CN210719714U - Combustion test bench - Google Patents

Abstract

The utility model discloses a combustion test rack, combustion test rack includes burner, fuel supply system, air supply system and discharge system, burner is used for burning fuel and air and can generates the flue gas, fuel supply system and burner fluid intercommunication, fuel supply system includes first control assembly, first control assembly is used for controlling fuel flow and pressure, air supply system and burner fluid intercommunication, air supply system includes the second control assembly, the second control assembly is used for controlling the flow and the pressure of air, discharge system is used for discharging the flue gas. According to the utility model discloses a burning test bench, fuel and air atomizing are lighted and are generated the flue gas in burner, and fuel flow and pressure can be controlled to first control assembly, and the flow and the pressure of air can be controlled to the second control assembly, and the state of flue gas is adjusted in the combination, and the simulation is in different fuel and air under different environment and the operating mode to the operating mode of the flue gas that the initiative adjustment generated.

Description

Combustion test bench

Technical Field

The utility model belongs to the technical field of the burning test, specifically relate to a burning test rack.

Background

The marine diesel engine is used as a marine main engine, and is a marine fuel consumption source and a marine power supply source. The related technology of diesel engine waste heat power generation is one of key technologies for reducing the EEDI index (new ship energy efficiency design index) of a ship and realizing energy conservation and emission reduction. The existing technologies applied to the waste heat recovery power generation of the marine main engine mainly comprise a power turbine power generation technology, a steam Rankine cycle power generation technology and the like.

The application of the power turbine power generation technology is mainly based on a large amount of smoke generated by a ship main engine (mainly a marine diesel engine) in the running process, and the smoke is utilized to do work so as to convert kinetic energy and heat energy into mechanical energy and further convert the mechanical energy into electric energy through a motor. However, the change of the sea state can cause the change of the working condition of the main engine, and the temperature and the pressure of the flue gas at the inlet of the power turbine often change more frequently. However, if a marine diesel engine is used to repeatedly simulate the alternating working condition in a land test, the economy is poor, the safety is not high, and the effect of changing the smoke state by changing the working environment of the marine diesel engine is not ideal because various external environments on the sea are not available on the land.

Therefore, it is desirable to provide a combustion test stand that at least partially solves the above technical problems.

SUMMERY OF THE UTILITY MODEL

In the summary section a series of concepts in a simplified form is introduced, which will be described in further detail in the detailed description section. The inventive content does not imply any attempt to define the essential features and essential features of the claimed solution, nor is it implied to be intended to define the scope of the claimed solution.

In order to solve above-mentioned problem partially at least, the utility model discloses a combustion test bench, combustion test bench includes:

a combustion device for combusting fuel oil and air and capable of generating flue gas;

a fuel supply system in fluid communication with the combustion device for delivering the fuel to the combustion device, the fuel supply system including a first control assembly for controlling the flow and pressure of the fuel;

an air supply system in fluid communication with the combustion device for delivering the air to the combustion device, the air supply system including a second control assembly for controlling the flow and pressure of the air; and

an exhaust system for exhausting the flue gas.

According to the utility model discloses a burning test bench, fuel and air atomizing are lighted and are generated the flue gas in burner, do not rely on marine diesel engine and external environment, and fuel flow and pressure can be controlled to first control assembly, and the flow and the pressure of air can be controlled to the second control assembly to the state of flue gas is adjusted in the combination, and direct simulation is in different fuel and air under different environment and the operating mode, can the operating mode of the flue gas that the initiative adjustment generated.

Optionally, the fuel supply system further comprises a tank for storing the fuel, and the first control assembly comprises:

at least one fuel flow control disposed on the fuel path for controlling the flow of the fuel; and

at least one fuel pressure control member disposed on the fuel line for controlling the pressure of the fuel.

Therefore, the flow and the pressure of the fuel can be comprehensively regulated.

Optionally, the at least one fuel flow control member and the at least one fuel pressure control member are alternately disposed along the flow path of the fuel. Therefore, the flow rate and the pressure of the fuel can be more accurately and comprehensively regulated.

