Propulsion fluid oil contamination control device

Abstract

The utility model relates to a propellant liquid oil pollution control device belongs to the technical field of diaphragm pump hydraulic pressure oil supplementing and discharging system, concretely relates to a propellant liquid oil pollution control device. The utility model provides a kind of protection hydraulic system core component, reduce equipment operation and maintenance cost, reduce the propellant liquid oil pollution control device of shutdown loss. The utility model adopts following technical scheme, the utility model includes main oil tank, auxiliary oil tank and diaphragm pump liquid end with diaphragm breakage detection module, main oil tank is connected with diaphragm pump liquid end by oil supplementing and discharging pipeline, it is characterized in that: there is normally open solenoid valve between main oil tank and diaphragm pump liquid end, auxiliary oil tank is connected with diaphragm pump liquid end by blowdown pipeline, there is normally closed solenoid valve between auxiliary oil tank and diaphragm pump liquid end;The normally open solenoid valve and normally closed solenoid valve are connected with diaphragm breakage detection module.

Description

Technical Field

[0001] This utility model belongs to the technical field of diaphragm pump hydraulic oil replenishment and discharge system, specifically relating to a propellant anti-oil contamination control device. Background Technology

[0002] Diaphragm pumps are widely used fluid transfer devices in industrial fields, and their diaphragm stroke control system is a key component ensuring normal operation. The diaphragm, as a core component, isolates the slurry from the hydraulic oil, preventing direct contact between the two. However, during the operation of a diaphragm pump, the diaphragm is subject to unavoidable wear and breakage risks.

[0003] In existing technologies, diaphragm stroke control systems involve complex piping and a wide variety of sophisticated hydraulic components. If the diaphragm ruptures, the transport medium can enter the hydraulic cylinder, mix with the propellant fluid, and then enter the hydraulic system through the replenishment and drainage lines. This not only corrodes the hydraulic components and piping but also contaminates the hydraulic oil in the tank, further damaging the propellant lines, tank, and cylinders. These problems significantly increase equipment maintenance costs and can lead to diaphragm pump shutdowns, resulting in unpredictable economic losses.

[0004] The damage caused by diaphragm rupture is particularly severe when conveying corrosive media, potentially leading to widespread contamination of the hydraulic system and component failure. Therefore, effectively preventing slurry from entering the hydraulic system after diaphragm rupture and reducing the risk of contamination of hydraulic components and oil has become a pressing issue in the field of diaphragm pump technology. Utility Model Content

[0005] This utility model addresses the aforementioned problems by providing a propulsion fluid anti-oil contamination control device that protects core components of hydraulic systems, reduces equipment operation and maintenance costs, and minimizes downtime losses.

[0006] This utility model adopts the following technical solution: it includes a main oil tank, an auxiliary oil tank, and a hydraulic end of a diaphragm pump with a diaphragm damage detection module. The main oil tank is connected to the hydraulic end of the diaphragm pump through a replenishment and drainage pipeline. The key feature is that a normally open solenoid valve is installed between the main oil tank and the hydraulic end of the diaphragm pump. The auxiliary oil tank is connected to the hydraulic end of the diaphragm pump through a drain pipeline, and a normally closed solenoid valve is installed between the auxiliary oil tank and the hydraulic end of the diaphragm pump. Both the normally open and normally closed solenoid valves are connected to the diaphragm damage detection module.

[0007] As a preferred embodiment of this utility model, when the diaphragm damage detection module detects diaphragm damage, it sends a signal, the normally open solenoid valve closes, and the normally closed solenoid valve opens.

[0008] As another preferred embodiment of this utility model, the hydraulic end of the diaphragm pump includes a diaphragm pump chamber 1, a diaphragm pump chamber 2, and a diaphragm pump chamber 3, which are respectively connected to a normally closed solenoid valve and a normally open solenoid valve.

[0009] The beneficial effects of this utility model are as follows: 1. Dual protection of source isolation and directional sewage discharge: This utility model, through the coordinated control structure of "normally open electromagnetic shut-off valve + normally closed electromagnetic shut-off valve", can quickly close the normally open electromagnetic shut-off valve of the corresponding diaphragm chamber replenishment oil pipeline after the diaphragm is damaged and confirmed by detection, cutting off the path of contaminated oil to the propulsion fluid system from the source; at the same time, the normally closed electromagnetic shut-off valve is opened to direct the contaminated oil to the sewage discharge auxiliary oil tank, preventing the contaminated oil from entering the main hydraulic oil tank and hydraulic components and pipelines, completely solving the problem of contamination spreading to the entire hydraulic system after the traditional diaphragm is damaged. In particular, it can effectively resist the corrosive damage of hydraulic components by corrosive media, and significantly improve the safety and stability of the hydraulic system operation.

