Front and back pressure balancing device of high-temperature valve

Abstract

A front and back pressure balancing device of a high-temperature valve comprises a marine engine, a PEV valve is installed on the marine engine and comprises an upper actuator and a lower butterfly valve, the PEV valve internally comprises a 801 valve, a 803 valve is arranged above the 801 valve, a 112 valve is arranged above the 803 valve, a part 8 and a part 9 are arranged on one side of the 112 valve, and when the marine engine is in a TierIII mode, an RTV valve is opened, and the valve is closed. 7 bar air enters the No.112 valve, the PEV valve is in a normally closed state, the PEV valve is continuously opened for a period of time to release the pressure in the SCR pipeline, otherwise, the SCR high-temperature valves including the RTV valve are closed, the PEV valve is continuously opened for a period of time, so that the continuously introduced compressed air can continuously flow out of the SCR system, and a throttling orifice in the RTV valve is replaced by the pressure balance design, so that the pressure in the SCR system is balanced. Therefore, the pressure balancing device can be opened or closed according to the RTV pressure difference change, the amount of compressed air needed by the SCR system is saved, and the influence of sealed compressed air on the supercharger during ventilation of the SCR is reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to high temperature valve front and rear pressure balance technical field, concretely is a high temperature valve front and rear pressure balance device. BACKGROUND

[0002] According to the ship emission regulation, the international maritime organization stipulates that Tier III emission standard is executed in the emission control area from January 1, 2016, that is, the nitrogen oxide (NOx) emission of Tier III marine main engine must be not higher than 3.4g / kWh, compared with the requirement of 14.4g / kWh of Tier II, and the requirement is improved.For the marine engine, it is required to meet Tier III standard in ECA area, and additional exhaust treatment device is needed to reduce the nitrogen oxide (NOx) content in exhaust gas.A commonly used emission reduction device is HPSCR device.

[0003] The SCR device is mainly controlled by three pneumatic valves (RBV, RTV, RSV).On the engine equipped with SCR device, when in Tier II mode, the HPSCR system is in bypass state, and the RSV and RTV valves (high temperature resistant valves) are closed, but due to the large valve body, the RSV and RTV cannot completely seal, resulting in that a small amount of exhaust gas still enters the HPSCR piping system through the two butterfly valves, causing cold corrosion.

[0004] In order to avoid exhaust gas accumulation, compressed air is introduced into the HPSCR pipeline through the ventilation system, and the compressed air and exhaust gas mixture gas flow out of the HPSCR system through the throttle orifice plate of the RTV, and the pressure before and after the RTV valve is balanced.Due to the characteristics of long pipeline and large piping system of the HPSCR system, the air consumption of this method is large, and the requirement of the air compressor on the ship is high.

[0005] At the same time, due to the unstable gas flow of the mixture, it immediately flows to the supercharger after passing through the throttle orifice plate of the RTV valve, thus affecting the operation of the supercharger, such as surge phenomenon.The performance of the supercharger is directly related to fuel consumption, so it also has a certain influence on the economy of the engine.

[0006] In order to reduce the amount of compressed air required by the HPSCR system in Tier II mode and reduce the influence of gas flow on the supercharger, a high temperature valve front and rear pressure balance design is provided to replace the throttle orifice plate in the high temperature valve.Therefore, the technical personnel in the art provide a high temperature valve front and rear pressure balance device to solve the problems raised in the above background technology. UTILITY MODEL CONTENTS

[0007] (I) technical problems solved

[0008] The utility model provides a high temperature valve before and after pressure balance device to solve the deficiency of prior art HPSCR system, provide a kind of high temperature valve before and after pressure balance design, so that the pressure balance device can be regulated and controlled, to reduce the engine compressed air amount when ship operation, balance high temperature valve before and after pressure difference, stabilize airflow, reduce the influence of the airflow on supercharger, enhance the economy of main engine purposes.

[0009] (II) Technical solutions

[0010] To achieve the above object, the utility model provides the following technical scheme: a kind of high temperature valve before and after pressure balance device, including marine engine, PEV valve is installed on the marine engine, the PEV valve includes upper actuator and lower butterfly valve.

[0011] Preferably, the PEV valve includes 801 valve, 801 valve is mechanical valve, and is opened and closed by the pressure difference of both ends and spring action.

[0012] Preferably, the both sides of 801 valve are respectively provided with piece 6, piece 7 pressure gauge.

[0013] Preferably, 803 valve is provided above 801 valve, 803 valve is electromagnetic control valve, and is opened and closed by SCR control system.

[0014] Preferably, 112 valve is provided above 803 valve, 112 valve is pneumatic valve, and the closing pressure of pneumatic valve is 7bar, when 7bar air enters, PEV is closed.

