Container-type engine unit

Abstract

The utility model provides a kind of container type engine set, including box, engine set, control cabinet, oil tank and heat dissipation structure, engine set cabin is arranged to the both sides of box along first direction, and control cabin is formed in middle area.Both engine set cabin is installed engine set inside, control cabinet is arranged in control cabin, oil tank is arranged in control cabin side face, and air duct and heat dissipation piece are respectively arranged in the both sides of box top, and gas of two sides engine set cabin is directed to discharge respectively. Through the layout structure of two sides engine set cabin and central control cabin, cooperate with the design of the both sides independent air duct of top, realize the compact arrangement and directional heat dissipation of equipment, with optimal cabin layout, improve space utilization, its independent heat dissipation air duct can effectively improve heat dissipation efficiency, avoid the interference of radiator heat dissipation and engine cabin heat dissipation each other.

Description

Technical Field

[0001] This utility model relates to the field of engine assembly technology, and in particular to a containerized engine assembly. Background Technology

[0002] A containerized engine unit is an industrial device that houses an engine unit within a customized container. It integrates power generation equipment, control system, heat dissipation system, and noise reduction structure, and is widely used in emergency power supply, mobile power stations, industrial sites, construction sites, disaster relief, and other scenarios.

[0003] Existing containerized engine units use standard container frames for their enclosures, with internal components such as the engine unit, electrical control cabinet, and fuel tank arranged according to functional zones. However, existing containerized engine units have low space utilization and dispersed component layout, resulting in large container volume and low transportation efficiency. Furthermore, due to the large container structure, existing containerized engine units mainly rely on top axial flow fans or side wall louvers for heat dissipation, but this leads to uneven airflow distribution and low heat dissipation efficiency.

[0004] Therefore, there is an urgent need for a containerized engine unit that, through a compact layout design, optimizes internal space and air duct design, improves heat dissipation, and achieves efficient heat removal from the engine compartment and control area. Utility Model Content

[0005] In view of the above problems, this utility model provides a container-type engine set, which improves heat dissipation by optimizing the internal space and air duct design through a compact layout design, thereby achieving efficient heat dissipation from the engine compartment and control area.

[0006] This utility model provides a containerized engine set, comprising:

[0007] The housing includes a first radiator compartment, a first engine compartment, a second engine compartment, and a second radiator compartment arranged sequentially along a first direction. A control compartment is provided between the first engine compartment and the second engine compartment. Engines are installed in both the first engine compartment and the second engine compartment.

[0008] A control cabinet, which is located inside a control compartment;

[0009] A fuel tank, which is disposed inside the container and located on the side of the control cabin;

[0010] A first heat sink and a second heat sink are provided. The first heat sink is disposed in a first radiator compartment, and the second heat sink is disposed in a second radiator compartment. The top of the first radiator compartment has a first air duct, and the top of the second radiator compartment has a second air duct. The first heat sink is used to discharge the gas in the first engine compartment through the first air duct, and the second heat sink is used to discharge the gas in the second engine compartment through the second air duct.

[0011] In one possible implementation, the housing is provided with partitions, and the first radiator compartment and the first engine compartment, the second engine compartment and the second radiator compartment, and the first engine compartment, the second engine compartment and the control compartment are all separated by partitions to form independent compartments, and ventilation holes are provided on the partitions to connect the adjacent compartments.

[0012] In one possible implementation, the enclosure is provided with a door, and the door is provided with sound-absorbing louvers.

[0013] In one possible implementation, the top plate of the enclosure is provided with an embedded muffler, the top of which is flush with the top plate of the enclosure or the top of which is located inside the top plate of the enclosure.

[0014] In one possible implementation, a reinforcing plate is provided on the outer wall of the housing.

[0015] In one possible implementation, the control cabin and the fuel tank are arranged in the container along a second direction.

[0016] In one possible implementation, the oil tank is a vertical oil tank, and a level gauge is provided on the side of the oil tank.

[0017] In one possible implementation, the housing is provided with a light-transmitting door panel on the side of the control compartment near the oil tank, and the observation surface of the level gauge faces the light-transmitting door panel.

[0018] In one possible implementation, the fuel tank is provided with a vent cap, the vent end of which extends outside the tank.

[0019] In one possible implementation, the fuel tank is provided with at least one fuel line interface, the fuel tank has a fuel line pipe, and the fuel line interface is connected to the fuel line pipe.

