engine compartment. The main starting air compressor's outlet is connected to the power unit's starting air port, and the backup control air compressor's outlet is connected to the backup air dryer's inlet. Two backup control lines are connected in parallel to the backup air dryer's outlet. One backup control line is connected between the main air dryer's outlet in the front engine compartment and the power unit's control air port, and the other backup control line is connected between the main air dryer's outlet in the rear engine compartment and the power unit's control air port.

[0007] Optionally, each main compressed air unit further includes a start-up air tank and a main control air tank. The inlet of the start-up air tank is connected to the outlet of the main start-up air compressor to store the start-up air output by the main start-up air compressor. The start-up air tank is provided with a start-up outlet, which is connected to the start-up air port of the power unit. The inlet of the main control air tank is connected to the outlet of the main control air compressor to store the control air output by the main control air compressor. The outlet of the main control air tank is connected to the inlet of the main air dryer. The backup compressed air unit further includes a backup control air tank, which is connected between the outlet of the backup control air compressor and the inlet of the backup air dryer.

[0008] Optionally, the ship's compressed air system further includes an interconnection pipeline and a control valve. The control valve is disposed on the interconnection pipeline. One end of the interconnection pipeline is connected between the outlet of the start-up air tank in the forward engine room and the start-up air port of the power unit. The other end of the interconnection pipeline is connected between the outlet of the start-up air tank in the aft engine room and the start-up air port of the power unit. This allows the start-up air from the forward engine room to be output to the power unit in the aft engine room or vice versa when the control valve is opened.

[0009] Optionally, the start-up air tank further includes a control air outlet, and the main compressed air unit further includes a make-up air pipeline and a pressure reducing valve assembly. One end of the make-up air pipeline is connected to the control air outlet, and the other end of the make-up air pipeline is connected between the air outlet of the main control air tank and the air inlet of the main air dryer. The pressure reducing valve assembly includes a pressure reducing valve body, which is connected to the make-up air pipeline to reduce the start-up air pressure flowing from the start-up air tank to the main air dryer.

[0010] Optionally, the pressure reducing valve assembly further includes a first-end shut-off valve, a last-end shut-off valve, an air filter, a safety valve, and a pressure gauge. The first-end shut-off valve and the last-end shut-off valve are spaced apart on the air supply line. The first-end shut-off valve is connected to the starting air tank, and the last-end shut-off valve is connected to the main air dryer. The air filter and the pressure reducing valve body are sequentially arranged between the first-end shut-off valve and the last-end shut-off valve along the direction of starting air flow. The pressure gauge is located between the last-end shut-off valve and the main air dryer, and the safety valve is located between the pressure gauge and the last-end shut-off valve.

[0011] Optionally, the pressure reducing valve assembly further includes a pressure reducing check valve, the inlet of which is connected to the outlet of the main control air tank, the outlet of which is connected to the inlet of the main air dryer, and the other end of the make-up air pipeline is connected between the outlet of the pressure reducing check valve and the inlet of the main air dryer.

[0012] Optionally, each main compressed air unit is provided with two starting air tanks connected in parallel between the main starting air compressor and the power unit.

[0013] Optionally, each main compressed air unit is provided with two power units, and the two power units are connected in parallel to the start-up outlet of the start-up air tank.

[0014] Optionally, each main compressed air unit further includes a first pressure transmitter connected to the outlet of the main starting air compressor for detecting the pressure of the starting air output by the main starting air compressor. The backup compressed air unit further includes a second pressure transmitter connected to the outlet of the backup starting air compressor for detecting the pressure of the starting air output by the backup starting air compressor.

[0015] On the other hand, a vessel is provided that includes a ship compressed air system as described in any of the preceding claims.

