CN219197478U - Methanol dual-fuel engine for ship - Google Patents
Methanol dual-fuel engine for ship Download PDFInfo
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- CN219197478U CN219197478U CN202320437644.1U CN202320437644U CN219197478U CN 219197478 U CN219197478 U CN 219197478U CN 202320437644 U CN202320437644 U CN 202320437644U CN 219197478 U CN219197478 U CN 219197478U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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Abstract
The utility model relates to the technical field of marine engines, in particular to a methanol dual-fuel engine for a ship. The engine comprises an engine main body and a methanol delivery pipe, wherein the methanol delivery pipe comprises a plurality of connecting pipes and a plurality of corrugated expansion joints, the connecting pipes are arranged in one-to-one correspondence with a plurality of cylinder covers, and adjacent connecting pipes are communicated through the corrugated expansion joints. The methanol delivery pipe comprises a plurality of connecting pipes and a plurality of ripple expansion joints, the connecting pipes are arranged at intervals with the ripple expansion joints, the ripple expansion joints are communicated with the adjacent connecting pipes, and the connecting pipes can be connected with the first communication pipeline due to the adjustable length of the ripple expansion joints, so that the first communication pipeline can be connected with the cylinder cover.
Description
Technical Field
The utility model relates to the technical field of marine engines, in particular to a methanol dual-fuel engine for a ship.
Background
The diesel-methanol dual-fuel engine is an engine taking diesel and methanol as fuel, and has a diesel mode and a diesel/methanol dual-fuel mode, wherein the diesel mode is a working mode taking diesel as fuel; the diesel/methanol dual fuel mode is a working mode in which diesel and methanol are used as dual fuels.
The patent CN1470752A discloses an air inlet alcohol spraying device and an injection control method of a diesel engine, namely a methanol nozzle is arranged on an air inlet channel of the diesel engine, injected methanol and air form a homogeneous mixed gas and then enter a cylinder, and diesel oil directly injected in the cylinder is used for igniting the mixed gas.
Therefore, there is a need for a methanol dual fuel engine for a ship to solve the above technical problems.
Disclosure of Invention
The utility model aims to provide a methanol dual-fuel engine for ships, which can be suitable for installation requirements of different methanol dual-fuel engines for ships.
To achieve the purpose, the utility model adopts the following technical scheme:
the methanol dual fuel engine for ships comprises:
the engine comprises an engine body, a frame, an air inlet main pipe and an air outlet main pipe, wherein the frame comprises a plurality of cylinder bodies, each cylinder body is covered with a cylinder cover, and each cylinder cover is respectively connected with the air outlet main pipe and the air inlet main pipe;
the methanol delivery pipe, methanol delivery pipe and methanol source intercommunication, a plurality of the cylinder cap pass through first communication pipeline parallel connection in the methanol delivery pipe, be provided with the mounting hole on the cylinder cap, first communication pipeline with the mounting hole intercommunication, and every the cylinder cap is all through two at least first communication pipeline with the methanol delivery pipe is connected, every first communication pipeline all is provided with the methyl alcohol injection valve, the methanol delivery pipe includes a plurality of connecting pipes and a plurality of ripple expansion joint, a plurality of the connecting pipe with a plurality of cylinder cap one-to-one sets up, adjacent the connecting pipe passes through ripple expansion joint intercommunication.
As a preferable technical scheme of the methanol dual-fuel engine for the ship, the cylinder cover is provided with mounting holes, and the number of the mounting holes is the same as that of the first communication pipelines connected with the cylinder cover.
As a preferable embodiment of the marine methanol dual-fuel engine, the methanol delivery pipe is provided with an accumulator.
As a preferable mode of the marine methanol dual-fuel engine, the connecting pipe and the methanol injection valve communicated with the connecting pipe are connected through one first communication pipeline, the connecting pipe is a double-wall pipe, and the corrugated expansion joint is a double-wall corrugated expansion joint.
As a preferable embodiment of the marine methanol dual-fuel engine, a pneumatic purge valve is connected to one of the connecting pipes located downstream of the methanol delivery pipe.
As a preferable mode of the methanol dual-fuel engine for a ship, the connecting pipe connected to the pneumatic purge valve is connected to an accumulator, and the connecting pipe connected to the pneumatic purge valve is provided with a temperature sensor.
As a preferable technical scheme of the methanol dual-fuel engine for the ship, the connecting pipe connected with the pneumatic purge valve is further communicated with a discharge collecting tank, the discharge collecting tank is connected with a discharge valve, and a liquid level sensor is arranged at the discharge collecting tank.
