CN110779727B - Motion monitoring system - Google Patents

Abstract

A throttle valve (75) of an operation monitoring system receives the pressure of drive oil when the pressure of the drive oil is increased to close an outlet (755), and opens the outlet (755) when the pressure of the drive oil is not increased. The pressure sensor 765 is disposed near an outlet 755 of the throttle valve 75. The pressure sensor 765 measures the pressure of the drive oil flowing out of the outlet 755. The storage unit (766) stores in advance, as a reference fluctuation, a periodic fluctuation in the pressure of the drive oil flowing out from the outlet (755) of the throttle valve (75) when the drive target (i.e., the exhaust valve (25)) of the first hydraulic drive line (71) is operating normally. A detection unit (767) detects an abnormality of the throttle valve (75) by comparing the measurement value of the pressure sensor (765) with a reference variation. Thus, abnormality of a throttle valve (75) provided in the first hydraulic drive line (71) can be automatically detected.

Description

motion monitoring system

technical field

The present invention relates to an operation monitoring system, which is an operation monitoring system for a throttle valve installed on an oil pressure driving line of a diesel engine to exhaust the driving oil.

Background technique

Conventionally, diesel engines for ships are equipped with an exhaust port for discharging gas combusted in the combustion chamber and an exhaust valve for opening and closing the exhaust port, and the operation of the exhaust valve is performed by a stroke sensor. monitor.

In addition, Japanese Patent Application Laid-Open No. 6-257456 (Document 1) discloses a technique in which a sensor detects the amount of compressed air supplied to an air pressure drive line that drives an exhaust valve of a twin-turbo engine using compressed air. (that is, the pressure of the driving air), and whether or not the operation of the exhaust valve is abnormal is determined based on a change in the pressure of the compressed air.

Furthermore, in a marine diesel engine, a throttle valve for exhausting drive oil is provided on a hydraulic drive line that drives an exhaust valve. The throttle valve is opened when the drive oil is not pressurized, and the gas contained in the drive oil is discharged from the hydraulic drive line to the outside through the throttle valve. In addition, the throttle valve is closed so that the driving oil does not leak to the outside in a state where the driving oil is pressurized.

If the throttle valve becomes abnormal and becomes normally open, the pressure of the driving oil will be insufficient during boosting, which may cause abnormal operation of the exhaust valve. In addition, if the throttle valve is in a normally closed state, the gas in the drive oil cannot be removed, and there is a possibility that the operation of the exhaust valve may be abnormal due to cavitation. However, the throttle valve is a relatively small part, and it is difficult to install a stroke sensor or the like in the vicinity of the throttle valve. Therefore, the operation monitoring of the throttle valve has not been performed at present.

Contents of the invention

The present invention is directed to an operation monitoring system of a throttle installed in a hydraulic drive line of a diesel engine to exhaust the drive oil, and its purpose is to automatically detect abnormality of the throttle.

[Technical means to solve the problem]

An operation monitoring system according to a preferable aspect of the present invention includes: a throttle valve having an inlet and an outlet of driving oil, the outlet is closed by the pressure of the driving oil when the pressure of the driving oil is boosted, and the outlet is opened when the pressure of the driving oil is not boosted. the outlet; the pressure sensor is arranged near the outlet of the throttle to measure the pressure of the driving oil flowing out from the outlet; The periodical variation of the pressure of the driving oil flowing out of the outlet is stored in advance as a reference variation; and the detection unit compares the measured value of the pressure sensor with the reference variation to detect the abnormality of the throttle valve. According to the above operation monitoring system, abnormality of the throttle valve can be automatically detected.

Preferably, the drive object of the hydraulic drive line includes an exhaust valve of a diesel engine.

Preferably, at least a part of the driving oil flowing out from the outlet of the throttle valve is guided to the sliding portion of the exhaust valve and used as lubricating oil.

Preferably, the drive object of the hydraulic drive line includes a fuel supply pump of a diesel engine.

Preferably, the abnormality detected by the detection unit includes a normal opening of the throttle valve.

Preferably, the abnormality detected by the detection unit includes a normally closed state of the throttle valve.

Preferably, the operation monitoring system further includes an outflow line for guiding driving oil flowing out from the outlet of the throttle valve. The pressure sensor measures the pressure of the drive oil in the lower portion of the outflow line.

Preferably, the operation monitoring system further includes an outflow line for guiding driving oil flowing out from the outlet of the throttle valve. The outflow line is provided independently of a drain line through which driving oil discharged from a portion of the hydraulic drive line other than the throttle valve flows.

These and other objects, features, aspects, and advantages will be clarified by the following detailed description of the invention with reference to the accompanying drawings.

Description of drawings

FIG. 1 is a diagram showing the configuration of a diesel engine according to an embodiment.

Fig. 2 is a sectional view showing the vicinity of the exhaust valve hydraulic cylinder.

Fig. 3 is a sectional view showing a throttle valve.

Fig. 4 is a sectional view showing a throttle valve.

FIG. 5 is a diagram showing the configuration of a monitoring unit.

FIG. 6 is a graph showing an example of a standard fluctuation of driving oil.

FIG. 7 is a graph showing an example of the pressure fluctuation of the driving oil when the operation of the throttle valve is abnormal.

FIG. 8 is a graph showing an example of pressure fluctuation of the driving oil when the throttle valve is abnormally operated.

Fig. 9 is a sectional view showing the vicinity of a fuel supply pump.

Explanation of symbols

1: Diesel engine

25: exhaust valve

62: Fuel supply pump

71: The first hydraulic drive line

72: The second hydraulic drive line

75, 75a: throttle valve

76: Motion Monitoring System

754: Entrance

755: export

765, 765a: pressure sensor

766: Storage Department

767: Detection Department

769, 769a: outflow line

Detailed ways

FIG. 1 is a diagram showing the configuration of a diesel engine 1 according to one embodiment of the present invention. The diesel engine 1 illustrated in FIG. 1 is a two-stroke engine used as a main engine of a ship. In FIG. 1 , a part of the diesel engine 1 is shown in cross section.