[0016] The beneficial effects of this invention are: This invention provides a marine compressed air system. This system arranges two main compressed air units in separate forward and aft engine rooms, respectively, and a backup compressed air unit in an auxiliary engine room independent of both. Parallel backup start-up and control lines are connected to the start-up and control air paths of the two main compressed air units in the forward and aft engine rooms, respectively. On one hand, the independent arrangement of the forward and aft engine rooms effectively avoids the problem of a single engine room fire or flooding simultaneously affecting both main compressed air units, preventing synchronous failure of both units and significantly improving the system's disaster resistance, meeting the high-level fault tolerance requirements for safe return to port. On the other hand, the independently located backup compressed air unit provides component-level redundancy and backup protection. If any one of the main starting air compressor, main control air compressor, or main air dryer within any one of the main compressed air units fails, the backup system can provide backup. In the event of a malfunction or maintenance shutdown, there is no need to shut down the entire main compressed air unit (NOU) of the faulty equipment, nor is it necessary to switch the entire NOU. The backup NOU can precisely and independently take over the air supply function of the corresponding faulty equipment through the corresponding parallel pipelines, providing localized air supply compensation only for the faulty point. This completely solves the drawbacks of traditional systems where a single component failure requires a complete system switch and results in the loss of redundancy reserves. It effectively avoids the risk of another main NOU experiencing a secondary failure and causing an interruption in air supply after one main NOU fails. At the same time, the backup NOU effectively prevents a single main NOU from instantly taking over the entire ship's air supply load, avoiding adverse conditions such as air pressure drops and equipment overload. It continuously and stably ensures the stability and reliability of start-up and control air supply, improving the operational safety and fault tolerance of the ship's compressed air system under complex conditions such as equipment maintenance, localized failures, and cabin disasters.

[0017] This invention also provides a vessel that, by applying the aforementioned ship compressed air system, leverages the core advantages of independent multi-compartment layout and component-level redundancy to effectively enhance the overall stability and emergency fault tolerance of the vessel's navigation operations. It can continuously ensure reliable diesel engine starting and precise ship maneuvering under various complex maritime conditions such as equipment maintenance, localized failures, and engine room disasters, eliminating safety hazards such as loss of ship power and maneuvering failure caused by air supply failure. It precisely matches the high-level safe return-to-port design requirements of passenger roll-on / roll-off ships, significantly improving the vessel's navigation safety and seaworthiness reliability. Attached Figure Description

[0018] Figure 1 This is a system schematic diagram of the ship compressed air system provided by the present invention; Figure 2 This is a system schematic diagram of the linkage between two main compressed air units in the ship compressed air system provided by the present invention; Figure 3 This is a system schematic diagram of one of the main compressed air units in the ship compressed air system provided by the present invention; Figure 4 This is a system schematic diagram of the backup compressed air unit in the ship compressed air system provided by the present invention; Figure 5 This is a schematic diagram of the connection of the pressure reducing valve assembly on the air supply pipeline of the ship compressed air system provided by the present invention.

[0019] In the picture: 1. Main compressed air unit; 11. Main starting air compressor; 12. Power unit; 13. Main control air compressor; 14. Main air dryer; 15. Starting air tank; 16. Main control air tank; 17. Make-up air pipeline; 18. Pressure reducing valve assembly; 181. Pressure reducing valve body; 182. First-end shut-off valve; 183. Last-end shut-off valve; 184. Air filter; 185. Safety valve; 186. Pressure gauge; 187. Pressure reducing check valve; 19. First pressure transmitter; 2. Backup compressed air unit; 21. Backup starting air compressor; 22. Backup control air compressor; 23. Backup air dryer; 24. Backup starting pipeline; 25. Backup control pipeline; 26. Backup control air tank; 27. Second pressure transmitter; 3. Interconnected pipelines; 4. Control valve. Detailed Implementation

[0020] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0021] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0023] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0024] As high-end ships increasingly demand higher operational reliability and fault tolerance, they need to cope with various complex operating conditions such as sudden equipment damage, maintenance, and cabin fires and flooding. Traditional dual-redundant compressed air systems, on the one hand, only support mutual backup at the unit level. When a single piece of equipment in either unit needs to be shut down for maintenance or suffers partial damage, the entire ship's air supply load will be borne by the other unit alone, leaving the ship without any redundancy reserves. This poses a safety risk of losing air supply capacity due to a secondary failure. Furthermore, the system does not support single-component-level replacement air supply; the failure of a single critical piece of equipment requires a complete switch to the backup unit. The backup unit's instantaneous assumption of the entire load is prone to problems such as air pressure drops and equipment overload, making it difficult to guarantee reliable diesel engine starting and precise control air supply. On the other hand, the two air supply units are centrally located in the engine room area. In the event of disasters such as flooding or fire in the engine room, both units are highly susceptible to simultaneous impact and failure, resulting in insufficient fault tolerance and protection capabilities, failing to meet the high-level safety and fault tolerance requirements for the safe return of passenger roll-on / roll-off ships.