Optionally, the first control assembly further comprises:

the flow meter is arranged at the tail end of the oil way, and an oil nozzle positioned in the combustion device is arranged at the downstream of the flow meter; and

a solenoid valve disposed upstream of the flow meter, the fuel flowing to the fuel injector via the flow meter when the solenoid valve is open.

Thereby can synthesize pressure and the flow of adjusting fuel and realize the fuel flow to burner of multiple different operating modes to make burner can burn the fuel of multiple operating mode, and then can test multiple operating mode.

Optionally, the first control assembly further comprises a check valve disposed between the solenoid valve and the fuel tank and disposed in parallel with the fuel flow control member and the fuel pressure control member, the fuel flowing back to the fuel tank via the check valve when the solenoid valve is closed. Therefore, the fuel oil can flow back, and the oil way is prevented from being decompressed, so that the test is disordered.

Optionally, the first control assembly further comprises at least one pressure gauge disposed between the fuel flow control and the fuel pressure control. The pressure of the fuel can thus be accurately monitored.

Optionally, the air supply system further comprises an air tank for storing the air, the second control assembly comprising:

an air pressure control arranged downstream of the air bottle for controlling the pressure of the air; and

an air flow control disposed downstream of the air pressure control for controlling a flow of the air.

Thereby, the pressure and flow rate of the air can be adjusted in a combined manner.

Optionally, the air supply system further comprises a compressor arranged upstream of the air bottle for compressing the air. This makes it possible to supply high-pressure air to the combustion device.

Optionally, the system further comprises a security system, wherein the security system comprises:

the fuel monitoring assembly is arranged on a fuel pipeline to monitor the pressure of the fuel; and

a flame detector disposed inside the combustion device to detect a condition of flame combustion inside the combustion device.

Therefore, the fuel oil monitoring assembly can timely adjust the pressure of fuel oil, and the flame detector can feed back the condition of flame combustion inside the combustion device in real time.

Optionally, the flue gas purification device further comprises a control system, the first control assembly and the second control assembly are connected with the control system, and the control system controls the first control assembly and the second control assembly to adjust according to the flow, the temperature and/or the pressure of the flue gas. Thereby enabling the integrated adjustment of the first control assembly and the second control assembly.

Drawings

The following drawings of the embodiments of the present invention are provided as a part of the present invention for understanding the present invention. There are shown in the drawings, embodiments and descriptions thereof, which are used to explain the principles of the invention. In the drawings, there is shown in the drawings,

fig. 1 is a schematic structural view of a combustion test stand according to a preferred embodiment of the present invention.

Description of reference numerals:

1: an oil tank 2: filter device

3: and (4) ball valve: fuel pump

5: the first pressure gauge 6: stop valve

7: check valve 8: second pressure gauge

9: first pressure reducing valve 10: low-pressure alarm switch

11: electromagnetic valve 12: high-pressure alarm switch

13: the proportional valve 14: flow meter

15: fuel and ignition control cabinet 16: ignition rod

17: the flame detector 18: burner with a burner head

19: flow valve 20: second pressure reducing valve

21: air tank 22: compressor with a compressor housing having a plurality of compressor blades

23: the discharge valve 24: fuel injection nozzle

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that embodiments of the invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in order to avoid obscuring embodiments of the present invention.

In the following description, a detailed structure will be presented for a thorough understanding of embodiments of the invention. It is apparent that the implementation of the embodiments of the present invention is not limited to the specific details familiar to those skilled in the art.

The utility model provides a combustion test bench, combustion test bench can simulate the operation of host computer. For example, the combustion test bench can simulate the operation of a marine diesel engine to generate high-temperature and high-pressure smoke during working so as to be used for marine power turbine tests.

Fig. 1 schematically shows a structural view of a combustion test stand according to a preferred embodiment of the present invention. Specifically, the combustion test rig includes a combustion device, a fuel supply system, an air supply system, and an exhaust system. The fuel supply system is in fluid communication with the combustion device for delivering fuel to the combustion device. An air supply system is in fluid communication with the combustion device for delivering air to the combustion device. The combustion device is used for combusting fuel oil and air, and the fuel oil and the air are combusted in the combustion device and can generate smoke. An exhaust system is in fluid communication with the combustion device for exhausting flue gas from the combustion device.

