Split type waste gas heating device for ship engine

Abstract

The utility model discloses a split type waste gas heating device for a ship engine, which comprises an oil pump valve group, an oil engine valve group, a combustion fan, a combustion head and a combustion pipeline, the combustion head is fixedly arranged in the combustion pipeline, the oil engine valve group is respectively communicated with the oil pump valve group and the combustion head, and the combustion fan is arranged in the combustion pipeline. An air pipe is fixedly installed at the air outlet end of the combustion-supporting fan, the other end of the air pipe is communicated with the combustion head, an expansion joint, an air pressure switch, an air path adjusting valve, a first pressure transmitter and a pneumatic hard sealing butterfly valve are sequentially arranged on the air pipe, and the combustion head is communicated with an air inlet pipe. And a pressure regulating valve and a pressure protection switch are fixedly mounted on the air inlet pipe in sequence. According to the utility model, the flame size is controlled by controlling the oil return size, so that the temperature of waste gas is controlled; the combustion-supporting fan blows air into the combustion pipeline, mixing of diesel oil and smoke is controlled by controlling the size of the air path adjusting valve on the air pipe, and sufficient combustion of the diesel oil is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of ship exhaust gas, in particular to a split exhaust gas heating device for ship engines. Background Art

[0002] With the development of the international shipping and shipping industries, exhaust emissions from diesel-fueled marine engines have become a major source of pollution. SCR, short for Selective Catalytic Reduction, is a key technology for reducing exhaust emissions. Since the 1990s, SCR systems have been gradually applied to marine diesel fuel, primarily after the turbocharger. Installing the catalyst after the turbocharger allows for more flexible placement and minimizes impact on the turbocharger and diesel engine. However, the lower exhaust temperature after the turbocharger reduces catalyst efficiency and can easily lead to sulfur poisoning of the catalyst. Therefore, exhaust gas heating devices are used to improve catalyst efficiency.

[0003] Currently, there are three main exhaust gas heating technologies: one uses electric heating coils to heat the flue gas. However, due to the low specific heat capacity and thermal conductivity of air, this solution results in low heat exchange efficiency and high electricity consumption. Furthermore, the ship's electricity comes from the generator set, which increases the actual power consumption of the generator set. Another approach involves modifying the internal combustion engine to increase the exhaust temperature, but this requires changing the internal combustion gas structure, which is difficult and risky. Another approach involves opening holes in the existing flue gas duct and using a high-temperature induced draft fan to direct the flue gas to the furnace burner for heating. The heated flue gas is then returned from the furnace burner to the exhaust pipe. This system is complex and requires a large installation space, which is not conducive to the rational layout of the engine room. The present invention addresses this problem by providing an exhaust gas heating device for marine engines. Utility Model Content

[0004] (1) Technical problems solved

[0005] In view of the deficiencies in the prior art, the present invention provides a split exhaust gas heating device for a ship engine, which solves the problems raised in the above-mentioned background technology.

[0006] (2) Technical solution

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: a split exhaust gas heating device for a ship engine, comprising an oil pump valve group, an oil engine valve group, a combustion-supporting fan, a burner head and a combustion pipeline, wherein the burner head is fixedly installed inside the combustion pipeline, the oil engine valve group is respectively connected to the oil pump valve group and the burner head, an air duct is fixedly installed at the air outlet end of the combustion-supporting fan, and the other end of the air duct is connected to the combustion head, an expansion joint, an air pressure switch, an air path regulating valve, a first pressure transmitter and a pneumatic hard-sealed butterfly valve are sequentially arranged on the air duct, the combustion head is connected to an air inlet pipe, and a pressure regulating valve and a pressure protection switch are fixedly installed on the air inlet pipe in sequence.

[0008] Preferably, the oil pump valve group includes an oil receiving pan and a frame fixedly connected to the top of the oil receiving pan, a first oil inlet pipe and a first oil return pipe are fixedly installed on the top of the frame, the first oil return pipe is connected to the first oil inlet pipe, a first ball valve, a fuel filter, a turbine flowmeter, and a second ball valve are sequentially arranged on the first oil inlet pipe, a fuel pump is fixedly installed on the frame, the fuel pump is connected to the first oil inlet pipe, and a second safety shut-off valve and a one-way valve are fixedly installed at the end of the first oil inlet pipe.

[0009] Preferably, the oil engine valve group includes a bracket, a second oil inlet pipe and a second oil return pipe fixedly mounted on the bracket, the second oil inlet pipe is connected to the first oil inlet pipe, the second oil return pipe is connected to the first oil return pipe, an oil filter, a second pressure transmitter, a first safety shut-off valve and a vibration-resistant pressure gauge are sequentially arranged on the second oil inlet pipe, and a fuel regulating valve is arranged on the second oil return pipe.

