• 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:
    The multi-engine consists in one embodiment of a relatively large turbocharged ship's diesel engine and three smaller turbocharged auxiliary or stand-by diesel engines. The main engine is primarily adapted for propelling the ship while the auxiliary engines solely drive electric generators. In view of the rigorous demands on the security of the delivery of electricity it is desirable to operate one or more of the auxiliary engines in stand-by mode during a substantial part of the operation time of the plant, i.e. unloaded or at low load. This involves problems for the engine concerned because the charging air pressure generated by the associated turbocharger is then lower than the exhaust gas pressure. As the turbocharger of the main engine produces a large amount of charging air at normal operation, the charging air system of said engine is connected in parallel with the charging air systems of the auxiliary engines through a conduit, whereby surplus charging air from the main engine is utilized to raise the charging air pressure in the auxiliary engine(s) running in stand-by mode.
    公开号:SU1720500A3
    申请号:SU864028368
    申请日:1986-10-27
    公开日:1992-03-15
    发明作者:Кристиан Кристиансен Ханс；Кристиан Лауритсен Ханс
    申请人:М.А.Н. - Бэнд В Дизель А/С (Фирма)；
    IPC主号:
    专利说明:

    figl
    The invention relates to a plant comprising a plurality of turbocharged internal combustion engines, at least one of which is intended to operate in standby mode for a substantial part of the working time of the installation while simultaneously operating the load of other engines, each of which has a separate air supply system for charge
    The purpose of the invention is to increase the reliability of the installation.
    FIG. 1 is a graph illustrating the relationship between the load and the boost pressure (charge air), as well as the exhaust gas pressure in a diesel engine with a supercharged pipe; in fig. 2 is a schematic view of the end face of a turbocharger compressor housing; in fig. 3 - compressor part of the turbocharger, section; in fig. 4 shows an example of a multi-engine installation with a large main engine; in fig. 5 shows an example of a multi-engine installation with identical engines.
    FIG. 1, the dot-dashed curve 1 represents the charge air pressure P in millibars, and the solid curve 2 represents the pressure P of the exhaust gas. The abscissa axis shows the value of engine load in percent. The two curves intersect at point S with a load of about 25 percent. When the load is above this value, the charge pressure (charge air pressure) is higher than the exhaust gas pressure at a load below 25 percent, i.e. in the typically reserve range, the pressure ratio varies. When the engine intake and exhaust periods overlap, the exhaust gases flow back into the engine's supercharging system with air, which leads to low-temperature corrosion and contamination of the air ducts, but in practice continuous back-up work is impossible within this load range.
    Therefore, in this mode, it is necessary to increase the charge pressure above the exhaust gas pressure. This is achieved by bypassing air from the engine air supply system operating under load to the air supply system of the backup engine.
    The bypass air can be supplied to any place in the air supply system of the backup engine, for example, through nozzle holes or nozzles in the compressor housing or in the channel between the turbocharger and the air cooler, or in the charge air receiver.
    According to FIG. 2 and 3 around the circumference of the compressor casing 3 are evenly distributed five nozzle holes 4. The holes are located tangentially along
    with respect to the wheel 5 provided with blades 6, and oriented in the direction of rotation so that the supplied air hits the blade tangentially, thereby facilitating the rotation of the wheel
    0 compressor. Normal air is supplied to the turbocharger through the opening 7, while additional air is supplied to the holes 4 in the housing 3 through the annular chamber 8,
    5 made in the case.
    The multi-engine installation (FIG. 4) contains a relatively large main engine 9 with turbocharging, designed to set the vessel in motion,
    0 and three backup engines tO are also turbocharged (auxiliary engines), each of which drives a separate electric generator (not shown). Main engine 9 contains turbocharger 11
    5 with a compressor 12 and a turbine 13. Compressed air is supplied to pressurize the engine from the compressor 12 through the pressure pipe 14 to the air cooler 15 and from there through the inlet pipe 16 to a separate
    0 engine cylinders 9.
    The turbocharger 11 is driven by exhaust gases, which are the result of combustion and supplied through the exhaust receiver 17 to the turbine 13 of the turbo5 supercharger 11.
    Each of the three auxiliary engines 10 contains, similarly, a turbocharger 18, an air cooler 19, an intake manifold (receiver) 20, and an exhaust reciever 21.