Diesel engine 1 has: cylinder 2, piston 3, exhaust valve 25, exhaust path 241, exhaust pipe 42, supercharger 5, air cooler 43, scavenging pipe 41, scavenging chamber 231, fuel supply mechanism 6, Hydraulic drive mechanism 7.

The cylinder 2 includes a cylinder liner 21 and a cylinder head 22 . The cylinder liner 21 is a substantially cylindrical member. The cylinder head 22 is a substantially covered cylindrical member attached to the upper portion of the cylinder liner 21 . The cylinder head 22 covers the upper opening of the cylinder liner 21 . In the vicinity of the lower end portion of the cylinder liner 21 , a plurality of through holes are provided in a circumferential shape. The plurality of through holes are scavenging ports 23 for supplying scavenging air described later into the cylinder 2 . A scavenging chamber 231 is arranged around the scavenging port 23 . The scavenging port 23 is connected to the scavenging pipe 41 via the scavenging chamber 231 .

An exhaust port 24 for exhausting gas in the cylinder 2 to the outside of the cylinder 2 is provided at an upper end portion of the cylinder head 22 . The shape of the exhaust port 24 in plan view (that is, the shape viewed from the vertical direction in FIG. 1 ) is substantially circular. Furthermore, the up and down directions in FIG. 1 do not necessarily need to coincide with the direction of gravity.

The exhaust valve 25 is disposed at a position overlapping the exhaust port 24 in the vertical direction, and opens and closes the exhaust port 24 . The exhaust valve 25 includes a valve body 251 and a valve stem 252 . The valve body 251 is a substantially conical portion located below the exhaust port 24 . The diameter of the valve body 251 in plan view is larger than the diameter of the exhaust port 24 in plan view. The valve stem 252 is a substantially cylindrical portion extending upward from the upper end of the valve body 251 . The upper end portion of the valve rod 252 is accommodated in an exhaust valve hydraulic cylinder 253 provided above the air cylinder 2, and supported so as to be movable in the vertical direction.

The exhaust valve 25 is moved vertically by the hydraulic drive mechanism 7 . As shown by the solid line in FIG. 1 , in the state where the valve body 251 of the exhaust valve 25 is separated downward from the exhaust port 24, the exhaust port 24 is opened, and the gas in the cylinder 2 is discharged to the cylinder through the exhaust port 24. 2 outside. On the other hand, in the state where the valve body 251 is located at the position shown by the two-dot chain line in FIG. The gas will not be discharged from the exhaust port 24. In the following description, the position of the exhaust valve 25 indicated by the solid line in FIG. 1 is referred to as the "open position", and the position of the exhaust valve 25 indicated by the two-dot chain line is referred to as the "closed position". The exhaust valve 25 is movable in the vertical direction between an open position and a closed position above the open position.

With the exhaust valve 25 at the open position, the gas discharged from the exhaust port 24 to the outside of the cylinder 2 (hereinafter referred to as “exhaust”) is guided to the exhaust pipe 42 via the exhaust path 241 . In an actual diesel engine 1 , a plurality of cylinders 2 are arranged in parallel, and the plurality of cylinders 2 are connected to one scavenging pipe 41 and one exhaust pipe 42 .

The exhaust gas in the exhaust pipe 42 is sent to the supercharger 5 which is a turbocharger, and is supplied to the turbine 51 of the supercharger 5 . The exhaust gas used for the rotation of the turbine 51 is discharged to the outside of the diesel engine 1 via a reduction catalyst or the like (not shown) for reducing nitrogen oxides (NO X ). The compressor 52 of the supercharger 5 pressurizes the intake air (air) taken in from the outside of the diesel engine 1 by the rotational force generated by the turbine 51 . The pressurized air (hereinafter referred to as “scavenging air”) is cooled by a refrigerant such as seawater in the air cooler 43 , and then supplied into the scavenging air pipe 41 . In this way, in the supercharger 5, the exhaust gas pressurizes the intake air to generate scavenging air.

The piston 3 can move in the vertical direction in FIG. 1 within the cylinder 2 . In FIG. 1 , the position of the piston 3 indicated by the two-dashed line is the top dead center, and the position of the piston 3 indicated by the solid line is the bottom dead center. The piston 3 includes a piston head 31 and a piston rod 32 . The piston head 31 is a thick, substantially disk-shaped portion inserted into the cylinder liner 21 . The piston rod 32 is a substantially cylindrical portion whose upper end is connected to the lower surface of the piston head 31 . The lower end of the piston rod 32 is connected to a crank mechanism (not shown). In the diesel engine 1 illustrated in FIG. 1 , the space enclosed by the cylinder liner 21 , the cylinder head 22 , the exhaust valve 25 , and the upper surface of the piston head 31 is a combustion chamber 20 for combusting gas.

The fuel supply mechanism 6 includes a fuel injection unit 61 and a fuel supply pump 62 . The fuel injection unit 61 is a nozzle attached to the cylinder head 22 with its tip facing the combustion chamber 20 . The fuel supply pump 62 is connected to a fuel tank (not shown) through a fuel pipe, and sends fuel in the fuel tank to the fuel injector 61 . The fuel injection unit 61 injects fuel supplied from a fuel supply pump 62 into the combustion chamber 20 . The fuel supply pump 62 is also driven by the aforementioned hydraulic drive mechanism 7 .

Next, the operation of the diesel engine 1 will be described. In the diesel engine 1 , when the piston 3 rises from the bottom dead center to near the top dead center, the exhaust valve 25 is at the closed position, and the exhaust port 24 is closed. Therefore, the gas (scavenging gas, which will be described later) in the combustion chamber 20 is compressed. Then, fuel is injected into the combustion chamber 20 from the fuel injection portion 61 , the vaporized fuel self-ignites, and the gas in the combustion chamber 20 burns (that is, explodes). Thereby, the piston 3 is pushed down and moves to the bottom dead center. Note that the gas in the combustion chamber 20 does not necessarily need to self-ignite, and the gas in the combustion chamber 20 may be ignited using a spark plug or the like.