[0025] Therefore, in order to achieve component-level redundancy and replacement, avoid air supply failure caused by multiple equipment failures and maintenance, have strong disaster resistance and fault tolerance, stable and reliable air supply, effectively avoid pressure drop and equipment overload problems, and greatly improve the navigation safety and seaworthiness reliability of ships under complex operating conditions, this embodiment provides a ship compressed air system.

[0026] like Figures 1 to 5 As shown, the ship's compressed air system includes two main compressed air units 1 and a backup compressed air unit 2. The two main compressed air units 1 are located in the forward engine room and the aft engine room, respectively, which are independent of each other. Each main compressed air unit 1 includes a main starting air compressor 11, a power unit 12, a main control air compressor 13, and a main air dryer 14. The outlet of the main control air compressor 13 is connected to the inlet of the main air dryer 14, and the outlet of the main air dryer 14 is connected to the control air port of the power unit 12. The outlet of the main starting air compressor 11 is connected to the starting air port of the power unit 12. The backup compressed air unit 2 is located in an auxiliary engine room independent of the forward and aft engine rooms, and includes a backup starting air compressor 21, a backup control air compressor 22, a backup air dryer 23, two backup starting pipes 24, and two backup control pipes. Line 25, two backup starting lines 24 are connected in parallel to the outlet of the backup starting air compressor 21. One backup starting line 24 is connected between the outlet of the main starting air compressor 11 in the front engine compartment and the starting air port of the power unit 12. The other backup starting line 24 is connected between the outlet of the main starting air compressor 11 in the rear engine compartment and the starting air port of the power unit 12. The outlet of the backup control air compressor 22 is connected to the inlet of the backup air dryer 23. Two backup control lines 25 are connected in parallel to the outlet of the backup air dryer 23. One backup control line 25 is connected between the outlet of the main air dryer 14 in the front engine compartment and the control air port of the power unit 12. The other backup control line 25 is connected between the outlet of the main air dryer 14 in the rear engine compartment and the control air port of the power unit 12.

[0027] This ship's compressed air system employs two main compressed air units 1 located in the independent forward and aft engine rooms, respectively. A backup compressed air unit 2 is also located in an auxiliary engine room, independent of both the forward and aft engine rooms. These backup units are connected to the starting and control air circuits of the two main compressed air units 1 in the forward and aft engine rooms via parallel backup starting lines 24 and backup control lines 25, respectively. Firstly, the independent arrangement of the forward and aft engine rooms effectively avoids the problem of a single engine room fire or flooding simultaneously affecting both main compressed air units 1, preventing synchronous failure and significantly improving the system's disaster resistance capabilities to meet the high-level fault tolerance requirements for safe return to port. Secondly, the independently located backup compressed air unit 2 provides component-level redundancy and backup protection. If any one of the main starting air compressor 11, main control air compressor 13, or main air dryer 14 within any main compressed air unit 1 fails, the backup unit can provide backup protection at the component level. During maintenance or downtime, there is no need to shut down the entire main compressed air unit 1 to which the faulty equipment belongs, nor is it necessary to switch the entire main compressed air unit 1. The backup compressed air unit 2 can accurately and independently take over the air supply function of the corresponding faulty equipment through the corresponding parallel pipeline, and only provide local air supply compensation for the faulty point. This completely solves the drawback of traditional systems where the entire system needs to be switched when a single component fails, resulting in the loss of redundancy reserves. It effectively avoids the risk of air supply interruption caused by a secondary failure of the other main compressed air unit 1 after one of the main compressed air units 1 fails. At the same time, the backup compressed air unit 2 effectively avoids the single main compressed air unit 1 from taking on the entire ship's air supply load instantaneously, avoiding adverse conditions such as air supply pressure drop and equipment overload. It continuously and stably ensures the stability and reliability of start-up and control air supply, and improves the operational safety and fault tolerance of the ship's compressed air system under complex conditions such as equipment maintenance, local failures, and cabin disasters.