[0010] Preferably, a control cabinet is fixedly mounted on the bracket.

[0011] Preferably, the combustion head includes a combustion head structure, on which a butterfly ball valve and a flame detector are fixedly mounted. The flame detector is connected to the butterfly ball valve, and the end of the flame detector is connected to the air inlet pipe.

[0012] Preferably, the combustion head structure is further provided with an ignition device and a third safety shut-off valve, and the third safety shut-off valve is connected to the first oil inlet pipe and the first oil return pipe.

[0013] (3) Beneficial effects

[0014] The utility model provides a split exhaust gas heating device for a ship engine, which has the following beneficial effects:

[0015] In the present invention, the oil pump valve assembly is generally located near the fuel tank, with the oil inlet of the oil pump valve assembly slightly lower than the fuel tank outlet. Diesel fuel enters the first oil inlet pipe by activating the fuel pump, and then opens the first ball valve, second ball valve, and second safety shut-off valve. The fuel then enters the second oil inlet pipe by opening the first safety shut-off valve. The diesel fuel is then sprayed into the combustion pipeline through the nozzle of the burner head. Excess diesel fuel enters the oil return pipe of the engine valve assembly through the second oil return pipe and the first oil return pipe. The second oil return pipe is equipped with a fuel regulating valve and a fourth safety shut-off valve for oil return, while the first oil return pipe is equipped with a second safety shut-off valve for oil return. The principle of this split exhaust gas heating device is to control the flame size and, therefore, the exhaust gas temperature, by controlling the amount of oil return. A combustion-supporting fan blows air into the combustion pipeline, and by controlling the size of the upstream airway regulating valve of the air duct, the mixing of diesel fuel and flue gas is controlled to ensure sufficient combustion of the diesel fuel. A high-pressure ignition device is installed on the burner head. The high-pressure ignition device operates before the third safety shut-off valve opens. After the third safety shut-off valve opens, the diesel fuel mixture spray is ignited.

[0016] 2. In the present invention, the combustion pipeline serves as a combustion furnace and is installed downstream of the injection pipeline of the SCR system for direct combustion of the exhaust gas heating device. The high-temperature flue gas generated by the combustion is mixed with the flue gas from the main exhaust pipeline of the internal combustion engine to increase the exhaust temperature. The split exhaust gas heating device thus manufactured has a high degree of modularity, and each skid is compact in size. Different skids can be installed in different cabins and plywood layers according to installation requirements, making it easy to arrange on board, effectively utilizing the cabin space, and being applicable to different hull structures. The preparation process is simple, the use cost is low, and production and maintenance are convenient. The burner power can be adjusted according to different exhaust temperatures and pipe diameters, and the thermal efficiency and economic benefits are high. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a general assembly structure diagram of a split exhaust gas heating device for a ship engine proposed in the utility model;

[0018] Figure 2 This is a structural diagram of the oil engine valve group of a split exhaust gas heating device for a marine engine proposed in the utility model;

[0019] Figure 3 This is a structural diagram of an oil pump valve group of a split exhaust gas heating device for a ship engine proposed in the utility model;

[0020] Figure 4 This is a structural diagram of a combustion head of a split exhaust gas heating device for a ship engine proposed in the utility model.

[0021] Figure: 1. Combustion pipeline; 2. Combustion head; 3. Oil engine valve group; 4. Oil pump valve group; 5. Combustion-supporting fan; 6. Control cabinet; 7. Air duct; 8. First oil inlet pipe; 9. First oil return pipe; 10. Expansion joint; 11. Air pressure switch; 12. First safety shut-off valve; 13. Airway regulating valve; 14. First pressure transmitter; 15. Pneumatic hard-seal butterfly valve; 16. Vibration-resistant pressure gauge; 17. Pressure protection switch; 18. Pressure regulating valve; 19. Air inlet pipe; 20. Fuel regulating valve ; 21. Second pressure transmitter; 22. Oil filter; 23. Bracket; 24. Turbine flowmeter; 25. Fuel filter; 26. First ball valve; 27. Second ball valve; 28. Fuel pump; 29. ​​Second safety shut-off valve; 30. One-way valve; 31. Frame; 32. Oil receiving pan; 33. Combustion head structure; 34. Butterfly ball valve; 35. Flame detector; 36. Third safety shut-off valve; 37. Ignition device; 38. Second oil inlet pipe; 39. Second oil return pipe. DETAILED DESCRIPTION