The fuel supply system will be described below.

The fuel supply system may comprise a fuel tank 1, the fuel tank 1 being adapted to store fuel. The fuel oil can be diesel oil so as to be more suitable for the running condition of the marine diesel engine. In order to improve the fuel quality, a filter 2 may be arranged downstream of the fuel tank 1, the filter 2 being in fluid communication with the fuel tank 1 for filtering impurities from the fuel. Downstream of the filter 2, a ball valve 3 may be provided, the ball valve 3 being in fluid communication with the filter 2. The ball valve 3 can cut, distribute and change the flow direction of fuel in the oil circuit, can rotate 90 degrees and can be closed tightly by using a small rotating torque.

In order to control the pressure and flow of fuel delivered in the fuel supply system, and thereby more accurately simulate the situation in which a diesel engine is operated at sea, the fuel supply system comprises a first control assembly for controlling the flow and pressure of the fuel.

The first control assembly includes at least one fuel pressure control member, and at least one fuel flow control member is disposed in the fuel path for controlling the pressure of the fuel. For example, the at least one fuel pressure control member includes a fuel pump 4, the fuel pump 4 being disposed downstream of the ball valve 3 and in fluid communication with the ball valve 3. In this way, the fuel pump 4 can exert pressure on the fuel, thereby filling the conduits of the oil circuit and creating a back pressure. Therefore, different working conditions encountered when the diesel engine is operated on the sea and fuel is conveyed can be simulated. For example, it is possible to simulate a pressure applied against the direction of movement due to obstruction by an obstacle or a sharp bend when the fuel flows along the fuel flow path in the oil passage.

In order to enable monitoring of the pressure value of the fuel in the oil circuit, the first control assembly further comprises at least one pressure gauge, the first pressure gauge 5 being arranged at the outlet of the fuel pump 4 so as to accurately display the pressure of the fuel discharged from the fuel pump and thus enable a more accurate regulation of the pressure of the fuel.

Further, in order to more accurately regulate the flow of fuel, the first control assembly includes at least one fuel flow control member disposed on the fuel path for controlling the flow of fuel. For example, the at least one fuel flow control member includes a shut-off valve 6, the shut-off valve 6 being disposed downstream of the fuel pump 4 and in fluid communication with the fuel pump 4. The shut-off valve 6 can regulate the flow rate of the fuel so that the flow rate of the fuel, which has been regulated to the first predetermined pressure, can be regulated to the first predetermined flow rate. The "predetermined pressure" in the present embodiment is not a fixed pressure value, but a pressure value that can be adjusted according to actual conditions. The "predetermined flow rate" in the present embodiment is not a fixed flow rate value, but a flow rate value that can be adjusted according to actual conditions.

Of course, the positions of the fuel flow control member and the fuel pressure control member may be reversed, for example, the fuel pressure control member may be located downstream of the fuel flow control member with fuel passing first through the fuel flow control member and then through the fuel pressure control member. Thus, the fuel flow control member may first adjust the flow of fuel to a first predetermined flow and the fuel pressure control member may then adjust the pressure of the fuel adjusted to the first predetermined flow to a first predetermined pressure. In this way, the fuel flow control member and the fuel pressure control member can be flexibly arranged according to the actual arrangement condition.

The at least one fuel pressure control member may further comprise a first pressure reducing valve 9, the first pressure reducing valve 9 being arranged downstream of the shut-off valve 6 and in fluid communication with the shut-off valve 6. The first pressure reducing valve 9 can regulate the pressure of the fuel in the oil passage again. In order to make the first pressure reducing valve 9 adjust the fuel pressure more accurately, a second pressure gauge 8 may be provided between the shut-off valve 6 (i.e. as an embodiment of the fuel flow control member) and the first pressure reducing valve 9 (i.e. as an embodiment of the fuel pressure control member) to indicate the pressure of the fuel flowing into the first pressure reducing valve 9, so that the first pressure reducing valve 9 can adjust the pressure of the fuel to a second predetermined pressure. Of course, the first predetermined pressure and the second predetermined pressure may be the same or different, so as to flexibly control the pressure of the fuel.