[0028] In this embodiment, the ship's compressed air system also includes a valve control unit, which includes a system check valve. Both the outlet of the main starting air compressor 11 and the outlet of the backup starting air compressor 21 are equipped with system check valves, thereby preventing starting air from flowing back into the main starting air compressor 11 and the backup starting air compressor 21, ensuring stable system operation. The power unit 12 is a diesel generator. The starting air output from the main starting air compressor 11 is high-pressure gas, which is input into the power unit 12 to directly enter the cylinder of the diesel generator, driving the internal crankshaft to rotate and ignite the diesel generator. The control air output from the main control air compressor 13 is low-pressure gas dried by the main air dryer 14, which is input into the power unit 12 to drive pneumatic components such as the main starting valve, air distributor, and fuel cut-off valve inside the diesel generator, realizing the starting logic control and safety protection of the diesel generator.

[0029] Optionally, such as Figure 3and Figure 4 As shown, each main compressed air unit 1 also includes a start-up air tank 15 and a main control air tank 16. The inlet of the start-up air tank 15 is connected to the outlet of the main start-up air compressor 11 to store the start-up air output by the main start-up air compressor 11. The start-up air tank 15 is provided with a start-up outlet, which is connected to the start-up air port of the power unit 12. The inlet of the main control air tank 16 is connected to the outlet of the main control air compressor 13 to store the control air output by the main control air compressor 13. The outlet of the main control air tank 16 is connected to the inlet of the main air dryer 14. The backup compressed air unit 2 also includes a backup control air tank 26, which is connected between the outlet of the backup control air compressor 22 and the inlet of the backup air dryer 23.

[0030] By setting up a start-up air tank 15, a main control air tank 16, and a backup control air tank 26, the start-up air tank 15 can store the high-pressure start-up air output from the main start-up air compressor 11, buffer the large flow of air impact at the moment of power unit 12 startup, and maintain a stable start-up air supply pressure. This ensures that the power unit 12 can be reliably started multiple times and also provides sufficient start-up air source when the main start-up air compressor 11 stops. The main control air tank 16 is arranged between the main control air compressor 13 and the main air dryer 14, which can buffer the exhaust pulsation of the control air compressor and pre-cool the compressed air to remove water. This reduces the processing load on the downstream main air dryer 14, ensuring a stable air supply to the main air dryer 14 and improving the quality and pressure stability of the dried control air. The backup control air tank 26 in the backup compressed air unit 2 is located between the backup control air compressor 22 and the backup air dryer 23. It also buffers exhaust pulsations from the backup control air compressor 22, pre-extracts some water vapor, and reduces the workload of the backup air dryer 23. When the backup compressed air unit 2 switches in to replace faulty or under-maintenance equipment, it ensures a stable pressure of the compressed air to be purified output to the system. By coordinating the start-up air tank 15, the main control air tank 16, and the backup control air tank 26, the air supply requirements for starting the power unit 12 and controlling pneumatic equipment under normal operating conditions are met. It also provides a stable air source for the backup unit's component-level replacement air supply, improving the overall air supply stability and operational reliability of the compressed air system.

[0031] In this embodiment, the valve control unit also includes a system shut-off valve. The inlet ends of the starting air tank 15, the main control air tank 16, and the backup control air tank 26 are all equipped with system shut-off valves. When the starting air tank 15, the main control air tank 16, and the backup control air tank 26 require safety checks, internal maintenance, sewage discharge, or tank malfunction handling, the system shut-off valve can be closed to cut off the air intake, isolating the starting air tank 15, the main control air tank 16, and the backup control air tank 26 from the system pipeline network. Simultaneously, in the event of leaks or other abnormal malfunctions in the starting air tank 15, the main control air tank 16, and the backup control air tank 26, the air intake can be quickly cut off, limiting the impact of the faulty starting air tank 15, the main control air tank 16, and the backup control air tank 26 on the entire compressed air pipeline network, preventing further escalation of the fault, and improving the convenience of system maintenance and operational safety.

[0032] Optionally, such as Figure 2 As shown, the ship's compressed air system also includes an interconnection pipeline 3 and a control valve 4. The control valve 4 is installed on the interconnection pipeline 3. One end of the interconnection pipeline 3 is connected between the outlet of the start-up air tank 15 in the forward engine room and the start-up air port of the power unit 12. The other end of the interconnection pipeline 3 is connected between the outlet of the start-up air tank 15 in the aft engine room and the start-up air port of the power unit 12, so that when the control valve 4 is opened, the start-up air in the forward engine room is output to the power unit 12 in the aft engine room or the start-up air in the aft engine room is output to the power unit 12 in the forward engine room.