After the gas in the combustion chamber 20 is combusted, the exhaust valve 25 descends from the closed position to the open position before the piston 3 reaches the bottom dead center, and the exhaust port 24 is opened. As a result, exhaust of the burned gas in the combustion chamber 20 starts. As described above, gas (ie, exhaust gas) discharged from the combustion chamber 20 is supplied to the turbine 51 of the supercharger 5 through the exhaust path 241 and the exhaust pipe 42, and is discharged to the outside of the diesel engine 1 through a reduction catalyst or the like.

When the piston 3 descends near the bottom dead center and the upper surface of the piston head 31 moves below the scavenging port 23 , the scavenging port 23 is opened, and the combustion chamber 20 and the scavenging chamber 231 communicate through the scavenging port 23 . Accordingly, the scavenging air in the scavenging chamber 231 is supplied into the combustion chamber 20 .

Piston 3 turns to rise after reaching bottom dead center. When the upper surface of the piston head 31 rises above the scavenging port 23 , the scavenging port 23 is closed to stop the supply of scavenging gas into the combustion chamber 20 . Then, the exhaust port 24 is closed by the exhaust valve 25, and the combustion chamber 20 is sealed. As the piston 3 rises further, the scavenging air in the combustion chamber 20 is compressed. Then, when the piston 3 reaches near the top dead center, fuel is injected from the fuel injection portion 61 into the combustion chamber 20 , and the above-mentioned combustion occurs in the combustion chamber 20 . In the diesel engine 1, the above operation is repeated.

Next, details of the hydraulic drive mechanism 7 will be described. The hydraulic drive mechanism 7 includes a first hydraulic drive line 71 , a second hydraulic drive line 72 , a drive oil tank 73 , and a drive oil pump 74 . The driving oil tank 73 stores driving oil. The driving oil pump 74 sends the driving oil in the driving oil tank 73 to the first hydraulic driving line 71 and the second hydraulic driving line 72 . The first oil pressure driving line 71 is connected to the exhaust valve hydraulic cylinder 253 to drive the exhaust valve 25 . The second hydraulic drive line 72 is connected to the fuel supply mechanism 6 to drive the fuel supply pump 62 . That is, the hydraulically driven line that drives the exhaust valve 25 is referred to as the "first hydraulically driven line 71". In addition, the hydraulically driven line for driving the fuel supply pump 62 is referred to as the "second hydraulically driven line 72".

FIG. 2 is an enlarged cross-sectional view showing the vicinity of the exhaust valve hydraulic cylinder 253 . In FIG. 2, the structure of the 1st hydraulic drive line 71 is shown together. The first hydraulic drive line 71 includes a pipe 711 , a valve 712 , a flow path 713 , a hydraulic piston 714 , a spring 715 , and a throttle valve 75 . The flow path 713 is formed in the exhaust valve hydraulic cylinder 253 . The hydraulic piston 714 , the spring 715 , and the throttle valve 75 are housed inside the exhaust valve hydraulic cylinder 253 . An operation monitoring system 76 of the throttle valve 75 is provided near the throttle valve 75 .

The piping 711 guides the driving oil sent from the driving oil pump 74 (see FIG. 1 ) to the flow path 713 . In FIG. 2 , parallel oblique lines are also given to the driving oil flowing through the flow path 713 and the like. The valve 712 is provided on the pipe 711 and controls the supply of driving oil to the flow path 713 . By opening and closing the valve 712, the state of the driving oil in the first hydraulic driving line 71 is switched between a boosted state and a non-boosted state. In FIG. 2 , the first hydraulic drive line 71 is shown when the pressure is not boosted.

The flow path 713 is connected to the upper end of the hydraulic piston 714 and the lower end of the throttle valve 75 . The hydraulic piston 714 is a substantially cylindrical member with a cover. A spring 715 is accommodated inside the hydraulic piston 714 . The lower end portion of the spring 715 is in contact with the upper end surface of the stem 252 of the exhaust valve 25 . The valve rod 252 is pressed toward the spring 715 (that is, upward) by the air piston 254 provided in the exhaust valve hydraulic cylinder 253 . The spring 715 is, for example, a coil spring. The spring 715 may be various elastic members other than a coil spring.

In the first hydraulic drive line 71 when the pressure is not boosted, the valve stem 252 , the hydraulic piston 714 and the spring 715 are pushed upward by the pressure of the air piston 254 . The upper end of the hydraulic piston 714 is in contact with or close to the top cover of the exhaust valve hydraulic cylinder 253, and the exhaust valve 25 is in a closed state. On the other hand, the spring 715 is pressed downward by the pressure of the boosted driving oil in the first hydraulic drive line 71 during boosting. As a result, the spring 715 and the valve stem 252 move downward against the pressure of the air piston 254, and the exhaust valve 25 is opened. In the first hydraulic drive line 71 , when the boost of the drive oil is completed and returns to the non-boosted state, the pressure of the air piston 254 pushes up the valve stem 252 and the spring 715 , and the exhaust valve 25 becomes closed.

The driving oil in the exhaust valve hydraulic cylinder 253 flows out from a plurality of orifices provided on the side wall of the exhaust valve hydraulic cylinder 253, is received by the driving oil storage part 255 provided on the lower side of the air piston 254, and Temporary storage. The driving oil stored in the driving oil reservoir 255 flows downward along the outer surface of the valve stem 252 from the gap between the driving oil reservoir 255 and the valve stem 252 . As a result, frictional resistance is reduced in the sliding portion of the exhaust valve 25 (for example, a portion between the support portion supporting the valve stem 252 and the valve stem 252 ), and the vertical movement of the exhaust valve 25 is smoothed. In addition, the sliding portion is hermetically sealed.

The driving oil flowing down from the driving oil reservoir 255 is temporarily stored as drain oil in a crankcase (not shown) located below the cylinder 2 . The drained oil is sucked up by the circulation pump, purified by a filter, etc., and returned to the driving oil tank 73 to be reused. In the following description, the flow path of the drive oil from the exhaust valve hydraulic cylinder 253 to the crankcase is referred to as a "drain line".