In order to prevent that the pressure value of the fuel oil after being adjusted by the first pressure reducing valve 9 is too low, the combustion test stand further comprises a security system, the security system comprises a fuel oil monitoring assembly, and the fuel oil monitoring assembly is arranged on the fuel oil way to monitor the pressure of the fuel oil, so that the safety of the fuel oil way is ensured. For example, the fuel monitoring assembly comprises a low-pressure alarm switch 10, the low-pressure alarm switch 10 being arranged downstream of the first pressure reducing valve 9, the low-pressure alarm switch 10 being able to detect the pressure of the fuel in the oil circuit. If the pressure value of the fuel adjusted to the second predetermined pressure is too low, the low-pressure alarm switch 10 will alarm to indicate that the pressure of the fuel needs to be increased, so as to ensure the pressure value of the fuel in the oil path.

Further, the first control assembly further comprises a flow meter 14 and a solenoid valve 11, wherein the flow meter 14 is arranged at the tail end of the oil circuit, an oil nozzle 24 positioned inside the combustion device is arranged at the downstream of the flow meter 14, and the oil nozzle 24 can atomize and spray the fuel oil. The flow meter 14 can thus monitor the flow of fuel into the injection nozzle 24 more accurately. The solenoid valve 11 is arranged upstream of the flow meter 14, the solenoid valve 11 being able to regulate the direction, flow rate and speed of the flow of fuel. In this way, the solenoid valve 11 can adjust the flow rate of the fuel adjusted to the second predetermined pressure to the second flow rate.

Thus, when the solenoid valve 11 is open, fuel flows via the flow meter 14 to the fuel injector 24, optionally the pressure of the fuel has been regulated to a second predetermined pressure and the flow of fuel has been regulated to a second flow. Thereby can synthesize the fuel pressure of adjusting fuel and flow and realize the fuel flow to fuel sprayer 24 of multiple different operating mode from this to make burner can burn the fuel of multiple operating mode, and then can test multiple operating mode.

The fuel monitoring assembly comprises a high pressure alarm switch 12, the high pressure alarm switch 12 being arranged downstream of the solenoid valve 11. The high pressure alarm switch 12 can detect the pressure of the fuel in the oil path, and if the pressure value of the fuel flowing out of the electromagnetic valve 11 is too high, the high pressure alarm switch 12 can give an alarm to prompt that the pressure of the fuel needs to be reduced, so that the pressure value of the fuel in the oil path is ensured.

Still further, the first control assembly also comprises a check valve 7, which check valve 7 may be arranged between the solenoid valve 11 and the fuel tank 1 and is arranged in parallel with the shut-off valve 6 (as an embodiment of a fuel flow control) and the fuel pump 4 (as an embodiment of a fuel pressure control). When the solenoid valve 11 is closed, fuel can flow back to the fuel tank 1 via the check valve 7. Therefore, the fuel oil can flow back, and the oil way is prevented from being decompressed, so that the test is disordered.

Further, the fuel pump 4 and the solenoid valve 11 are integrally provided in the oil passage, so that the oil passage can be preliminarily set up with back pressure, thereby enabling the oil passage to be preliminarily stabilized in a stable pressure state, thereby reducing pressure fluctuation of the fuel. Further, since the fuel can flow back into the fuel tank 1 through the check valve 7, the second pressure gauge 8 may also be located between the check valve 7 and the first pressure reducing valve 9 to more accurately reflect the pressure of the fuel flowing into the first pressure reducing valve 9.

The fuel pump 4, the shut-off valve 6, the first pressure reducing valve 9 and the solenoid valve 11 can be arranged alternately along the flow path of the fuel, i.e. at least one fuel flow control member and at least one fuel pressure control member are arranged alternately along the flow path of the fuel, so that the pressure and the flow of the fuel can be adjusted in combination.