    Through the bypass conduit 22, branching from the pressure conduit 14 between the compressor 12 and the air cooler 15, the main air supply system
    5 engine 9 is connected in parallel with the air supply systems of three auxiliary engines 10. Pipeline 22 is connected to each of the air supply systems in the case
    0 of the compressor of the corresponding turbocharger 18. Between the air supply system of each auxiliary engine and the air supply system of the main engine, a shut-off member is installed, made in the form of a valve 23. Each valve 23 is controlled, as shown by dashed signal lines 24, by pressure in the corresponding air receiver 20 boost. FIG. 5 is a diagram of a multi-engine installation having a plurality of
    identical turbo-charged diesel engines for use, for example, on cargo ships or in the process of drilling oil wells.
    In addition to performing normal transport operations, which require only a small part of the maximum power, transport vessels are used to land floating platforms in the open sea and to solve other critical tasks that require additional energy at any time, which necessitates a continuous backup. one or more installed engines.
    Since drilling for oil requires high power, under certain critical operating conditions, there is a need for additional energy to provide quick assistance. This requirement is most economically satisfied with one or more engines operating in standby mode.
    The installation shown in FIG. 5 contains four engines 25, each of which contains a turbocharger 26, an air cooler 27, an intake manifold 28 and an exhaust receiver 29.
    The charge systems of all engines 25 are connected in parallel through pipelines 30 passing between the injection nozzles in the housings 31 of the compressors of the respective turbochargers 26. Shut-off valves 32 are installed at the respective entrances to the compressor housings. air through a stopped engine. They are controlled (indicated by dashed signal lines 33) by pressure sensors located in the respective conduits 28 such that any valve opens when the charge pressure is below the exhaust gas pressure and closes when the engine load reaches a specific critical limit or when the engine stops.
    An additional exhaust pipe 34 connects the pressure pipe of each turbocharger to a common manifold. In each pipe 34, a check valve 35 and a throttle valve 36 are installed in series. Check valve
    35 located after the throttle valve
    36 as far as possible from the backup engine and prevents gas leakage in the direction of the compression side of the turbocharger. The common collector is made in the form of pipeline 37 bypass. According to FIG. 4, during normal operation of the ship, the main engine 9 is mainly used to drive the ship. Secondly, 5 the main engine can drive one or more electric generators (not shown) either directly connected to the crankshaft of the engine 9, or through steam turbines using heat from the exhaust gases of the engine 9. Since the production of electricity by the main engine is the most economical it is advisable to use it as much as possible so that if necessary all
    5 auxiliary engines were under load. Accordingly, one or more of them will operate in standby mode. The specified operating mode is detected by sensors located in separate
    0 pressurized air receivers, i.e. These sensors function as instantaneous backup engine sensors. Sensors cause the opening of the corresponding valve or valves 23 and air bypass
    5 under higher pressure from the main engine air supply system to the air supply system of said auxiliary engine or engines via conduit 22. The boost pressure in the auxiliary engine thus rises to a value greater than the exhaust gas pressure, thereby eliminating the problems associated with work in standby mode.
    5 If the load on the power grid exceeds the maximum power generated by the generators driven by the main engine, for example, if the main engine cannot meet the need for electricity, then one or more working auxiliary engines are used. Since the auxiliary engines are already in standby mode, they are turned on
    5 so quickly that any emergency demand for electricity is always satisfied, regardless of the main engine.
    In the case (FIG. 5), if the corresponding turbocharger 26 generates excess pressurized air, conduit 34 serves to supply air to the common manifold (conduit 37), and throttle valve 36 serves to ensure that the amount of air being bypassed from the turbocharger is not
    5 exceeds the permissible value for the safe operation of the corresponding engine,
    In order to use the maximum charge air to the maximum extent, this air is drawn between the compressor casing 31 and the air cooler 27, where the air pressure and temperature reach maximum values.
    If the other engine of the plant is operating, in standby mode and its turbocharger, thus requires additional charge air, the corresponding shut-off valve 32 is open and the excess charge air flows directly from the collector to the air supply system of the specified standby engine.
    Since the proposed installation contains basically identical engines, the real grouping of engines with respect to engines operating under load and reserve engines is irrelevant, since the connection of the charge systems of all engines ensures that the order of operation is such that the excess air from any of the engines operating under load, during operation, goes to any backup engine in need of air.
    权利要求:
    Claims (6)
    [1]
    1. Multi-engine installation containing autonomous internal combustion engines, of which at least one is designed to operate in standby mode while the other engine is under load and each is equipped with a turbocharger and a discharge pipe connecting the turbocharger compressor with the engine inlet pipe for air supply to cylinders, air bypass pipeline from engine air supply system operating under load to air supply system of each backup engine He also installed shut-off organs installed at the junction of the bypass pipeline with each backup engine, characterized in that, in order to increase reliability, each pipeline shut-off body is installed with the capability of providing air supply in the open position from the engine operating under load to the backup engine and executed with the control of the instantaneous operating state of the backup engine,
    [2]
    2.Installation according to claim 1, such that the backup engine turbocharger is made with a nozzle hole in the compressor housing and the air bypass pipeline is connected to this hole.