As a preferable technical scheme of the methanol dual-fuel engine for the ship, the methanol dual-fuel engine further comprises a methanol ECU, an upper computer, a methanol concentration detector and a methanol system switch, wherein the methanol ECU is respectively and electrically connected with the pneumatic purge valve, the temperature sensor, the liquid level sensor, the upper computer, the methanol concentration detector and the methanol system switch.
As a preferable embodiment of the marine methanol dual-fuel engine, the methanol delivery pipe is provided with a pipe pressure sensor.
As a preferable technical scheme of the methanol dual-fuel engine for the ship, the air inlet main pipe and the air outlet main pipe are respectively provided with a safety valve.
The utility model has the beneficial effects that:
adjacent connecting pipe passes through ripple expansion joint intercommunication, i.e. connecting pipe and ripple expansion joint interval setting, and the ripple expansion joint communicates adjacent connecting pipe, because the length of ripple expansion joint is adjustable, like this, can guarantee that the connecting pipe can be connected with the cylinder cap realization, guarantees that first communication pipeline can be connected with the cylinder cap realization, prevents because the circumstances that can not normally be connected between first communication pipeline and the cylinder cap take place because of manufacturing error causes, like this can satisfy the connection of different cylinder caps and methyl alcohol conveyer pipe.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following description will briefly explain the drawings needed in the description of the embodiments of the present utility model, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to the contents of the embodiments of the present utility model and these drawings without inventive effort for those skilled in the art.
Fig. 1 is a schematic diagram of an internal structure of a methanol dual-fuel engine for a ship according to an embodiment of the present utility model.
In the figure:
1. a frame; 11. a cylinder cover; 2. an intake manifold; 21. a safety valve; 22. an air cooler; 3. a turbocharger; 4. an exhaust manifold; 41. a waste gate valve; 5. a methanol delivery pipe; 51. a connecting pipe; 52. a bellows expansion joint; 53. a methanol injection valve; 54. a pneumatic purge valve; 55. a temperature sensor; 56. a tube pressure sensor; 6. a first communication pipe; 7. an accumulator; 8. a bleed collection tank; 81. a relief valve; 82. a liquid level sensor; 91. a methanol ECU; 92. an upper computer; 93. a methanol concentration detector; 94. a methanol system switch; 95. a control harness; 10. an exhaust gas line.
Detailed Description
The utility model is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present utility model are shown in the drawings.
In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
In the prior art, for a diesel methanol dual-fuel engine, there is a situation that air intake pressure is insufficient, so in this embodiment, a waste gas bypass scheme of the methanol dual-fuel engine for a ship is provided, according to an engine operation condition, the air intake pressure and flow of the engine are adjusted, and the methanol injection pressure is related to the air intake pressure and is a differential pressure control mode. For this reason, the methanol dual-fuel engine for ships is provided in the present embodiment to solve the problem of uneven methanol concentration caused by insufficient methanol pressure.
As shown in fig. 1, the methanol dual-fuel engine for a ship comprises an engine body and a methanol delivery pipe 5, wherein the engine body comprises a stand, a frame 1, an intake manifold 2, an air cooler 22, a turbocharger 3, an exhaust manifold 4 and an exhaust pipeline 10, the frame 1 comprises a plurality of cylinders, each cylinder is covered with a cylinder cover 11, each cylinder cover 11 is respectively connected with the exhaust manifold 4 and the intake manifold 2, and a safety valve 21 is respectively arranged on the intake manifold 2 and the exhaust manifold 4. The relief valve 21 provided in the intake manifold 2 can release the gas in the intake manifold 2 when the air pressure in the intake manifold 2 exceeds the maximum value, and the relief valve 21 provided in the exhaust manifold 4 can release the gas in the exhaust manifold 4 when the air pressure in the exhaust manifold 4 exceeds the maximum value. Preventing the gas pressure in the intake manifold 2 or the exhaust manifold 4 from being excessively high to create a greater risk. The exhaust manifold 4 is respectively connected with the cylinder cover 11, the exhaust manifold 4 is connected with the turbocharger 3, waste gas in the exhaust manifold 4 can push the turbocharger 3 to rotate, thereby pushing the turbocharger to work compressed gas, the compressed gas enters the air inlet manifold 2 to be involved in combustion of an engine, the exhaust manifold 4 is also communicated with the turbocharger 3 through the waste gas pipeline 10, the waste gas pipeline 10 is provided with the waste gas bypass valve 41, and the waste gas bypass valve 41 can control the introducing amount of waste gas to realize the adjustment of air inlet flow.