The air supply system is described below.

The air supply system includes a compressor 22, and the compressor 22 is used to compress air to raise the pressure of the air. An air tank 21 is provided downstream of the compressor 22, and the air tank 21 stores air. Thus, the air supply system can continuously and stably convey the pressurized air into the combustion device, and the combustion device can generate high-temperature and high-pressure flue gas.

The air supply system also includes a second control assembly for controlling the flow and pressure of the air. In particular, the second control assembly comprises an air pressure control, which may optionally be configured as a pressure reducing valve, the second pressure reducing valve 20 being arranged downstream of the air tank 21 and in fluid communication with the air tank 21 to control the pressure of the air. The second pressure reducing valve 20 may adjust the pressure of the compressed air to adjust the pressure of the air to a first predetermined pressure. Therefore, the pressure of air entering the combustion device for combustion can be changed, and the test range is expanded.

The second control assembly further comprises an air flow control, optionally configured as a flow valve 19, the flow valve 19 being arranged downstream of the second pressure reducing valve 20 and in fluid communication with the second pressure reducing valve 20 to control the flow of air. The flow valve 19 may adjust the flow rate of the air adjusted to the first predetermined pressure, thereby adjusting the flow rate of the air to the first predetermined flow rate. Therefore, the flow of air entering the combustion device for combustion can be changed, and the test range is expanded.

Preferably, the combustion test rig may further comprise a control system, the first control assembly may further comprise a proportional valve 13, and the proportional valve 13 may be arranged between the fuel injector 24 and the solenoid valve 11. The proportional valve 13 may be connected to a control system, which may also be connected to a second control assembly, such as a second pressure reducing valve 20 and a flow valve 19. The control system can thus control the proportional valve 13 to regulate the flow of fuel and thus the proportion of fuel and air injected into the combustion device for combustion, according to the flow and/or pressure of the air.

The existing method adopts normal-temperature high-pressure compressed air to enter a turbine to cause icing at the outlet of the turbine, and the normal-temperature low-pressure compressed air can not meet the requirement of the turbine on power input. The existing hot air blower is generally composed of a blower and heating equipment simply, smoke which is similar to smoke generated after a diesel engine works cannot be provided, and although air with higher temperature can be provided, the pressure cannot be increased more, and is generally only slightly higher than the ordinary atmospheric pressure. The utility model discloses a combustion test rack can produce high temperature highly-compressed air, overcomes compressed air and flue gas structure and constitutes the great problem that differs.

The combustion device may include a burner 18 and an ignition bar 16, with conventional burners being most commonly used in boilers, feedwater, etc. systems and being primarily land based. The direct adoption of traditional boiler or burner is not suitable for the simulation of complex working conditions in the test chamber because the working conditions can only fluctuate around the rated working conditions of the equipment, and the outlet pressure of the publicly sold burner or boiler is low. The utility model discloses a combustor 18 has overcome the great and operating mode fixed and other defects of volume of traditional combustor, can simulate the flue gas operating mode of large-scale marine diesel engine at marine output.

The control system may include a fuel and ignition control cabinet 15, and the fuel and ignition control cabinet 15 may control the flow valve 19 to adjust to control the amount of air supplied. The fuel injector is located inside the combustion device and fuel at a regulated pressure and flow is injected into the burner 18 via the fuel injector 24, the fuel injector 24 being capable of atomizing the fuel at a predetermined pressure. Air with regulated pressure and flow is also injected into the burner 18, the atomized fuel is mixed with the compressed air, and the fuel and ignition control cabinet 15 can control the ignition rod 16 to ignite, so that the atomized fuel and air are ignited. The fuel supply system and the air supply system can continuously supply fuel and air to ensure combustion of the flame.

The security system further comprises a flame detector 17, the flame detector 17 being arranged inside the combustion device to detect a condition of combustion of the flame inside the combustion device. Preferably, the flame detector 17 is configured as a sensor that can determine the flame combustion condition based on the ultraviolet intensity, thereby detecting whether the flame is sufficiently combusted.