[0010] 2. Independent control for each compartment, reducing the impact of faults: The unit is equipped with independent drain (normally closed solenoid shut-off valve) and isolation (normally open solenoid shut-off valve) components for the first, second, and third compartments of the diaphragm pump. Furthermore, the diaphragm damage detection device and solenoid valves correspond one-to-one with each diaphragm compartment control. When a single diaphragm compartment is damaged, only the piping of that compartment is isolated and drained, without affecting the oil replenishment and drainage operations of other normal diaphragm compartments. This avoids system shutdown due to localized faults, significantly improving the continuity and reliability of diaphragm pump operation.

[0011] 3. Reduced maintenance costs: Since this utility model can effectively prevent damage to core components of the hydraulic system (such as hydraulic components, pipelines, main oil tank, and cylinders) due to contamination, there is no need to frequently replace damaged parts or perform a comprehensive cleaning of the system, which significantly reduces the frequency and cost of equipment maintenance and lowers the maintenance cost throughout the equipment's life cycle.

[0012] 4. Reduce downtime losses: Traditionally, after a diaphragm is damaged, system contamination often requires a long downtime for maintenance to replace parts and clean up contamination. However, this invention can respond quickly after a diaphragm is damaged, shortening the troubleshooting time through automatic isolation and drainage, minimizing the impact of equipment downtime on production, ensuring production continuity, and reducing economic losses caused by downtime.

[0013] 5. Adaptable to existing systems with low modification difficulty: This utility model is based on the existing hydraulic replenishment and drainage pipeline design of diaphragm pumps. Functional expansion is achieved only by adding components such as tee connectors and electromagnetic shut-off valves. There is no need for large-scale modification of the original pipelines, oil tanks and hydraulic system structure. The integration difficulty is low and it can be quickly adapted to various diaphragm pump equipment with similar replenishment and drainage structures, which is convenient for promotion and application among existing diaphragm pump users. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the installation structure of the normally closed solenoid valve of this utility model.

[0015] Figure 2 This is a schematic diagram of a normally closed solenoid valve assembly.

[0016] Figure 3 This is a schematic diagram of the installation structure of the normally open solenoid valve of this utility model.

[0017] In the attached diagram, 1 is the hydraulic end of the diaphragm pump, 2 is the drain pipe, 3 is the normally closed solenoid valve, 4 is the auxiliary oil tank, 5 is the oil replenishment and drain pipe, and 6 is the normally open solenoid valve. Detailed Implementation

[0018] This utility model includes a main oil tank, an auxiliary oil tank 4, and a diaphragm pump hydraulic end 1 equipped with a diaphragm damage detection module. The main oil tank is connected to the diaphragm pump hydraulic end 1 via a replenishment / drainage oil pipeline 5. A normally open solenoid valve 6 is installed between the main oil tank and the diaphragm pump hydraulic end 1. The auxiliary oil tank 4 is connected to the diaphragm pump hydraulic end 1 via a drain pipeline 2. A normally closed solenoid valve 3 is installed between the auxiliary oil tank 4 and the diaphragm pump hydraulic end 1. Both the normally open solenoid valve 6 and the normally closed solenoid valve 3 are connected to the diaphragm damage detection module. Through the cooperation of the normally open solenoid valve 6 and the normally closed solenoid valve 3, normal communication between the main oil tank and the diaphragm pump hydraulic end 1 is achieved, as well as the backup drain function of the auxiliary oil tank 4 in case of failure. This ensures that the system can be effectively controlled under both normal operation and failure conditions, thereby avoiding hydraulic oil contamination and system damage.

[0019] When the diaphragm damage detection module detects diaphragm damage, it sends a signal, closing the normally open solenoid valve 6 and opening the normally closed solenoid valve 3. This solution can quickly cut off the connection between the main oil tank and the hydraulic end when the diaphragm is damaged, and at the same time open the drain channel of the auxiliary oil tank 4 to promptly guide the contaminated oil into the auxiliary oil tank 4, preventing the contamination from spreading to the main oil tank and the entire hydraulic system.

[0020] The hydraulic end 1 of the diaphragm pump includes three chambers: a first chamber, a second chamber, and a third chamber. These three chambers are connected to a normally closed solenoid valve 3 and a normally open solenoid valve 6, respectively. This design enables independent monitoring and control of each chamber of the diaphragm pump. If the diaphragm in one chamber is damaged, that chamber can be isolated and drained independently, preventing a single point of failure from affecting the entire system and further improving the safety and reliability of the diaphragm pump operation.