The methanol delivery pipe 5 is communicated with a methanol source, the plurality of cylinder caps 11 are connected in parallel to the methanol delivery pipe 5 through first communication pipelines 6, each cylinder cap 11 is connected with the methanol delivery pipe 5 through at least two first communication pipelines 6, each first communication pipeline 6 is provided with a methanol injection valve 53, the methanol delivery pipe 5 comprises a plurality of connecting pipes 51 and a plurality of ripple expansion joints 52, the plurality of connecting pipes 51 are arranged in a one-to-one correspondence with the plurality of cylinder bodies (each cylinder body is provided with one cylinder cap 11), and adjacent connecting pipes 51 are communicated through the ripple expansion joints 52.
The methanol injection valve 53 is used to open and close the methanol flow rate of the first communication pipe 6.
In the prior art, for a diesel methanol dual-fuel engine, the condition of fluctuation of methanol injection pressure exists, and for this reason, in this embodiment, a methanol delivery pipe pressure stabilizing scheme for a ship is provided, and an accumulator 7 is added to the methanol delivery pipe to stabilize the methanol injection pressure.
The methanol delivery pipe 5 is provided with an accumulator 7. Because the accumulator 7 is arranged on the methanol delivery pipe 5, a part of the methanol in the methanol delivery pipe 5 enters the cylinder cover 11, and the other part of the methanol enters the accumulator 7 to be stored, when the pipe pressure in the methanol delivery pipe 5 is smaller, the methanol in the accumulator 7 can be released to reenter the methanol delivery pipe 5, so that the methanol in the methanol delivery pipe 5 is supplemented, the purpose of improving the pipe pressure in the methanol delivery pipe 5 is achieved, and the pressure fluctuation is stabilized.
In order to achieve the purpose of enabling the methanol injection valve 53 to be connected to the cylinder head 11 corresponding to the methanol injection valve 53, in this embodiment, mounting holes are provided in the cylinder head 11, and the number of the mounting holes is the same as that of the methanol injection valves 53 connected to the single cylinder head 11. The methanol injection valve 53 can control the on-off of the first communication pipeline 6 and the cylinder cover 11, so that the first communication pipeline 6 can be selectively connected or disconnected according to the actual working condition of the engine.
Specifically, in the present embodiment, the connection pipe 51 is connected to the cylinder head 11 through two first communication pipes 6. The two first communication pipelines 6 can be selectively opened and closed according to actual needs. Each first communication pipe 6 is provided with a methanol injection valve 53. The engine uses any one of the methanol injection valves 53 at a low load and uses two methanol injection valves 53 at a high load.
When the engine is not operated any more, in order to ensure the safety of the host, the methanol in the methanol delivery pipe 5 needs to be blown out to prevent the methanol from crystallizing in the methanol pipe at low temperature to affect the subsequent operation of the engine, and for this purpose, in this embodiment, a connecting pipe 51 positioned downstream of the methanol delivery pipe 5 is connected with a pneumatic purge valve 54. The pneumatic purge valve 54 is thus in communication with a purge gas which is capable of blowing residual methanol in the methanol delivery pipe 5 out of the methanol delivery pipe 5.
Specifically, in the present embodiment, the accumulator 7 is communicated with the connection pipe 51 connected to the pneumatic purge valve 54, and the connection pipe 51 connected to the pneumatic purge valve 54 is provided with the temperature sensor 55. The accumulator 7 is arranged on the connecting pipe 51 connected with the pneumatic purge valve 54, so that residual methanol in the methanol delivery pipe 5 can be purged.
Because the methanol delivery pipe 5 includes a plurality of connecting pipes 51 and a plurality of bellows expansion joints 52, there may be the damaged condition in the inner wall of connecting pipe 51 and bellows expansion joint 52 after long-term use, and for this reason, in this embodiment, connecting pipe 51 that is connected with pneumatic purge valve 54 still communicates and has the collection tank that leaks 8, and collection tank that leaks can collect the methyl alcohol that leaks at connecting pipe 51 or bellows expansion joint 52, in order to can be with the unified emission of methyl alcohol that leaks, collection tank that leaks 8 is connected with relief valve 81, and collection tank that leaks 8 department is provided with level sensor 82. The liquid level sensor 82 detects the liquid level, and the drain valve 81 determines whether to open based on the liquid level to determine whether the methanol needs to be drained.