[0015] Preferably, piece 8, piece 9 are provided on the side of 112 valve, piece 8 and piece 9 are respectively stop valve and plug valve, wherein piece 8 is opened when marine engine is debugged, and piece 9 is opened when marine engine is formally operated.

[0016] (III) Beneficial effects

[0017] Compared with prior art, the utility model provides a kind of high temperature valve before and after pressure balance device, with the following beneficial effects:

[0018] By design, the marine engine in Tier III mode, RTV valve is opened, the 801 valve is in the position of the drawing (communication) under the action of spring force, the 803 solenoid valve is in the non-illustrated position (communication) under control, 7bar air enters the 112 valve, and the PEV valve 2 is in the normally closed state. When the engine switches from Tier II to Tier III mode, the RTV valve is not opened at this time, the ventilation system is closed, and the PEV valve 2 will be opened for a period of time to release the pressure in the SCR pipeline, thereby reducing the opening resistance of the SCR high-temperature valve including the RTV valve. When the engine switches from Tier III to Tier II mode, the SCR high-temperature valve including the RTV valve is closed, and the PEV valve 2 will be opened for a period of time (the length of time can be set) to allow continuous compressed air to flow out of the SCR system to remove residual exhaust gas, wherein the pressure balance design replaces the orifice plate in the RTV valve, so that the pressure balance device can be opened or closed according to the RTV pressure difference, saving the amount of compressed air required by the SCR system, and reducing the influence of the sealing compressed air of the SCR on the supercharger when ventilating, improving the efficiency of the supercharger, and improving the economy of the main engine. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 is a schematic diagram of the three-dimensional structure of a high-temperature valve front and rear pressure balance device provided by the embodiment of the present application.

[0020] Figure 2 is a schematic diagram of the structure of a PEV valve in a high-temperature valve front and rear pressure balance device provided by the embodiment of the present application.

[0021] Figure 3 is a control electrical diagram of a PEV valve in a high-temperature valve front and rear pressure balance device provided by the embodiment of the present application.

[0022] Figure 4 is a schematic diagram of the pneumatic control principle of a PEV valve in a high-temperature valve front and rear pressure balance device provided by the embodiment of the present application.

[0023] In the figure: 1, marine engine; 2, PEV valve; 201, upper actuator; 202, lower butterfly valve. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0025] The utility model provides a technical scheme, a high temperature valve front and rear pressure balance device, please refer to Figure 1 、 Figure 2 , including marine engine 1, be equipped with PEV valve 2 on marine engine 1, PEV valve 2 includes upper executor 201 and lower butterfly valve 202.

[0026] Please refer to Figure 3 And Figure 4 , include 801 valve in PEV valve 2, and 801 valve is mechanical valve, and the pressure difference and spring action switch of both ends, the both sides of 801 valve are provided with piece 6, piece 7 pressure gauge respectively, 803 valve is provided above 801 valve, and 803 valve is electromagnetic control valve, and the switch is controlled by SCR control system, 112 valve is provided above 803 valve, and 112 valve is pneumatic valve, when 7bar air enters, PEV valve 2 is closed, piece 8, piece 9 are provided on the side of 112 valve, and piece 8, piece 9 are stop valve and plug valve respectively, wherein piece 8 is opened when marine engine debugging, and piece 9 is opened when marine engine formal operation.

[0027] The utility model includes marine engine 1, is equipped with PEV valve 2 on marine engine 1, and PEV valve 2 is composed of upper executor 201 and lower butterfly valve 202 two parts, and PEV valve 2 is controlled switch action by SCR-I1J61 module, and receives action feedback signal (as input signal) by SCR-I1J35 and J36 module;

[0028] Wherein PEV valve 2 is connected with relevant pipeline, and PEV valve 2 is switch valve, is used for controlling high temperature valve front and rear gas communication, and pipeline part is used to realize the communication high temperature valve before and after pipe system;

[0029] Marine engine 1 is under TierII mode, and RTV valve 2 is closed, and sealed air is passed in SCR pipeline, and pressure P1 is slightly higher than P2, and 801 valve is under the spring elastic force and is in the position (communication) shown in the figure, and 803 electromagnetic valve is under the control and is in the position (not communication) shown in the figure, and 7bar air does not enter 112 valve, and PEV valve 2 is the opening state;

[0030] When the pressure difference across the RTV valve is too small (P1-P2 is less than the set value), valve 801 remains in the position shown in the diagram (connected), while solenoid valve 803 is in the non-diagram position (connected) under control. 7 bar of air enters valve 112, and PEV valve 2 is closed to prevent exhaust gas from the booster side from back into the SCR system. When the pressure difference across the RTV valve is too large (P1-P2 is greater than the set value), valve 801 remains in the non-diagram position (not connected), while solenoid valve 803 is in the non-diagram position (connected) under control. The closing pressure of the pneumatic valve is 7 bar, 7 bar of air does not enter valve 112, and PEV valve 2 is open.