[0033] By setting up an interconnecting pipeline 3 and installing a control valve 4 on it, when the starting air tank 15 or main starting air compressor 11 on the current or aft engine room side malfunctions or cannot supply starting air normally during maintenance, the control valve 4 is opened to supply high-pressure starting air stored in the starting air tank 15 on the other side of the engine room to the power unit 12 on this side. This achieves mutual replenishment of starting air sources between the aft and rear engine rooms. Even if one side of the starting air source fails, it can still ensure that both power units 12 have a starting air source, avoiding the inability to start the corresponding power unit 12 due to a failure of a single side of the starting air source. In the event of equipment failure on the ship, the reserve air volume of the two sets of starting air tanks 15 is fully utilized to improve the redundancy of the starting air source and enhance the reliability of the entire compressed air system in response to equipment failures. In this embodiment, two control valves 4 are installed on the interconnecting pipeline 3, thus achieving a redundant configuration effect. The control valves 4 are remotely electrically controlled valves, which facilitates operation.

[0034] Optionally, such as Figure 3As shown, the start-up air tank 15 also includes a control air outlet, and the main compressed air unit 1 also includes a make-up air line 17 and a pressure reducing valve assembly 18. One end of the make-up air line 17 is connected to the control air outlet, and the other end of the make-up air line 17 is connected between the air outlet of the main control air tank 16 and the air inlet of the main air dryer 14. The pressure reducing valve assembly 18 includes a pressure reducing valve body 181, which is connected to the make-up air line 17 to reduce the start-up air pressure flowing from the start-up air tank 15 to the main air dryer 14.

[0035] By setting up a make-up air line 17 with a pressure reducing valve assembly 18, the high-pressure start-up air from the start-up air tank 15 is reduced in pressure and led to the air outlet of the main control air tank 16 and the air inlet of the main air dryer 14. When the main control air compressor 13 fails or is under maintenance and cannot output control air, the high-pressure start-up air stored in the start-up air tank 15 can be reduced in pressure through the make-up air line 17 and the pressure reducing valve body 181 and supplied to the air dryer side as an emergency air source, temporarily maintaining the air supply to the control air branch, ensuring the air demand of pneumatic valves and the control air port of the power unit 12, and avoiding a complete interruption of control air due to the failure of the control air compressor. This make-up air line 17 serves as an emergency backup air supply path for the control air branch, enabling the system to degrade operation when the control air source fails, making full use of the reserve air volume of the start-up air tank 15, and further improving the fault tolerance capability of the compressed air system.

[0036] In this embodiment, system check valves are installed at the outlet of the main control air tank 16, the outlet of the backup control air tank 26, and the start-up and control outlets of the start-up air tank 15. These valves prevent gas backflow when the downstream pressure is higher than the tank pressure, avoid high-pressure gas from the downstream pipeline flowing back into the tank, protect the main control air tank 16, backup control air tank 26, and start-up air tank 15 from reverse pressure impact, prevent gas leakage between different branches, maintain stable tank pressure, ensure normal gas storage and pressure accumulation, prevent pressure loss due to gas backflow, and ensure orderly gas output from each supply branch. The system shut-off valve and the system check valve work together to balance the isolation and maintenance capabilities and backflow prevention capabilities of the main control air tank 16, backup control air tank 26, and start-up air tank 15, further improving the gas supply stability and operational safety of the entire compressed air system.

[0037] Optionally, such as Figure 5As shown, the pressure reducing valve assembly 18 also includes a first-end shut-off valve 182, a last-end shut-off valve 183, an air filter 184, a safety valve 185, and a pressure gauge 186. The first-end shut-off valve 182 and the last-end shut-off valve 183 are spaced apart on the air supply line 17. The first-end shut-off valve 182 is connected to the starting air storage tank 15, and the last-end shut-off valve 183 is connected to the main air dryer 14. The air filter 184 and the pressure reducing valve body 181 are arranged sequentially between the first-end shut-off valve 182 and the last-end shut-off valve 183 along the direction of the starting air flow. The pressure gauge 186 is located between the last-end shut-off valve 183 and the main air dryer 14, and the safety valve 185 is located between the pressure gauge 186 and the last-end shut-off valve 183.