The control system can be connected with the flame detector 17, so that the fuel and the ignition control cabinet 15 can be controlled according to the feedback condition of the flame detector 17, and the ignition of the ignition rod 16 can be controlled. The control system may also be connected to both the first control assembly and the second control assembly so that the control system can control the first control assembly and the second control assembly to adjust based on feedback from the flame detector 17. For example, the control system can adjust the opening degrees of the fuel pump 4, the stop valve 6, the first pressure reducing valve 9, the electromagnetic valve 11 and the proportional valve 13, thereby adjusting the pressure and the flow rate of the fuel; and the control system may adjust the opening of the second pressure reducing valve 20 and the flow valve 19 to adjust the pressure and flow of air. Thus, the safety assembly can ensure the stability of the oil path in the oil injection process, and simultaneously cut off the oil path supply immediately when the ignition fails and the flame state is abnormal.

Further, the exhaust system comprises an exhaust valve 23, and the exhaust valve 23 is used for exhausting flue gas generated by combustion in the combustor 18, and the flue gas can be consistent with the flue gas characteristics of the marine diesel engine, so that the flue gas can be used by subsequent equipment to be tested. The change of the flow and the pressure of fuel and air can stably provide the flue gas of multiple different working conditions, and can adjust the flow, the temperature and the pressure of the flue gas at any time as required, and can adopt the mode of variable working condition output to output the flue gas to the power turbine unit under test in order to inspect the performance and the characteristic curve of the power turbine unit under test. The pressure range of the flue gas discharged by the discharge valve 23 is 1 bar-8 bar, the temperature of the flue gas is 200-800 ℃, and the flow rate of the flue gas is 0.1 kg/s-1.6 kg/s.

The control system may be connected to the exhaust valve 23 so that the control system can control the first and second control assemblies to regulate, and thus control the pressure and flow of fuel and the pressure and flow of air, based on the flow, temperature and/or pressure of the flue gas. Therefore, the combustion test bench can simulate the smoke working conditions of various diesel engines and can automatically adjust the smoke supply mode. The combustion test bed can also adjust the flow and pressure of fuel oil and air according to the characteristics of the high-temperature and high-pressure flue gas state requirement, differentiation and fluctuation, required by the power turbine unit to be tested. Therefore, the flue gas can be comprehensively regulated within a large pressure range, the temperature of the flue gas can be regulated within a large range on the basis of regulating the flue gas within the large pressure range, and the flow of the flue gas can be regulated within a large range on the basis of regulating the flue gas within the large pressure range and the large temperature range.

The bleed valve 23 may also be in fluid communication with the power turbine test rig so that the combustion test rig may integrate the generation, regulation and delivery of flue gas together, saving more fuel and achieving higher economy than using the diesel engine test rig directly, with the system being more dexterous and safer.

The power turbine unit to be tested can comprise a power turbine, a flywheel and a gear box, the power turbine, the flywheel and the gear box can be coaxially connected or can be connected through a coupler, and the gear box and the generator are connected into a whole in a centering mode through the coupler. The power turbine, the flywheel, the gearbox and the generator are integrally mounted on a common base.

The utility model discloses can be used to provide required high temperature high pressure flue gas for marine power turbine waits to test the experimental matching of unit, verify that power turbine waits to test the speed governing of unit and satisfies the marine power generation speed governing requirement. The utility model discloses an application of combustion test rack in boats and ships power turbine waste heat recovery electricity generation has that the oil consumption is few, the adjustment is swift, use nimble, output flue gas controllability is high, manage advantages such as succinct, realizes the function that single test bench verified the demand to cover to series product test.

The utility model discloses a combustion test rack also can be used to provide the heat source to other waste heat recovery systems, flue gas utilization system and support, the utility model discloses a flue gas that combustion test rack generated can also be tested in power generation technologies such as kalina cycle electricity generation, rankine cycle electricity generation, organic rankine cycle electricity generation.