[0020] The containerized engine unit provided in this application embodiment, by setting up a layout structure with engine unit compartments on both sides and a central control compartment, and with the design of independent air ducts on both sides of the top, achieves compact equipment arrangement and directional heat dissipation. It has the advantages of optimizing the compartment layout and improving space utilization. Its independent heat dissipation air ducts can effectively improve heat dissipation efficiency and avoid mutual interference of heat from the two engine units. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a front view of an embodiment of the present utility model;

[0023] Figure 2 This is a top view of an embodiment of the present utility model;

[0024] Figure 3 This is a left view of an embodiment of the present utility model;

[0025] Figure 4 This is a right view of an embodiment of the present utility model;

[0026] Figure 5 This is a top view of the internal structure of an embodiment of the present utility model.

[0027] Explanation of reference numerals in the attached figures:

[0028] 10. Housing; 101. First engine compartment; 102. Second engine compartment; 103. Control compartment; 104. Fuel line interface; 105. Reinforcing plate; 106. Door; 107. Translucent door panel; 108. First radiator compartment; 109. Second radiator compartment;

[0029] 20. Engine assembly;

[0030] 30. Control cabinet;

[0031] 40. Oil tank; 401. Level gauge; 402. Vent cap; 403. Oil pipeline;

[0032] 50. First heat sink component;

[0033] 60. Second heat sink.

[0034] 70. Sound-absorbing louvers;

[0035] 80. Embedded silencer. Detailed Implementation

[0036] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0037] In related technologies, container engine sets typically use standard container frames for equipment layout, which results in low space utilization and scattered component layout in the internal functional area division.

[0038] Traditional solutions use direct-connect fans for cooling, but the poorly designed airflow path leads to heat buildup in the engine compartment and control area, affecting equipment operational stability. For example, when deploying mobile power stations in limited spaces, conventional containerized units are too large to meet transportation requirements, and insufficient heat dissipation in high-temperature environments causes frequent engine shutdowns.

[0039] In view of this, the present invention provides a containerized engine unit, including a container body, an engine unit, a control cabinet, a fuel tank, and a heat dissipation structure. The container body is arranged sequentially along a first direction, comprising a first radiator compartment, a first engine unit compartment, a second engine unit compartment, and a second radiator compartment, with a control compartment forming the central area. Engine units are installed in both engine unit compartments, and the control cabinet is located in the control compartment. The fuel tank is housed within the container body. Both the first and second radiator compartments are equipped with air ducts and heat dissipation components to directionally exhaust gases from the two engine unit compartments. By configuring the layout of the two engine unit compartments and the central control compartment, combined with the independent air duct design on both sides of the top, a compact equipment arrangement and directional heat dissipation are achieved. This optimizes the compartment layout, improves space utilization, and the independent heat dissipation air ducts effectively improve heat dissipation efficiency and prevent mutual heat interference between the two engine units.

[0040] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings. For ease of description and understanding, please refer to... Figure 1 The first direction is the length direction of the box, that is... Figure 5 The X direction is shown, and the second direction is the width direction of the box, i.e. Figure 1 Y direction shown.

[0041] Reference Figures 1-5This application discloses a container-type engine set 20, including a housing 10, a control cabinet 30, a fuel tank 40, a first heat sink 50, a second heat sink 60, a first radiator compartment 108, a second radiator compartment 109, and multiple engine sets 20. The first radiator compartment 108 has a first air duct, and the second radiator compartment 109 is provided with a second air duct.

[0042] The container 10 is a closed metal frame structure that carries the engine pack 20 and related equipment, and can be implemented by modifying a standard shipping container. The container 10 has a first engine pack compartment 101 and a second engine pack compartment 102 on both sides along the first direction, and a control compartment 103 is arranged between the first engine pack compartment 101 and the second engine pack compartment 102; the first engine pack 20 is arranged in both the first engine pack compartment 101 and the second engine pack compartment 102, and the control cabinet 30 and the fuel tank 40 are arranged in the control compartment 103.

[0043] The engine set 20 is a power unit that converts the chemical energy of fuel into electrical energy. Specifically, it can adopt a structure in which a diesel engine and a generator are coaxially connected and symmetrically arranged in the compartments on both sides of the housing 10.

[0044] The control cabinet 30 is a device that integrates electrical control components. Specifically, it can adopt a modular power distribution cabinet structure and be set in the middle area of ​​the enclosure 10 along the first direction for easy operation and maintenance.