In order to enable the methanol delivery pipe 5 to automatically supplement pressure and automatically discharge leaked methanol solution, in the present embodiment, the marine methanol dual-fuel engine further includes a methanol ECU 91, an upper computer 92, a methanol concentration detector 93, and a methanol system switch 94, and the methanol ECU 91 is electrically connected to the pneumatic purge valve 54, the temperature sensor 55, the liquid level sensor 82, the upper computer 92, the methanol concentration detector 93, and the methanol system switch 94, respectively.
In order to enable automatic detection of the tube pressure of the methanol delivery tube 5, the methanol delivery tube 5 is provided with a tube pressure sensor 56 in the present embodiment. The pipe pressure sensor 56 can transmit the detected pressure signal to the methanol ECU 91, and the methanol ECU 91 controls the methanol pressure of the methanol delivery pipe 5 again.
In this embodiment, the methanol ECU 91 may be a centralized or distributed controller, for example, the methanol ECU 91 may be a single-chip microcomputer, or may be a distributed multi-chip microcomputer, where a control program may be run in the single-chip microcomputer, so as to control each component to implement its function.
The marine methanol dual-fuel engine also comprises a control wire harness 95, a fault display lamp, an alcohol spraying indicator lamp and a fixed methanol concentration detector 93; the methanol ECU 91 is electrically connected to a fault indicator lamp, an alcohol injection indicator lamp, and a stationary methanol concentration detector 93 through a control harness 95.
The methanol ECU 91 directly reads the rotating speed signal of the original diesel speed regulator to judge the working condition of the engine through the CAN mode, and simultaneously reads the temperature and the pressure of the methanol in the methanol delivery pipe 5 to determine the methanol injection; the methanol ECU 91 also reads the temperature signal of the temperature sensor 55, controls the valve opening of the wastegate valve 41, and further realizes the adjustment of the intake air flow rate by controlling the amount of exhaust gas introduction; the upper computer 92 is integrated with the display interface of the methanol injection control interface, the fault display lamp, the methanol system switch 94, the methanol injection indicator lamp and the fixed methanol concentration detector 93, and can simultaneously display signals such as the engine speed, the air inlet pressure, the throttle opening methanol concentration, the running condition of the methanol delivery pipe 5, and the like.
The fault display lamp is used for displaying the signal state and simple fault indication of each sensor; the alcohol spraying indicator lamp is used for displaying whether the ship is in a dual-fuel working mode or not; the methanol system switch 94 is used for manually switching the working state of the diesel engine to be in a diesel-methanol dual-fuel mode or a pure diesel mode of the original machine; four fixed methanol concentration detectors 93, one is installed on a cover plate of a crank box door of an engine to detect the methanol concentration in the crank box, and three is installed beside the engine, wherein one is used for detecting the methanol concentration in the annular space of the low-pressure methanol piping connecting pipe 51, and the other two are used for detecting the methanol concentration in the air atmosphere to ensure that the methanol is not leaked; the methanol electronic control system reads the rotating speed, the cooling liquid temperature and the throttle signal of the original engine of the diesel engine through a CAN mode.
The working principle of the utility model is as follows:
step 1: when the engine is started, a pure diesel mode is adopted, a methanol ECU 91 is turned on after the engine is started, the methanol ECU 91 can judge according to the running state of the engine, the pure diesel mode is still adopted in small load, when the rotating speed, the opening degree of an accelerator, the temperature and the pressure of methanol meet the methanol injection condition, the engine can automatically switch to a diesel/methanol dual-fuel working mode, the alcohol injection quantity is determined according to the calibrated methanol MAP, and if the judging condition is not met, a methanol system can not work;
step 2: as the engine speed decreases, the methanol ECU 91 automatically controls the methanol injection valve 53 to stop injecting methanol when the engine operating parameter is out of the methanol mode operating range; after the engine is stopped, the methanol system switch 94 is closed, so that the methanol system can be stopped; the methanol system stops working, and the engine can still operate in a pure diesel mode, so that various requirements of the ship on the dual-fuel engine are met;
step 3: when the ship engine runs at a medium-small load, one methanol injection valve 53 of each cylinder is controlled to be in an operating state by the methanol ECU 91, and the other methanol injection valve is controlled to be in a stop state; when the ship engine is operated at a high load, both of the two methanol injection valves 53 per cylinder are controlled to be in an optimal operation state by the methanol ECU 91.