[0038] By installing a first-end shut-off valve 182, a last-end shut-off valve 183, an air filter 184, a safety valve 185, and a pressure gauge 186 on the gas supply line 17, the first-end shut-off valve 182 and the last-end shut-off valve 183 can be closed when the pressure reducing valve body 181 and the air filter 184 are under maintenance or when a branch line leak occurs, isolating the entire gas supply line 17. This eliminates the need to shut down or start the gas storage tank 15 and control the main air circuit, ensuring normal gas supply to the rest of the system and improving the convenience of branch line maintenance and the safety of fault handling. The air filter 184 is located upstream of the pressure reducing valve body 181 and can trap impurities and oil particles in the pipeline, preventing solid impurities from causing wear and jamming of the valve core of the pressure reducing valve body 181, protecting the pressure reducing valve body 181, and ensuring emergency gas supply. The cleanliness of the air supply line is ensured; the safety valve 185 is used for downstream overpressure protection. If the pressure reducing valve 181 fails and high pressure enters the downstream pipeline, it can release pressure in time to prevent damage to the main air dryer 14 and control air branch components due to overpressure; the pressure gauge 186 can monitor the output pressure of the air supply line 17 in real time, so that maintenance personnel can intuitively grasp the working status of the emergency branch and promptly identify faults such as abnormal pressure regulation of the pressure reducing valve 181 and pipeline blockage, providing pressure reference for emergency operation; all components work together to realize the emergency air supply function of the air supply line 17, while completing branch isolation maintenance, impurity filtration, overpressure protection, and pressure visualization monitoring, reducing the risk of component damage during emergency air supply and improving the overall safety and maintainability of the emergency air supply line.

[0039] In this embodiment, the main compressed air unit 1 is also provided with a whistle branch connected in parallel with the air supply line 17. The whistle branch is provided with the same pressure reducing valve group 18 as the air supply line 17. After the starting air passes through the pressure reducing valve group 18 on the whistle branch, it is used to control the whistle.

[0040] Optionally, such as Figure 3As shown, the pressure reducing valve assembly 18 also includes a pressure reducing check valve 187. The inlet of the pressure reducing check valve 187 is connected to the outlet of the main control air tank 16, and the outlet of the pressure reducing check valve 187 is connected to the inlet of the main air dryer 14. The other end of the make-up air pipeline 17 is connected between the outlet of the pressure reducing check valve 187 and the inlet of the main air dryer 14.

[0041] By installing a pressure-reducing check valve 187 between the outlet of the main control air tank 16 and the inlet of the main air dryer 14, and connecting the make-up air pipeline 17 between the outlet of the pressure-reducing check valve 187 and the inlet of the main air dryer 14, under normal operating conditions, the control air output from the main control air tank 16 can flow to the main air dryer 14 through the pressure-reducing check valve 187. When the make-up air pipeline 17 is put into emergency air supply, the high-pressure gas from the start-up air tank 15 after pressure reduction acts on the outlet side of the pressure-reducing check valve 187, which can prevent the high-pressure backflow airflow in the emergency state from flowing back into the main control air tank 16, avoiding damage to the main control air tank 16 and the upstream main control air compressor 13 due to abnormal pressure. At the same time, it can ensure that all the emergency air supply gas flows to the main air dryer 14, ensuring the normal operation of the emergency air supply path, preventing gas backflow from causing gas source disorder, and improving the safety and stability of the system under emergency air supply conditions.

[0042] Optionally, such as Figure 3 As shown, each main compressed air unit 1 is equipped with two starting air tanks 15 connected in parallel between the main starting air compressor 11 and the power unit 12.

[0043] By arranging two starting air tanks 15 in parallel between the main starting air compressor 11 and the power unit 12 in each main compressed air unit 1, the two air tanks can jointly store the high-pressure starting air output by the main starting air compressor 11, effectively increasing the total amount of starting air stored. This can meet the air consumption requirements of the power unit 12 for multiple consecutive starts, alleviate the problem of pressure drop caused by the instantaneous large flow of air used during diesel engine startup, and maintain stable starting air supply pressure. When one of the starting air tanks 15 needs maintenance or experiences a leak, the other starting air tank 15 can still continue to store and output starting air without directly cutting off the starting air source of the unit, ensuring that the power unit 12 still has the ability to start, achieving redundancy protection, reducing the impact of a single starting air tank 15 failure on the starting air supply circuit, and further improving the reliability and ease of operation and maintenance of the starting air supply circuit.

[0044] Optionally, such as Figure 3 As shown, each main compressed air unit 1 is equipped with two power units 12, and the two power units 12 are connected in parallel to the start-up air outlet of the start-up air tank 15.