[0021] Three-way connectors are added to the oil replenishment and drainage lines 5 of the first, second, and third chambers of the diaphragm pump. These three-way connectors are connected to normally closed solenoid valves 3, which are controlled by two-position three-way solenoid valves. The normally closed solenoid valves 3 are connected to the auxiliary drain oil tank 4. When the diaphragm pump is operating normally, these solenoid valves are normally closed, and the oil replenishment and drainage lines 5 perform normal oil replenishment or drainage operations. When the diaphragm damage monitoring device detects damage to the diaphragm in a certain chamber, the normally closed solenoid valve 3 connected to the corresponding oil replenishment and drainage line 5 opens, connecting the line to the auxiliary drain oil tank 4 and draining the oil into it.

[0022] Normally open solenoid valves 6 are connected to the oil replenishment and drainage lines 5 in chambers one, two, and three of the diaphragm pump, respectively, and are controlled by two-position three-way solenoid valves. The normally open solenoid valves 6 are connected to a two-position two-way valve group. When the diaphragm pump is working normally, these solenoid valves are normally open, and the oil replenishment and drainage lines 5 perform normal oil replenishment or drainage operations. When the diaphragm damage monitoring device detects damage to the diaphragm in a certain chamber, the normally open solenoid valve 6 connected to the corresponding oil replenishment and drainage line 5 closes, isolating the line from the two-position two-way valve group.

[0023] Solenoid valve control logic: Normally open solenoid valve 6: When the diaphragm damage detection device sends an alarm signal, the normally open solenoid valve is triggered to close. If there are fewer than two alarms within 30 seconds, the normally open solenoid valve 6 is triggered to open; if there are two alarms within 30 seconds, the normally open solenoid valve 6 closes and self-locks. It will be triggered to open again when the main motor starts next time.

[0024] Normally closed solenoid valve 3: When the diaphragm damage detection device sends a fault signal, normally closed solenoid valve 3 is triggered to open and will be triggered to close when the main motor starts next time. Manual control function can be set.

[0025] Diaphragm damage detection device: Alarm: Alarm value 1000 (tentative) Alarm after 2 seconds.

[0026] A continuous alarm lasting 2 seconds counts as one alarm.

[0027] Fault: Fault value 5000 (tentative) Fault shutdown after 2 seconds delay.

[0028] If two alarms are triggered within 30 seconds, the vehicle will be forced to stop due to a malfunction.

[0029] Note: The diaphragm damage detection device and the normally open solenoid valve 6 and normally closed solenoid valve 3 must be controlled according to their respective diaphragm chambers.

[0030] It is understood that the above specific description of this utility model is only used to illustrate this utility model and is not limited to the technical solutions described in the embodiments of this utility model. Those skilled in the art should understand that modifications or equivalent substitutions can still be made to this utility model to achieve the same technical effect; as long as the use needs are met, they are all within the protection scope of this utility model.

Claims

1. A propulsion fluid anti-oil contamination control device, comprising a main oil tank, an auxiliary oil tank (4), and a diaphragm pump hydraulic end (1) with a diaphragm damage detection module, wherein the main oil tank is connected to the diaphragm pump hydraulic end (1) via a replenishment / drainage oil pipeline (5), characterized in that: A normally open solenoid valve (6) is provided between the main oil tank and the hydraulic end (1) of the diaphragm pump. The auxiliary oil tank (4) is connected to the hydraulic end (1) of the diaphragm pump through the drain pipe (2). A normally closed solenoid valve (3) is provided between the auxiliary oil tank (4) and the hydraulic end (1) of the diaphragm pump. Both the normally open solenoid valve (6) and the normally closed solenoid valve (3) are connected to the diaphragm damage detection module.

2. The propellant fluid anti-oil contamination control device according to claim 1, characterized in that: When the diaphragm damage detection module detects diaphragm damage, it sends a signal, the normally open solenoid valve (6) closes, and the normally closed solenoid valve (3) opens.

3. The propellant fluid anti-oil contamination control device according to claim 1, characterized in that: The hydraulic end (1) of the diaphragm pump includes a diaphragm pump chamber 1, a diaphragm pump chamber 2 and a diaphragm pump chamber 3. The diaphragm pump chamber 1, the diaphragm pump chamber 2 and the diaphragm pump chamber 3 are respectively connected to a normally closed solenoid valve (3) and a normally open solenoid valve (6).

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