Furthermore, the foregoing description of the preferred embodiments and the principles of the utility model is provided herein. It will be understood by those skilled in the art that the present utility model is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the utility model. Therefore, while the utility model has been described in connection with the above embodiments, the utility model is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the utility model, which is set forth in the following claims.
Claims (10)
1. The methanol dual-fuel engine for ships is characterized by comprising:
the engine comprises an engine main body, wherein the engine main body comprises a machine base, a frame (1), an air inlet main pipe (2) and an air outlet main pipe (4), the frame (1) comprises a plurality of cylinder bodies, each cylinder body is covered with a cylinder cover (11), and each cylinder cover (11) is respectively connected with the air outlet main pipe (4) and the air inlet main pipe (2);
methanol delivery pipe (5), methanol delivery pipe (5) and methanol source intercommunication, a plurality of cylinder cap (11) pass through first communication pipeline (6) parallel connection in methanol delivery pipe (5), be provided with the mounting hole on cylinder cap (11), first communication pipeline (6) with the mounting hole intercommunication, and every cylinder cap (11) are all through at least two first communication pipeline (6) with methanol delivery pipe (5) are connected, every first communication pipeline (6) all are provided with methyl alcohol injection valve (53), methanol delivery pipe (5) include a plurality of connecting pipes (51) and a plurality of ripple expansion joint (52), a plurality of connecting pipe (51) and a plurality of cylinder cap (11) one-to-one sets up, adjacent connecting pipe (51) pass through ripple expansion joint (52) intercommunication.
2. The methanol dual fuel engine for ships according to claim 1, characterized in that the cylinder head (11) is provided with mounting holes, the number of which is the same as the number of the first communication pipes (6) to which the individual cylinder head (11) is connected.
3. The marine methanol dual fuel engine as claimed in claim 1, characterized in that the methanol delivery pipe (5) is provided with an accumulator (7).
4. A methanol dual fuel engine for a ship as in claim 3, characterized in that the connecting pipe (51) and the methanol injection valve (53) communicating with the connecting pipe (51) are connected by one of the first communication pipes (6), the connecting pipe (51) is a double-walled pipe, and the bellows expansion joint (52) is a double-walled bellows expansion joint.
5. The marine methanol dual fuel engine as in claim 4, characterized in that one of the connection pipes (51) downstream of the methanol delivery pipe (5) is connected with a pneumatic purge valve (54).
6. The methanol dual fuel engine for a ship according to claim 5, characterized in that the connection pipe (51) connected to the pneumatic purge valve (54) is communicated with an accumulator (7), and the connection pipe (51) connected to the pneumatic purge valve (54) is provided with a temperature sensor (55).
7. The marine methanol dual fuel engine as recited in claim 6, characterized in that the connecting pipe (51) connected with the pneumatic purge valve (54) is also communicated with a bleed-off collection tank (8), the bleed-off collection tank (8) is connected with a bleed-off valve (81), and a liquid level sensor (82) is arranged at the bleed-off collection tank (8).
8. The marine methanol dual-fuel engine as in claim 7, further comprising a methanol ECU (91), an upper computer (92), a methanol concentration detector (93) and a methanol system switch (94), wherein the methanol ECU (91) is electrically connected to the pneumatic purge valve (54), the temperature sensor (55), the liquid level sensor (82), the upper computer (92), the methanol concentration detector (93) and the methanol system switch (94), respectively.
9. The marine methanol dual fuel engine as in claim 1, characterized in that the methanol delivery pipe (5) is provided with a pipe pressure sensor (56).
10. The marine methanol dual fuel engine as recited in claim 1, characterized in that safety valves (21) are further provided on the intake manifold (2) and the exhaust manifold (4), respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320437644.1U CN219197478U (en) | 2023-03-09 | 2023-03-09 | Methanol dual-fuel engine for ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320437644.1U CN219197478U (en) | 2023-03-09 | 2023-03-09 | Methanol dual-fuel engine for ship |
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| Publication Number | Publication Date |
|---|---|
| CN219197478U true CN219197478U (en) | 2023-06-16 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202320437644.1U Active CN219197478U (en) | 2023-03-09 | 2023-03-09 | Methanol dual-fuel engine for ship |
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|---|---|
| CN (1) | CN219197478U (en) |
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- 2023-03-09 CN CN202320437644.1U patent/CN219197478U/en active Active
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