The throttle valve 75 is a mechanical valve for exhausting the drive oil in the first hydraulic drive line 71 . The throttle valve 75 is arranged, for example, above the hydraulic piston 714 in the first hydraulic drive line 71 . The upper end portion of the throttle valve 75 is arranged inside a buffer portion 716 formed in the exhaust valve hydraulic cylinder 253 . The buffer portion 716 is a relatively small space that temporarily stores the driving oil flowing out of the flow path 713 via the throttle valve 75 .

3 and 4 are enlarged cross-sectional views of the throttle valve 75 . FIG. 3 shows the throttle valve 75 in an open state when the first hydraulic drive line 71 is not pressurized. FIG. 4 shows the throttle valve 75 in a closed state when the first hydraulic drive line 71 is boosted. The throttle valve 75 is a substantially cylindrical member centered on the central axis J1. In the example shown in FIG. 3 , the central axis J1 is oriented substantially in the up-down direction. The vertical length of the throttle valve 75 is, for example, 4.3 cm to 5.5 cm.

The throttle valve 75 includes an outer cylinder portion 751 , an inner cylinder portion 752 , and an elastic member 753 . Each of the outer cylinder portion 751 and the inner cylinder portion 752 is a substantially cylindrical member extending substantially vertically around the center axis J1. The outer cylindrical portion 751 has a lower opening (ie, the inlet 754 for the driving oil) and an upper opening (ie, the outlet 755 for the driving oil) at the lower end and the upper end, respectively. The inner cylinder part 752 is arranged inside the outer cylinder part 751 between the lower opening and the upper opening. The inner cylindrical portion 752 is movable in the vertical direction between the position shown in FIG. 3 and the position shown in FIG. 4 . The elastic member 753 is arranged in a vertically compressed state between the outer surface of the inner cylinder portion 752 and the inner surface of the outer cylinder portion 751 . The elastic member 753 presses the inner cylindrical portion 752 downward. In the example shown in FIGS. 3 and 4 , the elastic member 753 is a coil spring.

A plurality of orifice holes 756 penetrating through the inner cylindrical portion 752 are provided on the upper side surface of the inner cylindrical portion 752 . In the throttle valve 75 , the inner space of the inner cylindrical portion 752 and the inner space of the outer cylindrical portion 751 communicate through a plurality of orifices 756 . In the example shown in FIGS. 3 and 4 , the four orifices 756 are arranged at substantially equal angular intervals in the circumferential direction centering on the central axis J1 . The number and arrangement of the orifice 756 can be changed appropriately.

In the first hydraulic drive line 71 at the time of non-boosting shown in FIG. square flow. The driving oil flows out from the inner space of the inner cylinder 752 through the plurality of orifices 756 to the space between the upper outer surface of the inner cylinder 752 and the inner surface of the outer cylinder 751 , and flows out to the throttle valve through the upper opening. 75 exterior. The gas in the driving oil of the first hydraulic driving line 71 is discharged to the outside of the first hydraulic driving line 71 together with the driving oil flowing out from the throttle valve 75 to the outside. In the throttle valve 75, the lower opening is the inlet of the driving oil, and the upper opening is the outlet of the driving oil. In the following description, the lower opening and the upper opening of the throttle valve 75 are referred to as "inlet 754" and "outlet 755", respectively.

On the other hand, in the first hydraulic drive line 71 at the time of pressure increase shown in FIG. 4 , the pressure of the boosted drive oil is received, and the inner cylindrical portion 752 is pressed upward. Accordingly, the inner cylindrical portion 752 moves upward while compressing the elastic member 753 , and the outer surface of the upper end of the inner cylindrical portion 752 contacts the inner surface of the outer cylindrical portion 751 . As a result, the outlet 755 is closed by the inner cylindrical portion 752 , and the flow of driving oil from the throttle valve 75 is stopped. In the throttle valve 75 , when the pressurization of the driving oil is completed and returns to the non-pressurized state, the restoring force of the elastic member 753 pushes down the inner cylindrical portion 752 to open the outlet 755 .

As shown in FIG. 2 , the operation monitoring system 76 includes the aforementioned throttle valve 75 , a sensor unit 761 , a monitoring unit 762 , and an outflow line 769 . The sensor unit 761 is attached to the exhaust valve hydraulic cylinder 253 in the vicinity of the outlet 755 of the throttle valve 75 , and is connected to the buffer unit 716 . The sensor unit 761 includes a mounting unit 764 and a pressure sensor 765 . The mounting part 764 is mounted on the outer wall of the exhaust valve hydraulic cylinder 253 at the side of the buffer part 716 . A flow path through which the driving oil flowing out from the buffer portion 716 to the outside of the exhaust valve hydraulic cylinder 253 flows is formed inside the mounting portion 764 . The pressure sensor 765 is arranged on the lower side of the flow path of the mounting part 764, and continuously measures the pressure of the driving oil flowing in the flow path (that is, the pressure of the driving oil flowing out from the outlet 755 of the throttle valve 75) at the lower part of the flow path. pressure). The pressure sensor 765 is arranged below the outlet 755 of the throttle valve 75 . The output from the pressure sensor 765 is sent to the monitoring unit 762 .

One end of the outflow line 769 is connected to the mounting portion 764 . The flow path inside the mounting portion 764 is also considered to be a part of the outflow line 769 . The outflow line 769 is a pipe that extends upward beyond the outlet 755 of the throttle valve 75 outside the exhaust valve hydraulic cylinder 253 and then extends downward. The other end of the outflow line 769 is connected to the exhaust valve hydraulic cylinder 253 , and communicates with the internal space of the exhaust valve hydraulic cylinder 253 above the drive oil reservoir 255 . The outflow line 769 is provided independently of the drain line through which the drive oil discharged from the first hydraulic drive line 71 other than the throttle valve 75 flows. Furthermore, the outflow pipeline 769 may also be arranged inside the exhaust valve hydraulic cylinder 253 .