[0045] The fuel tank 40 is a container for storing liquid fuel. The fuel tank 40 is located inside the tank body 10 and on the side of the control compartment 103.

[0046] The first heat sink 50 and the second heat sink 60 can be centrifugal fans or axial fans, respectively installed on the top of the first radiator compartment 108 and the second radiator compartment 109. The first heat sink 50 is used to discharge the gas in the first engine compartment 101 through the first air duct, and the second heat sink 60 is used to discharge the gas in the second engine compartment 102 through the second air duct, forming an independent airflow discharge channel.

[0047] Specifically, the interior space of the enclosure 10 is divided into five functional areas: engine packs 20 are symmetrically arranged in the engine compartments on both sides, the control cabinet 30 is installed in the middle control compartment 103, and two radiator compartments located in the engine compartments on both sides are used to dissipate heat from the corresponding engine compartments. The heat generated by the engine packs 20 during operation is discharged through the first radiator 50 and the second radiator 60 at the top. The first radiator 50 discharges the hot air from the first engine compartment 101 to the outside through the first air duct, and the second radiator 60 simultaneously discharges the hot air from the second engine compartment 102 through the second air duct. The heat generated by the equipment in the control compartment 103 is dissipated through the negative pressure effect of the engine compartments on both sides to form an auxiliary heat dissipation path.

[0048] Compared to related technologies, traditional solutions using a single heat dissipation channel lead to turbulent airflow. This solution achieves directional heat dissipation through an independent air duct design, preventing hot air recirculation. In the existing layout, control units are scattered in the corners of container 10. This solution centrally arranges the control cabinet 30 and fuel tank 40 in the middle of container 10, shortening the distance for cable and fuel line connections. Conventional containers do not have physically isolated engine compartments; this solution effectively controls the noise propagation range through compartment division.

[0049] Through the above technical solutions, this application achieves a zoned and centralized arrangement of the engine pack 20 and control equipment, optimizing the utilization rate of the internal space of the housing 10. An independent cooling duct system ensures that the heat from the engine packs 20 on both sides does not interfere with each other, improving cooling efficiency. The centrally located control compartment 103 shortens the connecting pipelines between equipment, reducing energy transmission loss. The physically isolated compartment structure effectively suppresses the outward diffusion of equipment operating noise.

[0050] This application further proposes that the housing 10 is provided with a partition, and the first radiator compartment 108 and the first engine compartment 101, the second engine compartment 102 and the second radiator compartment 109, and the first engine compartment 101, the second engine compartment 102 and the control compartment 103 are all separated by the partition to form independent compartments, and ventilation holes are opened on the partition for connecting adjacent compartments.

[0051] The partition is set inside the housing 10 to divide the functional areas. Specifically, it can be fixed by welding metal plates or bolting, so as to achieve independent layout between the radiator compartment, engine compartment and control compartment 103 through physical isolation.

[0052] The ventilation holes are located on the surface of the bulkhead and can be circular, square, or polygonal. The edges of the holes can be reinforced with anti-cut rolled edges and connected to adjacent compartments to form auxiliary airflow channels.

[0053] Specifically, the bulkhead divides the interior of the enclosure 10 into two radiator compartments, two engine compartments, and a control compartment 103, forming independent operating spaces. Ventilation holes on the bulkhead surface allow for gas exchange between adjacent compartments. Heat generated during engine operation can dissipate towards the radiator compartments through these ventilation holes, creating a directional airflow path in conjunction with the top air ducts. Cooling equipment installed within the radiator compartments accelerates the expulsion of hot air, preventing heat buildup in the enclosed space.

[0054] Compared to related technologies, traditional container engine sets 20 adopt an open layout, which makes it easy for heat to spread disorderly inside the container 10. This solution divides the space into independent compartments with partitions, which not only achieves equipment zoning management, but also creates auxiliary heat dissipation channels through ventilation holes, allowing hot air to flow along a preset path and avoiding the formation of localized high-temperature areas.

[0055] Through the above technical solution, this application solves the problem of low heat dissipation efficiency caused by the dispersed layout of traditional container engine units 20. While ensuring the independence of equipment zones, it uses the ventilation holes of the partition to form an auxiliary heat dissipation path, so that the heat transfer between the radiator compartment, engine compartment and control compartment 103 is controllable, and the airflow organization efficiency of the overall heat dissipation system is improved.

