Gas supply valve group device of gas engine

Abstract

The utility model discloses a gas supply valve group device of a gas engine, relates to the field of gas engines, and solves the technical problems that an existing valve group with a fuel supply end connected with a main combustion chamber and an auxiliary combustion chamber is inconvenient to install and difficult to overhaul. The device comprises a first fuel conveying component, a second fuel conveying component and a total fuel input component, a fuel supply end is connected with a fuel distribution end through the total fuel input component, the fuel distribution end is provided with a first output end and a second output end, the first output end is connected with a main combustion chamber through the first fuel conveying component, and the second output end is connected with a second combustion chamber through the second fuel conveying component. The second output end is connected with the auxiliary combustion chamber through a second fuel conveying component. According to the utility model, the use of active pre-combustion chambers with different structures is met, so that the normal operation of the gas engine with the active pre-combustion chamber structure is ensured, and the gas supply is greatly facilitated.

Description

Technical Field

[0001] The utility model relates to the field of gas engines, and more specifically, to a gas supply valve group device of a gas engine. Background Art

[0002] With the development of gas engine technology, the demand for high power (generally 1MW and above) is becoming more and more vigorous, especially for land-based gas power generation, which is in great demand abroad. In order to meet the requirements of high power, the use of large-cylinder engines has become a trend, but it is limited by the diffusion combustion of gas engines, the combustion rate is slow, and the traditional spark plug ignition or even passive pre-combustion chamber (with little change to the engine cylinder head structure) is used. Large-cylinder engines are also prone to problems such as high exhaust temperature, poor emissions, and even knock failures, which limits the further improvement of gas engine power.

[0003] In order to solve this problem, an active pre-combustion chamber structure scheme has been developed, so that one fuel line at the fuel supply end can directly enter the active pre-combustion chamber space of each cylinder head, that is, the auxiliary combustion chamber, and the general fuel supply pressure is high pressure (the supply pressure is about 6 bar); the other fuel line adopts the pre-supercharger pre-mixing scheme and enters the cylinder of the engine, that is, the main combustion chamber, and the general fuel supply pressure is low pressure (the supply pressure is about 0.5 bar). The auxiliary combustion chamber achieves the best air-fuel ratio in the pre-combustion chamber (generally Lambda is 0.9-1.1) by supplying appropriate fuel (there are currently two methods, one is mechanical, which controls the pressure difference before and after the built-in sealing steel ball (the front end is the pressure of the fuel supply, and the rear end is the pressure connected to the cylinder) to realize the opening and closing of the sealing steel ball, that is, the supply and cut-off of the fuel, thereby controlling the amount of gas entering the active pre-combustion chamber; the other is electric, which controls the amount of gas entering the active pre-combustion chamber by controlling the opening time of the electric injection valve) so that the built-in spark plug is ignited, and the generated flame forms a clear flame jet through the spray hole of the active pre-combustion chamber and is transmitted to the main combustion chamber; the inside of the main combustion chamber will be mixed with the air through the mixer before the supercharger to form a mixed gas, and the mixed gas will then enter the cylinder through the supercharger, intercooler, intake manifold and other components, and a relatively thin mixed gas (generally Lambda is around 2.0) can be formed in the main combustion chamber, which is quickly ignited by the flame jet ejected from the auxiliary combustion chamber, thereby achieving low exhaust temperature, low emissions and high efficiency. However, due to the different gas pressures inside the main combustion chamber and the auxiliary combustion chamber and the different structures of the active pre-combustion chamber, the main combustion chamber and the auxiliary combustion chamber need to use different valve groups to connect to the fuel supply end, which is inconvenient to install and difficult to maintain. Utility Model Content

[0004] The technical problem to be solved by the utility model is to provide a gas supply valve group device for a gas engine in view of the deficiencies in the prior art, so as to solve the technical problems that the valve group connecting the existing fuel supply end with the main combustion chamber and the auxiliary combustion chamber is inconvenient to install and difficult to maintain.

[0005] The utility model describes a gas engine air supply valve group device, which includes a first fuel delivery component, a second fuel delivery component and a total fuel input component. The fuel supply end is connected to the fuel distribution end through the total fuel input component. The fuel distribution end is provided with a first output end and a second output end. The first output end is connected to the main combustion chamber through the first fuel delivery component, and the second output end is connected to the auxiliary combustion chamber through the second fuel delivery component.

[0006] As a further improvement, the total fuel input component includes a manual shut-off valve, a fuel filter, an electromagnetic shut-off valve and a flame arrester, and the fuel supply end is connected to the fuel distribution end through the manual shut-off valve, the fuel filter, the electromagnetic shut-off valve and the flame arrester which are connected in sequence.

[0007] Furthermore, a first pressure gauge is installed on the pipeline between the manual stop valve and the fuel filter.