The outflow line 769 returns the driving oil that has flowed out of the exhaust valve hydraulic cylinder 253 from the buffer portion 716 to the inside of the exhaust valve hydraulic cylinder 253 . The driving oil guided into the exhaust valve hydraulic cylinder 253 by the outflow pipeline 769 is received by the driving oil storage part 255 and temporarily stored. The driving oil stored in the driving oil reservoir 255 flows downward along the outer surface of the valve stem 252 from the gap between the driving oil reservoir 255 and the valve stem 252 as described above. As a result, frictional resistance is reduced at the sliding portion of the exhaust valve 25, and the vertical movement of the exhaust valve 25 is smoothly performed. In addition, the sliding portion is hermetically sealed.

The outflow line 769 guides the driving oil flowing out from the outlet 755 of the throttle valve 75 to the sliding portion of the exhaust valve 25 . As described above, the driving oil guided to the sliding portion is used as lubricating oil for reducing friction. Furthermore, the outflow line 769 does not necessarily need to guide all of the driving oil flowing out from the throttle valve 75 to the sliding portion of the exhaust valve 25 . The outflow line 769 guides at least a part of the driving oil flowing out from the throttle valve 75 to the sliding portion of the exhaust valve 25 .

The monitoring unit 762 is, for example, a normal computer. The computer includes a processor 81 , a memory 82 , an input/output unit 83 , and a bus 84 as shown in FIG. 5 . The bus 84 is a signal circuit that connects the processor 81 , the memory 82 , and the input/output unit 83 . The memory 82 stores programs and various information. The processor 81 executes various processing (for example, numerical calculation or image processing) while utilizing the memory 82 and the like according to programs and the like stored in the memory 82 . The input/output unit 83 is connected to the bus 84 via an interface, and includes a keyboard 85 and a mouse 86 for receiving input from an operator, and a display 87 for displaying output from the processor 81 and the like.

As shown in FIG. 2 , the monitoring unit 762 includes a storage unit 766 and a detection unit 767 . The storage unit 766 is mainly realized by the memory 82 and stores various information. The detection unit 767 is mainly realized by the processor 81 , and detects an abnormality of the throttle valve 75 and a throttle valve 75 a described later based on the information stored in the storage unit 766 and the output from the pressure sensor 765 .

Specifically, the storage unit 766 stores in advance, as a "reference fluctuation", the periodic fluctuation of the pressure of the driving oil flowing out from the outlet 755 of the throttle valve 75 when the exhaust valve 25 is operating normally. The reference fluctuation is obtained by measuring the pressure of the driving oil with the pressure sensor 765 , for example, in a state where the exhaust valve 25 is confirmed to be operating normally by a stroke sensor or the like. Alternatively, the reference fluctuation may be obtained by simulation or the like.

FIG. 6 is a graph showing an example of a standard fluctuation of driving oil. The horizontal axis in FIG. 6 represents the crank angle (°) of the crank mechanism connected to the piston 3 . The vertical axis in FIG. 6 represents the pressure (bar) of the driving oil flowing out from the outlet 755 of the throttle valve 75 . The graph marked with reference numeral 90 in FIG. 6 is a reference change in the pressure of the driving oil. When the crank angle ranges from 0° to about 120°, the first hydraulic drive line 71 is in a non-boosted state, and the drive oil flows out from the outlet 755 of the throttle valve 75 in an open state. Therefore, the pressure of the driving oil measured by the pressure sensor 765 is substantially the same as the pressure of the driving oil at the time of non-boosting, and is relatively low.

When the crank angle reaches approximately 120°, the first hydraulic drive line 71 enters a boost state, and the throttle valve 75 shifts from the open state to the closed state. At this time, the pressurized driving oil flows out from the outlet 755 of the throttle valve 75 for a short time before the throttle valve 75 is in the closed state. Therefore, when the crank angle is approximately 120°, the pressure of the driving oil measured by the pressure sensor 765 increases instantaneously, and a peak value of the pressure during the reference fluctuation occurs.

In the crank angle range of about 120° to about 240°, the pressure of the first hydraulic drive line 71 is boosted and the throttle valve 75 is closed, so the pressure of the drive oil measured by the pressure sensor 765 is relatively low. In addition, when the crank angle ranges from about 240° to 360°, the first hydraulic drive line 71 is not boosted and the throttle valve 75 is opened, so the pressure of the drive oil measured by the pressure sensor 765 is relatively low. In addition, the pressure fluctuation of the driving oil in the crank angle range of about 300° to 360° is caused by replenishment of the driving oil or the like, not by the opening and closing of the throttle valve 75 or the like.

In the throttle valve 75 , for example, there is a possibility that a foreign matter is caught between the inner cylinder portion 752 and the outer cylinder portion 751 and an abnormality occurs in which the inner cylinder portion 752 cannot move. If the inner cylindrical portion 752 cannot move when the throttle valve 75 is in the open state, the throttle valve 75 remains open even when the pressure of the drive oil in the first hydraulic drive line 71 is boosted, and the boosted drive oil continues to flow from Outlet 755 of throttle valve 75 flows out. Therefore, the pressure of the driving oil measured by the pressure sensor 765, as shown by the solid line 91 in FIG. The measured value of the pressure sensor 765 is sent to the detection unit 767 . The detection unit 767 detects abnormality of the throttle valve 75 (in the example shown in FIG. 7, the throttle valve 75 is normally open) by comparing the measured value of the pressure sensor 765 with the reference fluctuation of the first hydraulic drive line 71. . Furthermore, the abnormality of the normal opening of the throttle valve 75 may be caused by, for example, cavitation caused by gas in the driving oil stagnating much inside the inner tube portion 752 or the like.

In addition, if the inner cylindrical portion 752 cannot move when the throttle valve 75 is closed, the throttle valve 75 remains closed even when the driving oil in the first hydraulic drive line 71 is not pressurized, and the driving oil does not flow from the throttle valve 75. Outlet 755 of throttle valve 75 flows out. Therefore, the pressure of the driving oil measured by the pressure sensor 765 remains relatively low regardless of the crank angle, as shown by the solid line 92 in FIG. peak. The detecting unit 767 detects an abnormality of the throttle valve 75 (in the example shown in FIG. 8 , the throttle valve 75 is normally closed) by comparing the measured value of the pressure sensor 765 with a reference fluctuation.