[0031] In Tier III mode, the marine engine's RTV valve is open, valve 801 is in the position shown in the diagram (connected) under spring force, and solenoid valve 803 is in the non-diagram position (connected) under control. 7 bar air enters valve 112, and PEV valve 2 is normally closed. When switching from Tier II to Tier III mode, the RTV valve is not yet open, the ventilation system is closed, and PEV valve 2 will remain open for a period of time to release pressure in the SCR line, thereby reducing the opening resistance of the SCR high-temperature valves, including the RTV valve. When switching from Tier III to Tier II mode, the SCR high-temperature valves, including the RTV valve, are closed, and PEV valve 2 will remain open for a period of time (the duration is adjustable) to allow continuously supplied compressed air to continuously flow out of the SCR system, achieving the purpose of removing residual exhaust gases.

[0032] like Figure 2 As shown, Figure 2 The pressure balance design replaces the orifice plate in the RTV valve, allowing the pressure balance device to open or close according to changes in RTV pressure difference. This saves the amount of compressed air required by the SCR system and reduces the impact of the sealing compressed air during SCR ventilation on the intensifier, thereby improving the intensifier efficiency and the economic efficiency of the main unit.

[0033] like Figure 4 As shown, Figure 4 Components 6 and 7 are pressure gauges on both sides of valve 801, used to indicate the pressure on both sides of valve 801. Figure 4 Components 8 and 9 are a stop valve and a plug valve, respectively. Component 8 is opened during commissioning, and component 9 is opened when the main unit is running. Figure 4 Valve 112 in the middle section is a pneumatic valve. When 7 bar of air enters, PEV valve 2 is closed. Figure 4 Valve No. 801 is a mechanical valve that is switched on and off by the pressure difference between its two ends and the action of a spring. Figure 4 Valve No. 803 in the middle section is a solenoid-controlled valve, and its switching is controlled by the SCR control system.

[0034] Meanwhile, the device can also set the control parameters related to the PEV valve 2, including the opening / closing pressure set value and the duration of opening the PEV valve 2 when the engine switches from Tier III mode to Tier II mode.

[0035] It should be noted that the relative terms such as first and second, and the like are used herein only to distinguish one entity or action from another, and do not necessarily require or imply any such actual relationship or order between or among these entities or actions. Moreover, the terms "comprising", "including", or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or apparatus that includes a list of elements does not only include those elements, but also includes other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0036] In this article, unless otherwise specified and limited, the terms "mounting", "setting", "connecting", "fixing", "screwed" and the like should be understood broadly, for example, it can be fixedly connected, or detachably connected, or integrated; it can be mechanically connected, or electrically connected; it can be directly connected, or indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited, the above-mentioned terms in the utility model can be understood according to the specific meaning in the utility model by those skilled in the art.

[0037] Although the embodiments of the utility model have been shown and described, it can be understood by those skilled in the art that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and spirits of the utility model, the scope of the utility model is defined by the appended claims and their equivalents.

Claims

1. A high temperature valve before and after pressure balancing device comprising a marine engine, characterized by: The marine engine is provided with a PEV valve, the PEV valve comprises an upper actuator and a lower butterfly valve, the PEV valve comprises a valve No. 801, a valve No. 803 is arranged above the valve No. 801, a valve No. 112 is arranged above the valve No. 803, and pieces 8 and 9 are arranged on one side of the valve No.

112.

2. A high temperature valve pre and post pressure equalizing device as claimed in claim 1, wherein: The valve No. 801 is a mechanical valve, which is switched by pressure difference at two ends and spring action.

3. A high temperature valve pre and post pressure equalizing device as claimed in claim 2, wherein: Pieces 6 and 7 pressure gauges are arranged on two sides of the valve No. 801 respectively.

4. A high temperature valve pre and post pressure equalizing device as claimed in claim 3, wherein: The valve No. 803 is an electromagnetic control valve, which is switched by a SCR control system.

5. A high temperature valve pre and post pressure equalizing device as claimed in claim 4, wherein: The valve No. 112 is a pneumatic valve, and the closing pressure of the pneumatic valve is 7 bar.

6. A high temperature valve pre and post pressure equalizing device as claimed in claim 5 wherein: The pieces 8 and 9 are stop valves and plug valves respectively, wherein the piece 8 is opened when the marine engine is debugged, and the piece 9 is opened when the marine engine is formally operated.

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