• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A multiple-engine installation for ships comprises at least one main engine with auto-ignition, that is supercharged by means of an exhaust-gas turbocharger, having a working turbine connected in parallel to the supercharger turbine that can be switched off during low-load operation of the main engine, and at least one auxiliary engine with auto-ignition that is connected to a generator. In order to improve the reliability, operational safety and availability of such an installation, a connecting line is provided that branches off from the line carrying charging air between the compressor and the charge-air cooler of the main engine, and leads to the compressor of the auxiliary engine's exhaust-gas turbocharger. A control valve that alters the amount of charge air diverted is inserted in the connecting line.
    公开号:SU1658824A3
    申请号:SU884355483
    申请日:1988-04-07
    公开日:1991-06-23
    发明作者:Хайнц Шротт Карл
    申请人:М.А.Н.-Б Унд В Дизель Гмбх (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to a pressurized power system of a ship propulsion system comprising at least one main engine with a turbo-supercharging and auto-ignition, at least one auxiliary engine with turbo-supercharging and auto-ignition, a power turbine and a generator, whose shaft is connected to the auxiliary engine and the power turbine.
    The purpose of the invention is to increase reliability and safety.
    FIG. 1 shows the installation diagram: FIG. 2 is a diagram of the orientation of the nozzles relative to the blades of the impeller of the centrifugal compressor; on fig.Z - case of a centrifugal compressor, a partial section.
    The installation contains the main engine 1, working with self-ignition, such as a diesel engine or a gas engine. The shaft of this engine is connected to the shaft 2 bearing the propeller 3. The main engine is made with the charge air pipe 4 and the gas outlet manifold 5. The latter is connected via pipe 6 with a turbine 7 using the exhaust gases of the main engine.
    The turbine 7 and the supercharger 8 form a turbocharger 9. In the air-pressure line 10 connecting the supercharger 8 to the charge-air pipeline 4, a charge-air cooler 11 is installed.
    Another pipeline 12 is connected to the gas exhaust manifold 5 for supplying exhaust gases to the power turbine 13. From this last pipeline, a branch pipe 14 is connected to exhaust gases through the exhaust pipe 15 of the turbine 7. Behind the branch pipe 14, a stop element 16 is provided in the pipe 12 for shut off the pipeline 12. In the pipeline 14 there is another closure element 17. the maximum flow area of which corresponds to the cross section of the power pipe 13, additionally in the pipe 12 between the shut-off element 16 and the power turbine 13 is disposed Quick closing valves 18.
    In addition, the installation comprises an auxiliary engine 19, the shaft 20 of which is connected to the shaft 21 of the generator 22. Through the freewheel 23, the shaft 20 is connected to a gearbox 24, which is driven by the shaft 25 of the power turbine 13.
    The auxiliary engine 19 operates with self-ignition and is provided with an intake pipe 26 and an exhaust gas line that includes a gas exhaust manifold 27 and a pipe 28 connecting to the turbine 29. This turbine is connected to the centrifugal compressor 31 through the shaft 30 and forms a turbo compressor with it. In line 32, connecting the compressor 31 to the outlet line 26, a cooler 33 of pressurized air is installed. The connecting pipe 34 is connected one by one
    0 butt to the centrifugal compressor 31, and the other to the air pressure line 10 between the supercharger 8 and the charge air cooler 11.
    In the connecting pipe 34, the adjustment valve 35 is installed, and at the junction of the end of this pipeline with the centrifugal compressor, an annular chamber 36 is provided adjacent to the housing 37 of the compressor. The connection unit of the connecting pipeline to the compressor is made in the form of nozzles 3B. directed into the chamber 39 of the compressor to its impeller 40 is tangential to the blades 41. The air is drawn into the wheel from
    5 atmosphere is produced through the suction channel 42.
    The control valve 35 is connected to the control unit 43. A signal proportional to the charge pressure (charge air pressure) in line 26 can be sent to this block via line 44, and another signal proportional to the pressure of exhaust gases in line 28 via line 45. In block 43, both signals are compared
    5 one with the other. If the boost pressure is lower than the exhaust pressure, the control valve 35 opens and remains open until between the boost pressure and the exhaust pressure
    0 does not establish equality. The control unit is preferably turned on during the start-up of the main engine 1.
    If the main engine is operating in the low load range, all of its exhaust gases are directed to the turbine 7, and the locking elements 16 and 17 are closed. The generator 22 is driven by an auxiliary engine 19.
    If the main engine operates with a load of more than half the nominal, the amount of its exhaust gases exceeds the value required by the turbine 7 for driving the supercharger 8, and with the quick-closing valve 18 open
    5 and the closed locking element 17, the locking element 16 is opened. The exhaust gases partially flow into the power turbine 13 and it gives up its power to the generator drive. Accordingly, the power of the auxiliary engine is reduced, and
    at a certain power of the main engine, it goes into idle mode and is only a body regulating the speed of rotation of the shaft 21 of the generator 22.
    Once the power of the auxiliary engine decreases to approximately 25% of its maximum, the exhaust gas pressure in line 28 exceeds the charge pressure in line 26. Not later than this condition occurs, it is recorded by the control unit via lines 44 and 45 and the unit issues a command to open the valve 35. After this, the charge air having a relatively high temperature and volume flows from the supercharger 8 to the compressor 31. It is advisable to remove the charge air between the supercharger and the cooler, since it is not cool The air with the same mass has a relatively larger volume. For purging the auxiliary engine 19, a certain amount per unit of time is needed. Therefore, if uncooled air is taken on its purge, this means that the mass of air drawn off behind the supercharger 8 is small, the selection of air does not cause much interference and requires only a small amount of supercharger power.