[0008] Furthermore, the first fuel delivery component includes a high-pressure reducing valve and a pressure stabilizing valve, and the first output end is connected to the main combustion chamber through the high-pressure reducing valve and the pressure stabilizing valve which are connected in sequence.

[0009] Furthermore, a second pressure gauge is installed on the pipeline between the pressure stabilizing valve and the main combustion chamber.

[0010] Furthermore, the second fuel delivery component is a pressure follower valve, and the second output end is connected to the auxiliary combustion chamber through the pressure follower valve.

[0011] Furthermore, a third pressure gauge is installed on the pipeline between the pressure follower valve and the auxiliary combustion chamber.

[0012] Furthermore, the pressure follower valve is provided with a pressure reference hole, and the pressure reference hole is connected to the engine intake manifold.

[0013] Beneficial Effects

[0014] The advantages of the utility model are:

[0015] The utility model realizes manual shutoff, gas filtering, pressure reduction control, flame arresting control and voltage stabilization control of the entire gas supply pipeline by arranging a first fuel delivery component, a second fuel delivery component and a total fuel input component, and can ensure different fuel supply pressures for the main combustion chamber and the auxiliary combustion chamber to meet the use of active pre-combustion chambers with different structures, thereby ensuring the normal operation of the gas engine with an active pre-combustion chamber structure and greatly facilitating the gas supply. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the installation of the valve group device of the utility model.

[0017] Among them: 1-manual stop valve, 2-first pressure gauge, 3-fuel filter, 4-electromagnetic shut-off valve, 5-flame arrester, 6-high-pressure reducing valve, 7-pressure stabilizing valve, 8-second pressure gauge, 9-pressure follow-up valve, 10-third pressure gauge, 11-engine intake manifold, 12-fuel distribution end, 13-fuel supply end, 14-first output end, 15-second output end, 91-pressure reference hole. DETAILED DESCRIPTION

[0018] The utility model is further described below in conjunction with the embodiments, but does not constitute any limitation to the utility model. Any limited modifications made by anyone within the scope of the claims of the utility model are still within the scope of the claims of the utility model.

[0019] See also Figure 1 The utility model is a gas supply valve group device of a gas engine, comprising a first fuel delivery component, a second fuel delivery component and a total fuel input component, wherein a fuel supply end 13 is connected to a fuel distribution end 12 through a total fuel input component, and the fuel distribution end 12 is provided with a first output end 14 and a second output end 15, wherein the first output end 14 is connected to a main combustion chamber through a first fuel delivery component, and the second output end 15 is connected to an auxiliary combustion chamber through a second fuel delivery component. Through the first output end 14 and the second output end 15 of the fuel distribution end 12, one channel of fuel is realized to meet the fuel supply requirements of the main combustion chamber and the auxiliary combustion chamber.

[0020] The total fuel input component includes a manual shut-off valve 1, a fuel filter 3, an electromagnetic shut-off valve 4 and a flame arrester 5. The fuel supply end 13 is connected to the fuel distribution end 12 through the manual shut-off valve 1, the fuel filter 3, the electromagnetic shut-off valve 4 and the flame arrester 5 connected in sequence. A first pressure gauge 2 is installed on the pipeline between the manual shut-off valve 1 and the fuel filter 3. The manual shut-off valve 1 is used to control the supply and cut-off of external gas, the first pressure gauge 2 is used to display the pressure value in the pipeline of the fuel supply end, the fuel filter 3 is used to filter out impurities in the supplied fuel to ensure the cleanliness of the subsequent gas supply, and the electromagnetic shut-off valve 4 is used to open and close the pipeline to ensure the fuel supply during operation and the cut-off of fuel transportation during shutdown. The flame arrester 5 is used to ensure that when the external unit has a combustion abnormality and the flame is reversed to the gas supply valve group, the flame can be extinguished in time to avoid adverse effects on the fuel pipeline of the source trunk.

[0021] The first fuel delivery component includes a high-pressure reducing valve 6 and a pressure stabilizing valve 7. The first output end 14 is connected to the main combustion chamber through the high-pressure reducing valve 6 and the pressure stabilizing valve 7 connected in sequence. A second pressure gauge 8 is installed on the pipeline between the pressure stabilizing valve 7 and the main combustion chamber. The high-pressure reducing valve 6 is used to reduce the fuel supply pressure to about 0.5 bar, and the pressure stabilizing valve 7 is used to ensure stable pressure supply. The second pressure gauge 8 is used to display the gas pressure value input into the main combustion chamber by the fuel distribution end 12.

[0022] Regarding the second fuel delivery component, considering the structure of the auxiliary combustion chamber, the utility model provides the following two embodiments:

[0023] First embodiment: the auxiliary combustion chamber is an electric active pre-combustion chamber.

[0024] The second fuel delivery component is a pressure follower valve 9 , and the second output end 15 is connected to the electric active pre-combustion chamber via the pressure follower valve 9 .