[0056] This application further proposes that the enclosure 10 is provided with an enclosure door 106, and the enclosure door 106 is provided with a sound-absorbing louver 70.

[0057] Among them, the sound-absorbing louver 70 is a ventilation structure with noise reduction function, which can be achieved by using a multi-layer blade structure filled with sound-absorbing material inside, and the blade tilt angle can be adjusted to adjust the airflow direction. The box door 106 is an openable closed door panel, which can be achieved by using a combination structure of metal frame and composite board, and a sealing strip can be installed on the edge of the door frame.

[0058] Specifically, the enclosure 10 has an openable door 106 installed on its side, and the surface of the door 106 integrates sound-absorbing louvers 70. The sound-absorbing louvers 70, installed on the surface of the door 106, have a multi-layered blade structure that allows airflow while absorbing sound wave energy generated during engine compartment operation through internal sound-absorbing materials. When the door 106 is closed, the sound-absorbing louvers 70 form a ventilation channel, allowing hot air generated in the engine compartment to be exhausted outwards through the gaps between the blades, while cool outside air enters the compartment through the gaps between adjacent blades. When the door 106 is opened, the sound-absorbing louvers 70 move synchronously with the door, forming an equipment maintenance passage.

[0059] Compared to related technologies, traditional container engine units 20 use ordinary louvers for ventilation on their side walls, which only have a single airflow exchange function and cannot suppress noise leakage. This solution integrates the sound-absorbing structure and louvers on the surface of the door 106, forming an acoustic barrier while maintaining ventilation efficiency, thus solving the layout redundancy problem caused by the separation of airflow channels and noise reduction structures in traditional solutions.

[0060] Through the above technical solutions, this application achieves effective noise isolation during the operation of the engine set 20, reduces sound pollution outside the housing 10, and at the same time reduces the number of openings on the side wall of the housing 10 through the door integrated design, thereby improving the structural strength and space utilization of the housing 10.

[0061] This application further proposes that the top plate of the enclosure 10 is provided with an embedded muffler 80, the top of which is flush with the top plate of the enclosure 10 or the top of which is located inside the top plate of the enclosure 10.

[0062] The embedded silencer 80 is a noise reduction device embedded in the internal structure of the top plate of the enclosure 10. Specifically, it can be implemented using a combination of porous sound-absorbing material and a metal shell structure, achieving noise attenuation by extending the internal sound wave reflection path. An installation space for the silencer is formed within the thickness range of the top plate.

[0063] Specifically, the embedded muffler 80 is integrated inside the top plate of the container 10, with the top surface of the muffler flush with or slightly lower than the inner surface of the top plate. The muffler contains multiple layers of sound-absorbing baffles, and the engine compartment exhaust pipe is connected to the muffler's air inlet. Exhaust gas is discharged after noise reduction through multiple expansion chambers inside the muffler. Because the muffler is embedded within the top plate structure, it avoids increasing the overall height of the container 10, facilitating container stacking and transportation.

[0064] Compared to related technologies, traditional container engine units 20 use external silencers, requiring separate installation of silencing equipment on the top or side of the container 10. This results in an increased volume of the container 10, compromises structural integrity, and hinders transportation. This solution integrates the silencer into the top plate interlayer, maintaining standard container dimensions while facilitating transportation and stacking.

[0065] Through the above technical solution, this application effectively reduces the outward transmission of exhaust noise during the operation of the engine set 20, while maintaining the compact structure of the housing 10, avoiding the increase in the height of the housing 10 due to the addition of silencing equipment, improving the passability during transportation. At the same time, the embedded design also makes the exhaust pipe layout shorter, reducing the heat retention time in the housing 10.

[0066] This application further proposes that a reinforcing plate 105 is provided on the outer side wall of the housing 10.

[0067] The reinforcing plate 105 is a metal sheet, specifically a corrugated plate, fixed to the outer wall of the housing 10 to improve the overall structural rigidity and resistance to deformation of the housing 10. Under transportation or external loads, the outer wall of the housing 10 is susceptible to compression or vibration. The reinforcing plate 105 disperses stress through local reinforcement, preventing plastic deformation or weld cracking of the housing 10 structure.