In addition, the normally closed abnormality of the throttle valve 75 may be caused by, for example, breakage of the elastic member 753 or the like. In addition, in the case where the plurality of orifice holes 756 of the throttle valve 75 are clogged by foreign matter or the like, the driving oil in the inner cylindrical portion 752 does not flow to the outlet 755 regardless of the position of the inner cylindrical portion 752, so it is considered that a problem with The normally closed abnormality of the throttle valve 75 is also abnormal. In the operation monitoring system 76 , when an abnormality of the throttle valve 75 is detected, the detection unit 767 notifies the operator of the detection of the abnormality through, for example, a warning display on the display 87 or an alarm sound.

As described above, the operation monitoring system 76 monitors the operation of the throttle valve 75 provided on the hydraulic drive line (namely, the first hydraulic drive line 71 ) of the diesel engine 1 for exhausting drive oil. The operation monitoring system 76 includes a throttle valve 75 , a pressure sensor 765 , a storage unit 766 , and a detection unit 767 . The throttle valve 75 has an inlet 754 and an outlet 755 for driving oil. The throttle valve 75 closes the outlet 755 by the pressure of the driving oil when the pressure of the driving oil is boosted, and opens the outlet 755 when the pressure of the driving oil is not boosted. The pressure sensor 765 is arranged near the outlet 755 of the throttle valve 75 . The pressure sensor 765 measures the pressure of the driving oil flowing out from the outlet 755 . The storage unit 766 prestores, as a reference change, the periodic change in the pressure of the driving oil flowing out from the outlet 755 of the throttle valve 75 when the drive object of the first hydraulic drive line 71 (ie, the exhaust valve 25 ) is operating normally. The detection unit 767 compares the measured value of the pressure sensor 765 with a reference variation to detect an abnormality of the throttle valve 75 .

Thereby, an abnormality of the throttle valve 75 provided in the first hydraulic drive line 71 can be automatically detected. As a result, it is possible to prevent or suppress the operation abnormality of the driving target due to the abnormality of the throttle valve 75 , thereby preventing or suppressing a failure of the diesel engine 1 .

As described above, the drive object of the first hydraulic drive line 71 preferably includes the exhaust valve 25 of the diesel engine 1 . Thereby, abnormal operation of the exhaust valve 25 which plays an important role in driving the diesel engine 1 can be prevented or suppressed.

As described above, it is preferable that at least a part of the driving oil flowing out from the outlet 755 of the throttle valve 75 is guided to the sliding portion of the exhaust valve 25 and used as lubricating oil. Accordingly, it is possible to prevent or suppress abnormal lubrication of the sliding portion of the exhaust valve 25 (for example, increased friction due to insufficient lubricating oil) without providing a lubricating oil supply line different from the driving oil. As a result, the structure of the diesel engine 1 can be simplified.

In the operation monitoring system 76 , it is preferable that the abnormality detected by the detection unit 767 includes the normal opening of the throttle valve 75 . Thereby, it is possible to prevent or suppress insufficient pressure boost of the first hydraulic drive line 71 caused by the normally open throttle valve 75, and as a result, it is possible to prevent or suppress the driving target (that is, the exhaust valve) caused by insufficient driving force. 25) The action is abnormal.

In the operation monitoring system 76 , it is preferable that the abnormality detected by the detection unit 767 includes the normal closing of the throttle valve 75 . Thereby, it is possible to prevent or suppress excess gas in the driving oil caused by the normally closed throttle valve 75, and as a result, it is possible to prevent or suppress abnormal operation of the driven object (that is, the exhaust valve 25) caused by cavitation or the like. .

As described above, it is preferable that the operation monitoring system 76 further includes the outflow line 769 for guiding the driving oil flowing out from the outlet 755 of the throttle valve 75 . In addition, it is preferable that the pressure sensor 765 measures the pressure of the driving oil in the lower part of the outflow line 769 . Thereby, the measuring part of the pressure sensor 765 can be properly immersed in the driving oil. As a result, the accuracy of pressure measurement of the driving oil by the pressure sensor 765 can be improved, and abnormality of the throttle valve 75 can be detected with high precision.

As described above, it is preferable that the operation monitoring system 76 further includes the outflow line 769 for guiding the driving oil flowing out from the outlet 755 of the throttle valve 75 . In addition, it is preferable that the outflow line 769 is provided independently of the drain line through which the drive oil discharged from the first hydraulic drive line 71 other than the throttle valve 75 flows. As a result, the influence of the pressure fluctuation of the driving oil flowing out of the throttle valve 75 can be prevented or reduced, and the pressure measurement of the driving oil flowing out of the throttle valve 75 can be performed with high accuracy. As a result, abnormality of the throttle valve 75 can be detected with high precision.

FIG. 9 is an enlarged cross-sectional view showing the vicinity of the fuel supply pump 62 of the fuel supply mechanism 6 . In FIG. 9, the structure of the 2nd hydraulic drive line 72 is shown together. The fuel supply pump 62 includes a fuel cylinder 621 and a fuel plunger 622 . The second hydraulic drive line 72 includes a pipe 721, a valve 722, a hydraulic cylinder 724, a hydraulic plunger 725, and a throttle valve 75a. The throttle valve 75a has the same structure as the above-mentioned throttle valve 75 (see FIGS. 3 and 4 ).

The pipe 721 guides the driving oil sent from the driving oil pump 74 (see FIG. 1 ) to the hydraulic cylinder 724 . The valve 722 is provided on the pipe 721 and controls the supply of driving oil to the hydraulic cylinder 724 . By opening and closing the valve 722 , the state of the driving oil in the second hydraulic driving line 72 is switched between a boosted state and a non-boosted state. In FIG. 9 , the second hydraulic drive line 72 is shown when the pressure is not boosted.