[0022] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0023] See also Figures 1 to 4 The utility model provides a technical solution: a split exhaust gas heating device for a ship engine, comprising an oil pump valve group 4, an oil engine valve group 3, a combustion-supporting fan 5, a combustion head 2 and a combustion pipeline 1, wherein the combustion head 2 is fixedly installed inside the combustion pipeline 1, the oil engine valve group 3 is respectively connected with the oil pump valve group 4 and the combustion head 2, an air duct 7 is fixedly installed at the outlet end of the combustion-supporting fan 5, and the other end of the air duct 7 is connected with the combustion head 2, and an expansion joint 10, an air pressure switch 11, an air path regulating valve 13, a first pressure transmitter 14 and a pneumatic hard-sealed butterfly valve 15 are sequentially arranged on the air duct 7. 0 is used to compensate for the thermal expansion and contraction of the air duct 7 due to temperature changes or other factors, reduce the stress and deformation of the pipeline, and ensure the stability of the system. The first pressure transmitter 14 is responsible for converting the pressure signal in the air duct 7 into an electrical signal for use by the control system to monitor and adjust the operating parameters in real time. The pneumatic hard-seal butterfly valve 15 is used to control the opening and closing of the air flow. It has good sealing performance, can effectively prevent gas leakage, and improve the working efficiency of the system. The burner head 2 is connected to the air inlet pipe 19, on which the pressure regulating valve 18 and the pressure protection switch 17 are fixedly installed in sequence.

[0024] The air inlet pipe 19 is responsible for transporting the air required for combustion, ensuring sufficient oxygen supply to support the combustion of diesel; the pressure regulating valve 18 is installed on the air inlet pipe 19 and is used to adjust the air pressure entering the combustion head 2, ensuring a stable air flow under different operating conditions and improving combustion efficiency; the pressure protection switch 17 monitors the air pressure in the pipeline in real time; when the pressure exceeds or falls below the set range, the switch will automatically cut off the system or sound an alarm to prevent potential equipment damage or safety hazards.

[0025] The combustion-supporting fan 5 blows air into the combustion pipeline 1, and controls the size of the air path regulating valve 13 on the air duct 7 to control the mixing of diesel and flue gas, thereby ensuring sufficient combustion of the diesel; a high-pressure ignition device 37 is provided on the combustion head 2, and the high-pressure ignition device 37 works before the third safety shut-off valve 36 is opened, and ignites the diesel mixed spray after the third safety shut-off valve 36 is opened.

[0026] The oil pump valve group 4 includes an oil receiving pan 32 and a frame 31 fixedly connected to the top of the oil receiving pan 32. The first oil inlet pipe 8 and the first oil return pipe 9 are fixedly installed on the top of the frame 31. The first oil return pipe 9 is connected to the first oil inlet pipe 8. The first ball valve 26, the fuel filter 25, the turbine flowmeter 24, and the second ball valve 27 are sequentially arranged on the first oil inlet pipe 8. The fuel pump 28 is fixedly installed on the frame 31. The fuel pump 28 is connected to the first oil inlet pipe 8. The second safety shut-off valve 29 and the one-way valve 30 are fixedly installed at the end of the first oil inlet pipe 8.

[0027] The oil engine valve group 3 includes a bracket 23, a second oil inlet pipe 38 and a second oil return pipe 39 fixedly mounted on the bracket 23. The second oil inlet pipe 38 is connected to the first oil inlet pipe 8, and the second oil return pipe 39 is connected to the first oil return pipe 9. The second oil inlet pipe 38 is sequentially provided with an oil filter 22, a second pressure transmitter 21, a first safety shut-off valve 12 and a vibration-resistant pressure gauge 16, and the second oil return pipe 39 is provided with a fuel regulating valve 20.

[0028] The oil pump valve assembly 4 is typically located near the fuel tank. The oil inlet of the first oil inlet pipe 8 in the oil pump valve assembly 4 is slightly lower than the fuel tank outlet. By turning on the fuel pump 28 and opening the first ball valve 26, second ball valve 27, and second safety shut-off valve 29 on the first oil inlet pipe 8, diesel enters the first oil inlet pipe 8. Then, by opening the first safety shut-off valve 12, it enters the second oil inlet pipe 38. Diesel is then sprayed into the combustion pipeline 1 through the nozzle of the burner head 2. Excess diesel enters the oil return line of the engine valve assembly 3 through the second oil return pipe 39 and the first oil return pipe 9. The second oil return pipe 39 is equipped with a fuel regulating valve 20 and a fourth safety shut-off valve to open the oil return channel. The first oil return pipe 9 is equipped with a second safety shut-off valve 29 for oil return. The principle of this split exhaust gas heating device is to control the flame size by controlling the amount of return oil, thereby controlling the exhaust gas temperature.