[0068] Specifically, the reinforcing plates 105 on the outer side wall of the enclosure 10 are distributed at intervals along the length of the enclosure 10. For example, multiple longitudinal reinforcing plates 105 are provided at the four corners and the middle of the side wall of the enclosure 10, while transverse reinforcing plates 105 are provided at the top and bottom edges. The reinforcing plates 105 are welded to the frame of the enclosure 10 to form a continuous support structure. When the enclosure 10 is subjected to external impact or long-term vibration, the stress is transferred to the main frame of the enclosure 10 through the reinforcing plates 105, preventing local dents or twisting of the side wall.

[0069] Compared to related technologies, traditional container engine sets 20 and their housing 10 rely solely on a standard frame structure without additional reinforcement on the side walls. This makes them prone to side wall deformation during long-distance transport or under complex operating conditions, potentially leading to misalignment of internal equipment mounting positions or seal failure. This solution addresses this by adding reinforcing plates 105 to the side walls, forming a distributed support network that enhances the bending and torsional resistance of the housing 10 while avoiding the significant weight increase caused by overall thickening of the side wall steel plates.

[0070] Through the above technical solutions, this application effectively improves the structural stability of the housing 10, reduces the risk of deformation caused by bumps or squeezing during transportation, extends the service life of the equipment, and at the same time keeps the internal space utilization of the housing 10 unaffected, ensuring the accuracy of the heat dissipation duct layout and the equipment installation position.

[0071] This application further proposes that the control compartment 103 and the fuel tank 40 are arranged in the container 10 along the second direction.

[0072] Specifically, the middle of the enclosure 10 is divided into two areas along the second direction. The control cabinet 30 is fixedly installed in one area, and the oil tank 40 is fixedly installed in the other area. An operating passage is maintained between the control cabinet 30 and the oil tank 40 to facilitate maintenance personnel to inspect the electrical control system or monitor the oil level in the oil tank 40. The cable interface of the control cabinet 30 faces the operating passage, and the oil circuit interface 104 of the oil tank 40 faces the outside of the enclosure 10. The functional areas of the two do not overlap.

[0073] Compared with related technologies, the control cabinet 30 and fuel tank 40 of the traditional container engine unit 20 are mostly concentrated in the middle of the control compartment 103, resulting in crowded operating space and potential safety hazards due to contact between electrical equipment and fuel containers. This solution, by distributing them on both sides along the second direction, avoids the impact of heat dissipation from the control cabinet 30 on the temperature of the fuel tank 40, and also shortens the routing distance of cables and fuel pipes.

[0074] Through the above technical solutions, this application effectively improves the utilization rate of the internal space of the control compartment 103, reduces the risk of interference between the electrical system and the fuel system, and provides clear functional zoning and operation flow for daily maintenance operations.

[0075] This application further proposes that the oil tank 40 is a vertical oil tank 40, and a level gauge 401 is provided on the side of the oil tank 40.

[0076] Among them, the vertical oil tank 40 is a vertically installed oil storage container, which can be a cuboid or cylindrical structure and is fixed in the control compartment 103 by bottom support, thereby reducing the horizontal space occupation and increasing the oil storage capacity.

[0077] The level gauge 401 is used to monitor the fuel level in the fuel tank 40 and is installed on the side of the fuel tank 40.

[0078] Specifically, the vertical fuel tank 40 and the control cabinet 30 in the control compartment 103 are positioned on opposite sides along the second direction. Their vertical layout is adapted to the internal height space of the container, avoiding interference with the cooling air duct of the engine unit 20. The level gauge 401 is located on the side of the fuel tank 40, making it convenient for staff to observe the fuel level in the vertical fuel tank 40.

[0079] Compared to related technologies, traditional container engine units 20 use a horizontally arranged fuel tank 40 at the bottom of the compartment, occupying a large amount of horizontal space and resulting in a loose layout between the control compartment 103 and the equipment compartment. This solution, however, uses a vertical installation of the fuel tank 40, allowing the fuel tank 40 and control cabinet 30 to form a compact left-right distribution, improving space utilization. In related technologies, observing the level gauge 401 requires disassembling the hatch or using tools to read the data. This solution integrates the level gauge 401 into the side of the fuel tank 40, combined with the design of the light-transmitting door panel 107, to achieve contactless fuel level monitoring.

[0080] Through the above technical solution, this application solves the problem of wasted internal space caused by the loose layout of the fuel tank 40 in the traditional container engine unit 20. The liquid level in the fuel tank 40 can be quickly observed through the liquid level gauge 401.