The hydraulic cylinder 724 is a substantially bottomed cylindrical member. A substantially cylindrical hydraulic plunger 725 is housed inside the hydraulic cylinder 724 . The fuel cylinder 621 is a substantially cylindrical member. A substantially cylindrical fuel plunger 622 is accommodated inside the fuel cylinder 621 . The fuel cylinder 621 and the fuel plunger 622 are installed on the upper side of the hydraulic cylinder 724 and the hydraulic plunger 725 . The upper end portion of the hydraulic plunger 725 is in contact with the lower end surface of the fuel plunger 622 .

The throttle valve 75a is disposed so that the center axis J1 is oriented substantially horizontally. The inlet 754 of the throttle valve 75a communicates with the internal space of the hydraulic cylinder 724 via a flow path. The flow path is connected to the lower end of the internal space of the hydraulic cylinder 724 . An outlet 755 of the throttle valve 75 a is connected to another sensor unit 761 a of the motion monitoring system 76 .

The sensor part 761a has the attachment part 764a and the pressure sensor 765a similarly to the said sensor part 761. The mounting portion 764a is mounted on the outer wall of the hydraulic cylinder 724 . A flow path through which the driving oil flowing out from the throttle valve 75a flows is formed inside the mounting portion 764a. The pressure sensor 765a is arranged on the lower side of the flow path of the mounting portion 764a, and continuously measures the pressure of the driving oil flowing in the flow path (that is, the pressure of the driving oil flowing out from the outlet 755 of the throttle valve 75a) at the lower part of the flow path. pressure). The pressure sensor 765a is arranged below the outlet 755 of the throttle valve 75a. The driving oil flowing out from the flow path of the mounting portion 764a is guided to the drain line through the outflow line 769a.

One end of the outflow line 769a is connected to the mounting portion 764a. The flow path inside the mounting portion 764a is also regarded as a part of the outflow line 769a. The outflow line 769a is a pipe extending upward beyond the outlet 755 of the throttle valve 75a outside the hydraulic cylinder 724, and then extending downward. The outflow line 769 a is provided independently of the drain line through which the drive oil discharged from the second hydraulic drive line 72 other than the throttle valve 75 a flows.

In the second oil pressure driving pipeline 72 when the pressure is not boosted, the oil pressure plunger 725 and the fuel plunger 622 are not pushed up by the driving oil, and the inside of the fuel cylinder 621 (that is, the upper end surface of the fuel plunger 622 is closer) The space on the upper side) temporarily stores fuel. In addition, the throttle valve 75 a is in an open state (see FIG. 3 ), and the driving oil in the throttle valve 75 a flows out from the outlet 755 to the outside of the second hydraulic driving line 72 together with the gas in the driving oil.

On the other hand, in the second hydraulic drive line 72 at the time of boosting, the pressure of the boosted driving oil is received, and the throttle valve 75a is in a closed state. In addition, the oil pressure plunger 725 and the fuel plunger 622 are pushed up by the pressure of the boosted driving oil. Accordingly, the fuel in the fuel cylinder 621 is supplied from the fuel supply pump 62 to the fuel injection unit 61 and injected from the fuel injection unit 61 into the combustion chamber 20 (see FIG. 1 ). In the second hydraulic drive line 72 , when the pressurization of the drive oil is completed and returns to the non-pressurized state, the throttle valve 75 a is opened to supply a predetermined amount of fuel into the fuel cylinder 621 in the same manner as described above. In addition, the hydraulic plunger 725 and the fuel plunger 622 are lowered by their own weight and the pressure of supplying fuel into the fuel cylinder 621 .

In the operation monitoring system 76 , the output from the pressure sensor 765 a is sent to the monitoring unit 762 . In the storage unit 766 of the monitoring unit 762 , the periodical variation in the pressure of the driving oil flowing out from the outlet 755 of the throttle valve 75 a during normal operation of the fuel supply pump 62 is stored in advance as a “reference variation”. The reference fluctuation is the reference fluctuation in the second hydraulic drive line 72 , which is different from the reference fluctuation in the first hydraulic drive line 71 . The reference fluctuation of the second hydraulic drive line 72 is obtained, for example, by measuring the pressure of the drive oil with the pressure sensor 765 a when it is confirmed that the fuel supply pump 62 is operating normally. Alternatively, the reference fluctuation may be obtained by simulation or the like.

During the reference fluctuation, the second hydraulic drive line 72 is in a boosted state, and the boosted drive oil flows out from the outlet 755 of the throttle valve 75a within a short period of time when the throttle valve 75a transitions from the open state to the closed state. Therefore, the pressure of the driving oil measured by the pressure sensor 765a increases instantaneously, and a pressure peak occurs. Outside the range where the peak occurs, the pressure of the drive oil is low during the reference fluctuation.

If the throttle valve 75a is normally open abnormally, when the pressure of the second hydraulic drive line 72 is boosted, the boosted driving oil continues to flow out from the outlet 755 of the throttle valve 75a. Therefore, the pressure of the driving oil measured by the pressure sensor 765a fluctuates more than the above-described reference while the driving oil in the second hydraulic drive line 72 is in a pressurized state. The measured value of the pressure sensor 765 a is sent to the detection unit 767 . In the detecting unit 767 , by comparing the measured value of the pressure sensor 765 a with the reference fluctuation of the second hydraulic drive line 72 , an abnormality in the normal opening of the throttle valve 75 a is detected.

Also, if the throttle valve 75a is normally closed abnormally, the driving oil will not flow out from the outlet 755 of the throttle valve 75a. Therefore, the pressure of the driving oil measured by the pressure sensor 765a remains relatively low regardless of the pressure-increasing state and the non-increasing state of the second hydraulic drive line 72 . In the detecting unit 767 , by comparing the measured value of the pressure sensor 765 a with the reference fluctuation of the second hydraulic drive line 72 , abnormality of the normally closed throttle valve 75 a is detected. In the operation monitoring system 76, when an abnormality of the throttle valve 75a is detected, the detection unit 767 notifies the operator of the detection of the abnormality by, for example, a warning display on the display 87 or an alarm sound.