[0045] By connecting two power units 12 in parallel to the starting air outlet of the starting air tank 15, the starting air tank 15 in the same main compressed air unit 1 can simultaneously supply high-pressure starting air to both power units 12. The high-pressure air source stored in the air tank can meet the starting air demand of both power units 12. The parallel arrangement allows the two power units 12 to start independently. The starting air consumption of one power unit 12 will not completely block the starting air supply of the other power unit 12, and can support the separate or synchronous starting of the two power units 12. When one power unit 12 fails for maintenance, the starting air path of the other power unit 12 will not be cut off. The remaining power unit 12 can still normally draw air from the starting air tank 15 to complete the start-up, ensuring the power supply capacity inside the unit and improving the operational fault tolerance and work continuity of the power units 12 in this main compressed air unit 1.

[0046] Optionally, each main compressed air unit 1 further includes a first pressure transmitter 19, which is connected to the outlet of the main starting air compressor 11 to detect the pressure of the starting air output by the main starting air compressor 11. The backup compressed air unit 2 further includes a second pressure transmitter 27, which is connected to the outlet of the backup starting air compressor 21 to detect the pressure of the starting air output by the backup starting air compressor 21.

[0047] By installing a first pressure transmitter 19 at the outlet of the main starting air compressor 11 and a second pressure transmitter 27 at the outlet of the backup starting air compressor 21, the starting air pressure signals output by the main starting air compressor 11 and the backup starting air compressor 21 can be collected in real time and transmitted outward. This facilitates real-time monitoring of the air compressor's exhaust pressure status and enables timely identification of abnormal operating conditions such as excessively low exhaust pressure or overpressure. Maintenance personnel can use the pressure feedback to determine whether the main starting air compressor 11 or the backup starting air compressor 21 is malfunctioning, facilitating timely fault warning and handling. This prevents abnormal air supply from the main starting air compressor 11 or the backup starting air compressor 21 from causing insufficient or overpressure charging of the starting air tank 15, ensuring the quality of the starting air source for the subsequent power unit 12, and improving the monitorability and fault prediction capability of the compressed air system's operating status.

[0048] In this embodiment, a vessel is also provided, which includes the aforementioned ship compressed air system. By applying the aforementioned ship compressed air system, and relying on the core advantages of independent multi-compartment layout and component-level redundancy and backup, the vessel effectively improves the overall stability and emergency fault tolerance of its navigation operations. It can continuously ensure reliable diesel engine starting and precise ship handling under various complex maritime conditions such as equipment maintenance, partial failures, and engine room disasters, eliminating safety hazards such as loss of ship power and loss of control caused by air supply failure. It precisely matches the high-level safe return-to-port design requirements of passenger roll-on / roll-off ships, significantly improving the ship's navigation safety and seaworthiness reliability.

[0049] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A marine compressed air system, characterized in that, The ship's compressed air system includes: Two main compressed air units (1) are respectively located in the front and rear engine compartments. Each main compressed air unit (1) includes a main start air compressor (11), a power unit (12), a main control air compressor (13), and a main air dryer (14). The outlet of the main control air compressor (13) is connected to the inlet of the main air dryer (14). The outlet of the main air dryer (14) is connected to the control port of the power unit (12). The outlet of the main start air compressor (11) is connected to the start port of the power unit (12). A backup compressed air unit (2) is located in an auxiliary engine compartment separate from the front and rear engine compartments. The backup compressed air unit (2) includes a backup starting air compressor (21), a backup control air compressor (22), a backup air dryer (23), two backup starting lines (24), and two backup control lines (25). The two backup starting lines (24) are connected in parallel to the outlet of the backup starting air compressor (21). One backup starting line (24) is connected between the outlet of the main starting air compressor (11) in the front engine compartment and the starting air port of the power unit (12). The other backup starting line (24) is connected to the rear engine compartment. The main start air compressor (11) in the cabin is connected to the start air port of the power unit (12). The air outlet of the backup control air compressor (22) is connected to the air inlet of the backup air dryer (23). Two backup control lines (25) are connected in parallel to the air outlet of the backup air dryer (23). One of the backup control lines (25) is connected between the air outlet of the main air dryer (14) in the forward cabin and the control air port of the power unit (12). The other backup control line (25) is connected between the air outlet of the main air dryer (14) in the aft cabin and the control air port of the power unit (12).