[0029] A control cabinet 6 is fixedly mounted on the bracket 23 , and the control cabinet 6 is used for centrally managing and controlling various components of the combustion system.

[0030] The combustion head 2 includes a combustion head structure 33, on which a butterfly ball valve 34 and a flame detector 35 are fixedly installed. The butterfly ball valve 34 controls the amount of compressed air to ensure the cooling of the flame detector 35 and the cooling of the nozzle inside the combustion head 2. The flame detector 35 is connected to the butterfly ball valve 34, and the end of the flame detector 35 is connected to the air inlet pipe 19. The flame detector 35 is responsible for monitoring the combustion state to ensure the stability and safety of the flame.

[0031] Specifically, the combustion head structure 33 is also provided with an ignition device 37 and a third safety shut-off valve 36. The third safety shut-off valve 36 is connected to the first oil inlet pipe 8 and the first oil return pipe 9 and is responsible for cutting off the fuel supply when an abnormality occurs to ensure the safe operation of the system.

[0032] The above shows and describes the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely preferred examples of the present invention and are not intended to limit the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention, and such changes and improvements fall within the scope of the present invention. The scope of protection claimed in the present invention is defined by the appended claims and their equivalents.

Claims

1. A split exhaust gas heating device for a ship engine, characterized in that: The invention comprises an oil pump valve group (4), an oil engine valve group (3), a combustion-supporting blower (5), a combustion head (2) and a combustion pipeline (1), wherein the combustion head (2) is fixedly installed inside the combustion pipeline (1), the oil engine valve group (3) is communicated with the oil pump valve group (4) and the combustion head (2) respectively, an air duct (7) is fixedly installed at the air outlet end of the combustion-supporting blower (5), the other end of the air duct (7) is communicated with the combustion head (2), an expansion joint (10), an air pressure switch (11), an air path regulating valve (13), a first pressure transmitter (14) and a pneumatic hard-sealed butterfly valve (15) are sequentially arranged on the air duct (7), the combustion head (2) is communicated with an air inlet pipe (19), and a pressure regulating valve (18) and a pressure protection switch (17) are sequentially fixedly installed on the air inlet pipe (19).

2. The split exhaust gas heating device for a ship engine according to claim 1, characterized in that: The oil pump valve group (4) comprises an oil receiving pan (32), a frame (31) fixedly connected to the top of the oil receiving pan (32), a first oil inlet pipe (8) and a first oil return pipe (9) fixedly installed on the top of the frame (31), the first oil return pipe (9) being connected to the first oil inlet pipe (8), a first ball valve (26), a fuel filter (25), a turbine flowmeter (24), and a second ball valve (27) being sequentially arranged on the first oil inlet pipe (8), a fuel pump (28) being fixedly installed on the frame (31), the fuel pump (28) being connected to the first oil inlet pipe (8), and a second safety shut-off valve (29) and a one-way valve (30) being fixedly installed at the end of the first oil inlet pipe (8).

3. The split exhaust gas heating device for a ship engine according to claim 2, characterized in that: The oil engine valve group (3) comprises a bracket (23), a second oil inlet pipe (38) fixedly mounted on the bracket (23), and a second oil return pipe (39); the second oil inlet pipe (38) is connected to the first oil inlet pipe (8), and the second oil return pipe (39) is connected to the first oil return pipe (9); an oil filter (22), a second pressure transmitter (21), a first safety shut-off valve (12), and a vibration-resistant pressure gauge (16) are sequentially arranged on the second oil inlet pipe (38); and a fuel regulating valve (20) is arranged on the second oil return pipe (39).

4. The split exhaust gas heating device for a ship engine according to claim 3, characterized in that: A control cabinet (6) is fixedly mounted on the bracket (23).

5. The split exhaust gas heating device for a ship engine according to claim 2, characterized in that: The combustion head (2) comprises a combustion head structural member (33), a butterfly ball valve (34) and a flame detector (35) are fixedly mounted on the combustion head structural member (33), the flame detector (35) is connected to the butterfly ball valve (34), and the end of the flame detector (35) is connected to the air inlet pipe (19).

6. The split exhaust gas heating device for a ship engine according to claim 5, characterized in that: The combustion head structure (33) is also provided with an ignition device (37) and a third safety shut-off valve (36). The third safety shut-off valve (36) is connected to the first oil inlet pipe (8) and the first oil return pipe (9).

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