[0081] This application further proposes that the containerized engine unit 20, the container 10 is located on the side of the control compartment 103 near the fuel tank 40 and is provided with a light-transmitting door panel 107, and the observation surface of the level gauge 401 faces the light-transmitting door panel 107.

[0082] Among them, the light-transmitting door panel 107 is a door panel structure with light-transmitting properties. Specifically, it can be made of transparent or semi-transparent materials such as tempered glass, polycarbonate board or acrylic board. Its function is to allow external light to penetrate and directly observe the status of the liquid level gauge 401 on the top of the oil tank 40.

[0083] The observation surface of the level gauge 401 faces the light-transmitting door panel 107, so that the display area of ​​the level gauge 401 and the light-transmitting door panel 107 form a corresponding viewing angle, allowing the operator to read the oil tank 40 level information directly from the outside without opening the door panel.

[0084] Specifically, after installing a light-transmitting door panel 107 on the side of the control compartment 103 near the oil tank 40, the observation surface of the level gauge 401 is exposed to the external visual range through the light-transmitting door panel 107. For example, the installation height of the light-transmitting door panel 107 can be aligned with the installation height of the level gauge 401, and the size of the light-transmitting door panel 107 can cover the display area of ​​the level gauge 401. Thus, during maintenance or inspection, operators only need to use the light-transmitting door panel 107 to complete real-time monitoring of the liquid level data without frequently opening the door panel.

[0085] Compared to related technologies, the level gauge 401 of a traditional container engine unit 20 is usually located in a closed compartment, requiring the hatch to be opened for inspection, which leads to heat loss or the entry of external dust. This solution, however, uses a light-transmitting door panel 107 in conjunction with the observation surface of the level gauge 401, avoiding the negative impacts of frequent door openings while ensuring efficient visualization of level data.

[0086] Through the above technical solution, this application realizes rapid, non-contact reading of the liquid level information of the oil tank 40, reduces the damage to the sealing of the control compartment 103 caused by operation steps, and at the same time reduces the heat dissipation efficiency loss and safety hazards caused by repeated opening of the door panel, and improves the convenience of equipment maintenance and operational stability.

[0087] This application further proposes that a vent cap 402 is provided on the fuel tank 40, and the vent end of the vent cap 402 extends outside the tank body 10.

[0088] The vent cap 402 is used to balance the internal and external pressure of the oil tank 40. The vent end of the vent cap 402 extends to the outside of the tank body 10 to prevent high-temperature gas from entering the inside of the tank body 10.

[0089] Specifically, by setting the vent cap 402, the pressure inside and outside the fuel tank 40 can be balanced, the volatile fuel vapor can be directed to the external treatment system, and the adverse effects of high temperature gas on the internal heat dissipation environment of the tank 10 can be effectively isolated. This not only ensures the structural safety of the fuel tank 40, but also improves the heat dissipation effect.

[0090] This application further proposes that the housing 10 is provided with an oil passage interface 104 communicating with the oil tank 40, and the oil tank 40 has an oil passage pipe 403, with the oil passage interface 104 connected to the oil passage pipe 403. Specifically, the oil passage pipe 403 includes, but is not limited to, an oil inlet pipe, an oil outlet pipe, and an overflow pipe, and three oil passage interfaces 104 are provided accordingly, with the three oil passage interfaces 104 respectively connected to the oil inlet pipe, the oil outlet pipe, and the overflow pipe.

[0091] The fuel inlet pipe is used to replenish fuel into the fuel tank 40. It can be a metal pipe with a quick-connect coupling, and the corresponding fuel line interface 104 facilitates refueling by external tanker trucks, preventing fuel leakage and contamination of other equipment during operations inside the tank. The fuel drain pipe is used to drain sediment or waste oil from the bottom of the fuel tank 40. It can be a metal pipe with a shut-off valve at the bottom, and the corresponding fuel line interface 104 allows for direct connection to a waste oil recovery device, reducing the space occupied by the control compartment 103 during maintenance. The overflow pipe prevents fuel from overflowing when the fuel tank 40 is overfilled. It can be a metal pipe with a top elbow structure, and the corresponding fuel line interface 104 directs overflowing fuel to a ground collection device, preventing fuel accumulation inside the tank 10 and potential safety hazards.