    [3]
    3. Installation according to claim 2, characterized in that an air cooler is installed in the pressure pipe of the engine operating under load and the air bypass pipeline is connected to the air pressure pipe of this engine in the area
    between the air cooler and the compressor turboheater.
    [4]
    4. Installation under item 1, characterized in that the valve blocking body is designed as an automatic shut-off valve.
    valve.
    [5]
    5. Installation according to claim 1, characterized in that each sensor of the instantaneous state of the backup engine is designed as a boost pressure sensor.
    [6]
    6. Installation under item 1, characterized in that the air bypass pipeline is connected to the air supply system of each backup engine through two parallel branches, the organ shut off with
    control from an instantaneous working condition is installed in one of the branches, and the second branch is provided with a series of throttle valve arranged in series as they are removed from the backup engine
    and a check valve, the last of which is installed with the possibility of supplying air to the bypass pipeline,
    mbar 3600
    2550
    FIG. one
    FIG. 2
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    类似技术:
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    SU1746898A3|1992-07-07|Power plant
    GB2156429A|1985-10-09|Control of i.c. engine plural turbocharger systems
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    SU1720500A3|1992-03-15|Multiengined plant
    CN106837528A|2017-06-13|Sequential supercharged diesel engine lubrication sealing structure and its control method based on tonifying Qi
    SU1658824A3|1991-06-23|Ship multiengined propulsion system
    EP2574753A1|2013-04-03|Cooling system for two-stage charged engines
    Heim2002|Existing and future demands on the turbocharging of modern large two-stroke diesel engines
    GB1164018A|1969-09-10|Improvements in or relating to Turbo-Driven Superchargers for Two-Stroke I.C. Engines
    US20140208740A1|2014-07-31|Turbocharger, system, and method for draining fluid from a turbocharger
    JPH01142214A|1989-06-05|Turbo supercharged engine
    US4273508A|1981-06-16|Method for automatic control of power plant and power plant of compressor station of gas pipeline system, wherein said method is effected
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    GB2234290A|1991-01-30|Manifold turbocharger and waste-gate mounting arrangement
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    同族专利:
    公开号 | 公开日
    DK155134B|1989-02-13|
    DK155134C|1989-07-03|
    YU181386A|1990-06-30|
    FI864345A|1987-04-29|
    BR8605214A|1987-07-28|
    US4787207A|1988-11-29|
    KR870004227A|1987-05-08|
    FI864345A0|1986-10-27|
    DK493885D0|1985-10-28|
    DK493885A|1987-04-29|
    FI82293C|1991-02-11|
    JPH0621567B2|1994-03-23|
    FI82293B|1990-10-31|
    YU45026B|1991-06-30|
    CN1005345B|1989-10-04|
    JPS62103428A|1987-05-13|
    KR940004336B1|1994-05-23|
    CN86106876A|1987-07-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US1880674A|1926-03-04|1932-10-04|Bauer Gustav|Scavenging mechanism for two-cycle engines|
    US2998698A|1955-05-20|1961-09-05|Rieseler Helene|Supercharged internal combustion engine with controls therefor|DE102004029286B4|2004-06-17|2009-01-22|Man Diesel Se|engine plant|
    DE102007019060A1|2007-04-23|2008-11-20|Audi Ag|Internal-combustion engine for motor vehicle, has mechanical loader arranged in intake system in parallel connection to compressor of turbocharger, and switched into upper speed range of engine to adjust power loss of turbocharger|
    JP2011111975A|2009-11-26|2011-06-09|Mitsubishi Heavy Ind Ltd|Steam turbine power generation system and ship provided with same|
    CN103277195A|2013-06-19|2013-09-04|济钢集团有限公司|Fuel supply switching system used between gas turbine generator units|
    JP2018062859A|2016-10-11|2018-04-19|ヤマハ発動機株式会社|Outboard motor unit and vessel|
    WO2018176041A1|2017-03-24|2018-09-27|Sturman Digital Systems, Llc|Multiple engine block and multiple engine internal combustion power plants for both stationary and mobile applications|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DK493885A|DK155134C|1985-10-28|1985-10-28|MULTI-ENGINE SYSTEMS WITH TURBOLED COMBUSTION ENGINES|
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