According to the utility model discloses a combustion test bench can simulate marine diesel engine's operating mode, and fuel and air atomizing are lighted and are generated the flue gas in burner, do not rely on marine diesel engine and external environment, and fuel flow and pressure can be controlled to first control assembly, and the flow and the pressure of air can be controlled to the second control assembly to the state of flue gas is adjusted in the combination, and direct simulation is in different fuel and air under different environment and the operating mode, can the operating mode of the flue gas of active adjustment formation.

It should be noted that the installation form and position of each component of the combustor of the present invention include various implementation examples, for example, the security component may be composed of more sensors, the air component may also be composed of other components capable of providing stable compressed air, the oil supply component may be composed of various valve to form a new oil circuit, etc.

The utility model provides a combustion test bench can simulate the electricity generation quality that the power turbine waited to test the unit under the diesel engine load change condition to adopt the combination control of multiple automatically controlled pneumatic valve and digital electric cabinet, thereby can simulate various diesel engine flue gas operating mode. The following is described in connection with the experimental data of both cases.

Case one: and (5) verifying a continuous working test of the rated working condition of the power turbine.

1) Starting procedure

The air supply system is operated. The compressor 22 is turned on to adjust the air pressure to be output from the compressor 22, for example, the air pressure is set to 0.7Mpa for supplying the control gas of 0.7Mpa to the air-operated valve. The second pressure reducing valve 20, which is located downstream of the compressor 22, is readjusted so that the pressure of the compressed air entering the combustor 18 is set to 0.4 MPa. The valves in the fuel supply system are adjusted after compressed air is purged into the combustor 18 chamber.

The fuel supply system is operated. And (3) opening each valve (such as a stop valve 6) in the oil path, and opening an electric pump after confirming that the oil inlet oil path and the oil return oil path of the oil tank 1 are both opened, wherein the electric pump can be a fuel pump 4. After the electric pump is loaded, the electromagnetic valve 11 is opened to prepare for oil injection

2) Oil-gas ratio mixing regulation

The required air to air mixture ratio is regulated in a control panel in the control system. For example, the working process is to test the power turbine unit to be tested under the rated working condition, so that the ratio of the fuel injection quantity and the air can be adjusted to be similar to the smoke quantity under the rated working condition of a certain diesel engine. For example, the fuel injection quantity is set to be 68L/h, the fuel injection quantity is 19% of the total fuel supply quantity, the air inlet flow is 1000L/h, and the opening of the flow valve is 19% and 15%.

3) Ignition combustion

After the setting is completed, ignition is selected on the console. In step 1 operation described above, compressed air is continuously supplied to the gas circuit and the combustor 18. The fuel injector 24 starts injecting atomized diesel fuel 3 seconds after the ignition is determined. After the oil nozzle 24 works for 0.5 second, the ignition rod 16 starts to ignite, and after ignition is successful, the flame detector 17 confirms that the ultraviolet light intensity reaches the stable combustion working condition, and the fuel pump 4 continuously supplies oil to the oil nozzle 24.

Case two: alternating conditions are simulated in the combustion.

Based on the 1 st, 2 nd and 3 rd step operation in the first case, the simulation of the alternation of the working condition of the diesel engine is tried. For example, the sudden turning and emergency speed reduction of a ship are simulated, in the combustion of the combustor 18, the fuel injection quantity is increased to 80L/h, the air inlet flow is slightly increased to 1020L/h, the pressure and the temperature of the flue gas output by the combustor 18 are both increased, but the combustion fullness per se is reduced, and therefore the working condition of the power turbine test set under the condition change is tested.

Then simulating the emergency speed reduction of the diesel engine: the fuel injection amount is adjusted to 40L/h, the air inlet flow is increased to 1200L/h, the temperature and the pressure of the rear-end flue gas are reduced, the combustion is sufficient, the air is excessive, and the quality of flame combustion is reduced (the flame combustion quality can be read by the flame detector 17). Therefore, the working condition of the power turbine under the working condition of the flue gas is tested.