[0092] Specifically, the inlet, outlet, and overflow pipes maintain independent routes through their corresponding oil line interfaces 104. By centrally arranging the pipelines within the fuel tank 40, fuel filling, waste oil discharge, and overflow management operations are all completed outside the tank 10, avoiding interference between the oil line interfaces 104 and other equipment due to insufficient operating space. Simultaneously, the pipeline design reduces the complexity of the internal piping layout of the control compartment 103, allowing for a reduction in the installation distance between the fuel tank 40 and the control cabinet 30, thereby optimizing the space utilization of the control compartment 103.

[0093] Compared to related technologies, the fuel tank 40 piping of traditional container engine sets 20 is usually located inside the container body 10. Refueling or maintenance requires opening the container door 106 and entering the control compartment 103, which not only occupies internal space but also poses a risk of fuel leakage contaminating the electrical control equipment. This solution, by placing the fuel inlet, outlet, and overflow pipes externally, allows fuel management operations to be performed entirely outside the container body 10. This avoids intrusion into the enclosed space of the control compartment 103 and simplifies the piping maintenance process.

[0094] Through the above technical solutions, this application achieves an integrated pipeline layout for fuel replenishment, discharge, and overflow functions, as well as external operation of the fuel supply system. This reduces the cross-layout of internal pipelines in the housing 10 and minimizes the space occupied by the fuel system, resulting in a more compact and rational space allocation for the control compartment 103. Simultaneously, the external standardized interface design reduces the difficulty of fuel line connection operations, allowing maintenance personnel to complete refueling, draining, and overflow emergency handling without entering the housing 10. This significantly improves equipment maintenance efficiency and reduces the safety risks caused by fuel leaks, preventing fuel leaks from contaminating the internal equipment of the housing 10 during maintenance.

[0095] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0096] It should be noted that the embodiments referred to in the specification, such as "one embodiment," "embodiment," "exemplary embodiment," and "some embodiments," may include specific features, structures, or characteristics, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0097] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0098] It should be readily understood that the terms “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0099] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A containerized engine set, characterized in that, include: The housing includes a first radiator compartment, a first engine compartment, a second engine compartment, and a second radiator compartment arranged sequentially along a first direction. A control compartment is provided between the first engine compartment and the second engine compartment. Engines are installed in both the first engine compartment and the second engine compartment. A control cabinet, which is located inside a control compartment; A fuel tank, which is disposed inside the container and located on the side of the control cabin; A first heat sink and a second heat sink are provided. The first heat sink is disposed in a first radiator compartment, and the second heat sink is disposed in a second radiator compartment. The top of the first radiator compartment has a first air duct, and the top of the second radiator compartment has a second air duct. The first heat sink is used to discharge the gas in the first engine compartment through the first air duct, and the second heat sink is used to discharge the gas in the second engine compartment through the second air duct.

2. The containerized engine set according to claim 1, characterized in that, The enclosure is equipped with partitions, which separate the first radiator compartment and the first engine compartment, the second engine compartment and the second radiator compartment, and the first engine compartment, the second engine compartment and the control compartment into independent compartments. The partitions have ventilation holes for connecting the adjacent compartments.

3. The containerized engine set according to claim 1, characterized in that, The enclosure is equipped with a door, and the door is equipped with sound-absorbing louvers.

4. The containerized engine set according to claim 3, characterized in that, The top plate of the enclosure is equipped with an embedded muffler, the top of which is flush with the top plate of the enclosure or located inside the top plate of the enclosure.

5. The containerized engine set according to claim 1, characterized in that, The outer wall of the box is equipped with a reinforcing plate.

6. The containerized engine set according to claim 1, characterized in that, The control cabin and the fuel tank are arranged in the container along the second direction.

7. The containerized engine pack according to any one of claims 1-6, characterized in that, The oil tank is a vertical oil tank, and a level gauge is installed on the side of the oil tank.

8. The containerized engine pack according to claim 7, characterized in that, The housing is located on the side of the control compartment near the oil tank and is equipped with a light-transmitting door panel, with the observation surface of the level gauge facing the light-transmitting door panel.

9. The containerized engine set according to claim 7, characterized in that, The fuel tank is equipped with a vent cap, and the vent end of the vent cap extends outside the tank.

10. The containerized engine pack according to claim 7, characterized in that, The oil tank is provided with at least one oil line interface, and the oil tank has an oil line pipeline, with the oil line interface connected to the oil line pipeline.

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