    The bleed air enters the compressor 31 through the connecting pipe 34 and the nozzles 38, acting on the vanes 41 in the direction of rotation of the wheel. This air is admixed to the air drawn in through the passage 42, and supplied as an additive to the charge air through the cooler 33 to the auxiliary engine 19.
    If the auxiliary engine 19 fails, for example, due to damage in the fuel supply system, then the quick-release valve 18 closes and the element 17 opens. In this way, the possibility of separating the power pipe 13 is prevented. Exhaust gases are also necessary if the power turbine disconnected for other reasons, and the main engine operates in a load range of 50–100% of maximum power.
    The freewheel 23 prevents the transfer of rotation from the auxiliary engine to the power turbine in modes where all power is supplied to the generator from the auxiliary engine and the power turbine is idling.
    The invention also covers the case where air from the main engine is supplied to two or more auxiliary engines. In this case, auxiliary engine turbochargers may have a common connecting pipe to which additional air is supplied.
    权利要求:
    Claims (4)
    [1]
    1. A ship-mounted multi-engine installation comprising at least one main engine with self-ignition and supercharging from a turbocharger whose turbine uses exhaust gases and the supercharger is connected to an intake receiver
    an engine through a vozd.hohoneporny line, and at least one auxiliary engine with self-ignition and supercharging or a turbocharger, whose turbine is connected to the exhaust line
    exhaust gas of the auxiliary engine, and the centrifugal compressor. is connected to the intake pipeline of the latter, a power turbine connected to the shaft of the auxiliary engine through
    reducer and exhaust gas parallel to the turbine of the main engine turbocharger, charge air cooler and generator, whose shaft is connected to the auxiliary engine shaft
    and with the shaft of the power turbine, which is different in that, in order to increase reliability and safety, the installation is equipped with a connecting pipe and an adjusting valve, and the connecting
    the pipeline is connected at one end to the centrifugal auxiliary engine compressor, and at the other end to the air-main line of the main engine between the supercharger and the charge cooler
    air, and the regulating valve is installed in the connecting pipeline.
    [2]
    2 Installation pop 1, characterized in that it is equipped with a control unit for the amount of overpressure
    the auxiliary engine over the pressure of its exhaust gases and an adjusting valve is connected to this unit.
    [3]
    3. Installation according to claims 1 and 2, characterized in that between the auxiliary motor shaft and the gearbox connecting it with the power turbine, a free wheeling is installed to prevent the transfer of rotation from the engine to the turbine.
    [4]
    4. Installation in PP.1 -3, characterized in that the connecting node of the connecting pipeline to the compressor is made in the form of nozzles oriented tangentially to the blades of the impeller of the centrifugal compressor in the direction of rotation.
    W
     W
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    同族专利:
    公开号 | 公开日
    KR880012435A|1988-11-26|
    DE3711863A1|1988-10-27|
    DE3711863C2|1989-11-16|
    KR960016209B1|1996-12-06|
    JPS63265798A|1988-11-02|
    JP2782680B2|1998-08-06|
    CH674241A5|1990-05-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EA018533B1|2009-12-01|2013-08-30|Дир Энд Компани|Drive arrangement and method of operating drive arrangement for a work machine with two internal combustion engines|DE1503581B1|1965-05-04|1970-12-17|Maschf Augsburg Nuernberg Ag|Two-stroke internal combustion engine operated with exhaust gas turbocharging|
    NL7403876A|1973-04-14|1974-10-16|
    JPS5244317A|1975-10-06|1977-04-07|Kawasaki Heavy Ind Ltd|Supercharger used for a ships 4-cycle, v type diesel engine|
    DE2545665B2|1975-10-11|1980-06-12|Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen|Propulsion system|
    CH667495A5|1985-04-25|1988-10-14|Bbc Brown Boveri & Cie|Booted MARINE DIESEL ENGINE.|DE102004029286B4|2004-06-17|2009-01-22|Man Diesel Se|engine plant|
    DE102005028447B4|2005-06-17|2009-12-17|Wobben, Aloys|ship|
    WO2007038962A1|2005-10-05|2007-04-12|Man Diesel A/S|Marine propulsion systems|
    JP5227372B2|2010-08-03|2013-07-03|エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド|Ship propulsion system|
    EP2660954B1|2010-12-27|2019-03-06|Mitsubishi Heavy Industries, Ltd.|Generatorand power plant|
    KR101307100B1|2011-11-24|2013-09-11|현대중공업 주식회사|Multiplex power generating system improving efficiency of the marine engine|
    JP5805044B2|2012-10-12|2015-11-04|三菱重工業株式会社|Hull resistance reduction system and hull resistance reduction method|
    JP2018062859A|2016-10-11|2018-04-19|ヤマハ発動機株式会社|Outboard motor unit and vessel|
    KR102234420B1|2016-10-12|2021-04-01|한국조선해양 주식회사|Hybrid Propulsion System for Ship|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE3711863A|DE3711863C2|1987-04-08|1987-04-08|
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