2. The ship compressed air system according to claim 1, characterized in that, Each main compressed air unit (1) further includes a start-up air tank (15) and a main control air tank (16). The inlet of the start-up air tank (15) is connected to the outlet of the main start-up air compressor (11) to store the start-up air output by the main start-up air compressor (11). The start-up air tank (15) is provided with a start-up outlet, which is connected to the start-up air port of the power unit (12). The inlet of the main control air tank (16) is connected to... The outlet of the main control air compressor (13) is connected to store the control air output by the main control air compressor (13). The outlet of the main control air tank (16) is connected to the inlet of the main air dryer (14). The backup compressed air unit (2) also includes a backup control air tank (26), which is connected between the outlet of the backup control air compressor (22) and the inlet of the backup air dryer (23).

3. The ship compressed air system according to claim 2, characterized in that, The ship's compressed air system also includes an interconnecting pipe (3) and a control valve (4). The control valve (4) is installed on the interconnecting pipe (3). One end of the interconnecting pipe (3) is connected between the outlet of the start-up air tank (15) in the forward engine room and the start-up air port of the power unit (12). The other end of the interconnecting pipe (3) is connected between the outlet of the start-up air tank (15) in the aft engine room and the start-up air port of the power unit (12). When the control valve (4) is opened, the start-up air in the forward engine room is output to the power unit (12) in the aft engine room or the start-up air in the aft engine room is output to the power unit (12) in the forward engine room.

4. The ship compressed air system according to claim 3, characterized in that, The starting air tank (15) also includes a control air outlet. The main compressed air unit (1) also includes a make-up air pipeline (17) and a pressure reducing valve assembly (18). One end of the make-up air pipeline (17) is connected to the control air outlet. The other end of the make-up air pipeline (17) is connected between the air outlet of the main control air tank (16) and the air inlet of the main air dryer (14). The pressure reducing valve assembly (18) includes a pressure reducing valve body (181). The pressure reducing valve body (181) is connected to the make-up air pipeline (17) to reduce the starting air pressure flowing from the starting air tank (15) to the main air dryer (14).

5. The ship compressed air system according to claim 4, characterized in that, The pressure reducing valve assembly (18) further includes a first-end shut-off valve (182), a last-end shut-off valve (183), an air filter (184), a safety valve (185), and a pressure gauge (186). The first-end shut-off valve (182) and the last-end shut-off valve (183) are spaced apart on the air supply line (17). The first-end shut-off valve (182) is connected to the starting air storage tank (15), and the last-end shut-off valve (183) is connected to the main air dryer (14). The air filter (184) and the pressure reducing valve body (181) are sequentially arranged between the first-end shut-off valve (182) and the last-end shut-off valve (183) along the direction of starting air flow. The pressure gauge (186) is arranged between the last-end shut-off valve (183) and the main air dryer (14), and the safety valve (185) is arranged between the pressure gauge (186) and the last-end shut-off valve (183).

6. The marine compressed air system according to claim 4, characterized in that, The pressure reducing valve assembly (18) also includes a pressure reducing check valve (187). The inlet of the pressure reducing check valve (187) is connected to the outlet of the main control air tank (16), and the outlet of the pressure reducing check valve (187) is connected to the inlet of the main air dryer (14). The other end of the make-up air pipeline (17) is connected between the outlet of the pressure reducing check valve (187) and the inlet of the main air dryer (14).

7. The marine compressed air system according to claim 2, characterized in that, Each main compressed air unit (1) is provided with two starter air tanks (15) connected in parallel between the main starter air compressor (11) and the power unit (12).

8. The marine compressed air system according to claim 2, characterized in that, Each main compressed air unit (1) is equipped with two power devices (12), and the two power devices (12) are connected in parallel to the start-up outlet of the start-up air tank (15).

9. The shipboard compressed air system according to claim 1, characterized in that, Each main compressed air unit (1) further includes a first pressure transmitter (19), which is connected to the outlet of the main starting air compressor (11) to detect the pressure of the starting air output by the main starting air compressor (11). The backup compressed air unit (2) further includes a second pressure transmitter (27), which is connected to the outlet of the backup starting air compressor (21) to detect the pressure of the starting air output by the backup starting air compressor (21).

10. A ship, characterized in that, The vessel includes a ship compressed air system as described in any one of claims 1-9.

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