[0025] A third pressure gauge 10 is installed on the pipeline between the pressure follower valve 9 and the electric active pre-combustion chamber.

[0026] The secondary combustion chamber gas supply pressure varies automatically with different loads (or different intake manifold pressures) (the pressure difference is fixed and can be adjusted). The secondary combustion chamber fuel supply is connected to an electric valve, and the amount of fuel entering the secondary combustion chamber is adjusted by setting different electric valve opening times according to the provided MAP (engine intake manifold absolute pressure sensor).

[0027] The MAP in the present invention is prior art, and the present invention does not improve it.

[0028] Second embodiment: the auxiliary combustion chamber is a mechanical active pre-combustion chamber.

[0029] The second fuel delivery component is a pressure follower valve 9, and the second output end 15 is connected to the mechanical active pre-combustion chamber through the pressure follower valve 9. The pressure follower valve 9 is provided with a pressure reference hole 91, and the pressure reference hole 91 is connected to the engine intake manifold 11. The gas supply pressure of the auxiliary combustion chamber changes automatically with different engine loads (or different intake manifold pressures) (the pressure difference is fixed and can be adjusted).

[0030] A third pressure gauge 10 is installed on the pipeline between the pressure follower valve 9 and the auxiliary combustion chamber. The third pressure gauge 10 is used to display the pressure value of the fuel input into the electric active pre-combustion chamber from the second output end 15.

[0031] The working principle of the utility model is:

[0032] When the gas engine is operating normally, the manual shut-off valve 1 is opened, the electromagnetic shut-off valve 4 is opened, and the fuel is transported from the fuel supply end 13 to the fuel distribution end through the manual shut-off valve 1, the fuel filter 3, the electromagnetic shut-off valve 4 and the flame arrester 5 in sequence. The fuel at the fuel distribution end 12 enters the main combustion chamber through the high-pressure reducing valve 6 and the pressure stabilizing valve 7 in sequence.

[0033] When the auxiliary combustion chamber is an electric active pre-combustion chamber, the fuel at the fuel distribution end 12 enters the active pre-combustion chamber space of each cylinder head of the engine through the follow-up valve 9.

[0034] When the auxiliary combustion chamber is a mechanical active pre-combustion chamber, the fuel at the fuel distribution end 12 enters the active pre-combustion chamber space of each cylinder head of the engine through the pressure follower valve 9, and the gas supply pressure of the auxiliary combustion chamber changes with the intake manifold pressure.

[0035] The above is only a preferred embodiment of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention, which will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. A gas supply valve assembly device for a gas engine, characterized in that: It comprises a first fuel delivery component, a second fuel delivery component and a total fuel input component, wherein a fuel supply end (13) is connected to a fuel distribution end (12) via the total fuel input component, and the fuel distribution end (12) is provided with a first output end (14) and a second output end (15), wherein the first output end (14) is connected to a main combustion chamber via the first fuel delivery component, and the second output end (15) is connected to an auxiliary combustion chamber via the second fuel delivery component.

2. A gas supply valve assembly device for a gas engine according to claim 1, characterized in that: The total fuel input component comprises a manual shut-off valve (1), a fuel filter (3), an electromagnetic shut-off valve (4) and a flame arrester (5); the fuel supply end (13) is connected to the fuel distribution end (12) via the manual shut-off valve (1), the fuel filter (3), the electromagnetic shut-off valve (4) and the flame arrester (5) which are connected in sequence.

3. A gas supply valve assembly device for a gas engine according to claim 2, characterized in that: A first pressure gauge (2) is installed on the pipeline between the manual stop valve (1) and the fuel filter (3).

4. The gas supply valve assembly device of a gas engine according to claim 1, characterized in that: The first fuel delivery component comprises a high-pressure reducing valve (6) and a pressure stabilizing valve (7), and the first output end (14) is connected to the main combustion chamber via the high-pressure reducing valve (6) and the pressure stabilizing valve (7) which are connected in sequence.

5. A gas supply valve assembly device for a gas engine according to claim 4, characterized in that: A second pressure gauge (8) is installed on the pipeline between the pressure stabilizing valve (7) and the main combustion chamber.

6. The gas supply valve assembly device of a gas engine according to claim 1, characterized in that: The second fuel delivery component is a pressure follower valve (9), and the second output end (15) is connected to the auxiliary combustion chamber through the pressure follower valve (9).

7. A gas supply valve assembly device for a gas engine according to claim 6, characterized in that: A third pressure gauge (10) is installed on the pipeline between the pressure follower valve (9) and the auxiliary combustion chamber.

8. The gas supply valve assembly device of a gas engine according to claim 6, characterized in that: The pressure follower valve (9) is provided with a pressure reference hole (91), and the pressure reference hole (91) is connected to the engine intake manifold (11).

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