Thus, it has been proved that the combustion test bench of the utility model has higher adjustability. For example, the combustion input quantity is less, the detonation phenomenon can be generated in the combustor, the flame detector detects the detonation phenomenon, the signal is fed back to the control system, and the control system controls the first control assembly and the second control assembly to adjust. Alternatively, the air supply system supplies a greater amount of air to counter the inherent inertia of the cylinder, thereby achieving an emergency stop.

Thus, according to the utility model discloses a combustion test bench can use with marine power turbine test, overcome the current manipulation mode that needs directly use marine diesel engine, can simulate various frequent change of marine flue gas state and implement control, can not adopt the flue gas that obtains multiple operating mode on marine diesel engine's the basis, and can simulate the flue gas of different model diesel engines, the flue gas quality of production is almost unanimous with the diesel engine flue gas quality of simulation, and can the dynamic control flue gas pressure, the temperature, each data change of flow and automatic recording, the running cost has both been reduced, the quality of flue gas has been guaranteed again.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Terms such as "disposed" and the like, as used herein, may refer to one element being directly attached to another element or one element being attached to another element through intervening elements. Features described herein in one embodiment may be applied to another embodiment, either alone or in combination with other features, unless the feature is otherwise inapplicable or otherwise stated in the other embodiment.

The present invention has been described in terms of the above embodiments, but it is to be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the invention to the described embodiments. It will be appreciated by those skilled in the art that many more modifications and variations are possible in light of the above teaching and are intended to be included within the scope of the invention.

Claims (10)

1. A combustion test rig, comprising:

a combustion device for combusting fuel oil and air and capable of generating flue gas;

a fuel supply system in fluid communication with the combustion device for delivering the fuel to the combustion device, the fuel supply system including a first control assembly for controlling the flow and pressure of the fuel;

an air supply system in fluid communication with the combustion device for delivering the air to the combustion device, the air supply system including a second control assembly for controlling the flow and pressure of the air; and

an exhaust system for exhausting the flue gas.

2. The combustion test stand of claim 1, wherein the fuel supply system further includes a fuel tank for storing the fuel, the first control assembly comprising:

at least one fuel flow control disposed on the fuel path for controlling the flow of the fuel; and

at least one fuel pressure control member disposed on the fuel line for controlling the pressure of the fuel.

3. The combustion test rig of claim 2, wherein the at least one fuel flow control member and the at least one fuel pressure control member alternate along the flow path of the fuel.

4. The combustion test rig of claim 2, wherein the first control assembly further comprises:

the flow meter is arranged at the tail end of the oil way, and an oil nozzle positioned in the combustion device is arranged at the downstream of the flow meter; and

a solenoid valve disposed upstream of the flow meter, the fuel flowing to the fuel injector via the flow meter when the solenoid valve is open.

5. The combustion test rig in accordance with claim 4, wherein the first control assembly further comprises a check valve disposed between the solenoid valve and the fuel tank and disposed in parallel with the fuel flow control and the fuel pressure control, the fuel flowing back to the fuel tank via the check valve when the solenoid valve is closed.

6. The combustion test rig of claim 2, wherein the first control assembly further includes at least one pressure gauge disposed between the fuel flow control and the fuel pressure control.

7. The combustion test stand of claim 1, wherein the air supply system further comprises an air tank for storing the air, the second control assembly comprising:

an air pressure control arranged downstream of the air bottle for controlling the pressure of the air; and

an air flow control disposed downstream of the air pressure control for controlling a flow of the air.

8. The combustion test rig according to claim 7, wherein the air supply system further comprises a compressor arranged upstream of the air bottle for compressing the air.

9. The combustion test rig of claim 1, further comprising a security system, the security system comprising:

the fuel monitoring assembly is arranged on a fuel pipeline to monitor the pressure of the fuel; and

a flame detector disposed inside the combustion device to detect a condition of flame combustion inside the combustion device.

10. The combustion test stand of claim 1, further comprising a control system, wherein the first control assembly and the second control assembly are both connected to the control system, and the control system controls the first control assembly and the second control assembly to adjust according to the flow, temperature and/or pressure of the flue gas.

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