As described above, the operation monitoring system 76 monitors the operation of the throttle valve 75a provided on the hydraulic drive line of the diesel engine 1 (that is, the second hydraulic drive line 72) for exhausting drive oil. The operation monitoring system 76 includes a throttle valve 75 a , a pressure sensor 765 a , a storage unit 766 , and a detection unit 767 . The throttle valve 75a has an inlet 754 and an outlet 755 for driving oil. The throttle valve 75a closes the outlet 755 by the pressure of the driving oil when the pressure of the driving oil is boosted, and opens the outlet 755 when the pressure of the driving oil is not boosted. The pressure sensor 765a is arranged near the outlet 755 of the throttle valve 75a. The pressure sensor 765 a measures the pressure of the driving oil flowing out from the outlet 755 . The storage unit 766 prestores, as a reference change, the periodic change in the pressure of the driving oil flowing out from the outlet 755 of the throttle valve 75a when the driven object of the second hydraulic drive line 72 (that is, the fuel supply pump 62 ) is operating normally. The detection unit 767 compares the measured value of the pressure sensor 765a with a reference fluctuation, and detects an abnormality of the throttle valve 75a.

Thereby, abnormality of the throttle valve 75a provided in the second hydraulic drive line 72 can be automatically detected. As a result, it is possible to prevent or suppress the operation abnormality of the driving target due to the abnormality of the throttle valve 75a, thereby preventing or suppressing the failure of the diesel engine 1 .

As described above, the drive target of the second hydraulic drive line 72 preferably includes the fuel supply pump 62 of the diesel engine 1 . Accordingly, abnormal operation of the fuel supply pump 62 that plays an important role in driving the diesel engine 1 can be prevented or suppressed.

In the operation monitoring system 76, it is preferable that the abnormality detected by the detection unit 767 includes the normal opening of the throttle valve 75a. Thereby, it is possible to prevent or suppress the insufficient pressure boost of the second hydraulic drive line 72 caused by the normally open throttle valve 75a, and as a result, it is possible to prevent or suppress the driving target (that is, the fuel supply pump) caused by insufficient driving force or the like. 62) The action is abnormal.

In the operation monitoring system 76, it is preferable that the abnormality detected by the detection unit 767 includes the normal closing of the throttle valve 75a. Thereby, it is possible to prevent or suppress excess gas in the driving oil caused by the normally closed throttle valve 75a, and as a result, it is possible to prevent or suppress abnormal operation of the driven object (that is, the fuel supply pump 62) caused by cavitation or the like. .

As described above, it is preferable that the operation monitoring system 76 further includes the outflow line 769a for guiding the driving oil flowing out from the outlet 755 of the throttle valve 75a. In addition, the pressure sensor 765a preferably measures the pressure of the driving oil in the lower part of the outflow line 769a. Thereby, the measurement part of the pressure sensor 765a can be suitably immersed in driving oil. As a result, the accuracy of the pressure sensor 765a's measurement of the pressure of the driving oil can be improved, and an abnormality of the throttle valve 75a can be detected with high precision.

As described above, it is preferable that the operation monitoring system 76 further includes the outflow line 769a for guiding the driving oil flowing out from the outlet 755 of the throttle valve 75a. In addition, it is preferable that the outflow line 769a is provided independently of the drain line through which the drive oil discharged from the second hydraulic drive line 72 other than the throttle valve 75a flows. Thereby, the influence of the pressure fluctuation of the driving oil flowing out from the throttle valve 75a can be prevented or reduced, and the pressure measurement of the driving oil flowing out from the throttle valve 75a can be performed with high accuracy. As a result, abnormality of the throttle valve 75a can be detected with high precision.

In the motion monitoring system 76, various changes can be made.

For example, the driving oil flowing out from the throttle valve 75 of the first hydraulic driving line 71 does not necessarily have to be guided to the sliding portion of the exhaust valve 25 and used as lubricating oil.

In the first hydraulic drive line 71 , the outflow line 769 independent of the drain line can be omitted, and the drive oil flowing out from the outlet 755 of the throttle valve 75 is directly introduced into the drain line. In the second hydraulic drive line 72, the outflow line 769a independent from the drain line can also be omitted, and the drive oil flowing out from the outlet 755 of the throttle valve 75a is directly introduced into the drain line.

If the pressure sensor 765 is disposed near the outlet 755 of the throttle valve 75, it is also possible to measure the pressure of the driving oil at a position other than the lower part of the outflow line 769 (for example, the upper part of the outflow line 769 or a position other than the outflow line 769). . The same applies to the pressure sensor 765a.

The abnormality of the throttle valve 75 and the throttle valve 75 a detected by the detection unit 767 may be both normally open and normally closed of the throttle valve 75 and the throttle valve 75 a as described above, or may be any one. In addition, the abnormality of the throttle valve 75 and the throttle valve 75a detected by the detection part 767 is not limited to normally open and normally closed of the throttle valve 75 and the throttle valve 75a, and various other abnormalities may be sufficient.

The throttle valve 75 and the throttle valve 75a are not limited to having the above-mentioned structure, and may have other various structures. For example, a so-called non-return valve can also be used as throttle valve 75, throttle valve 75a.

The throttle valve whose operation is monitored by the operation monitoring system 76 does not necessarily have to be installed on the hydraulic drive line for driving the exhaust valve 25 or the fuel supply pump 62 , and may be installed on a hydraulic drive line for driving other driving objects.

The diesel engine 1 provided with the operation monitoring system 76 is not limited to a two-stroke engine, but may be a four-stroke engine. In addition, the operation monitoring system 76 may be installed in various diesel engines provided with the throttle valve, such as a diesel engine for power generation or a diesel engine for automobiles, in addition to a diesel engine used as a main engine of a ship.

The configurations of the above-described embodiments and modifications can be appropriately combined as long as they do not contradict each other.

The invention has been described and described in detail, but the description is illustrative rather than limiting. Therefore, various modifications and forms can be made without departing from the scope of the present invention.

Claims (14)

1. An operation monitoring system for a throttle valve provided in a hydraulic drive line of a diesel engine and configured to exhaust drive oil, the operation monitoring system comprising:

a throttle valve having an inlet and an outlet for drive oil, the throttle valve being pressurized by the drive oil to close the outlet when the drive oil is pressurized, and opening the outlet when the drive oil is not pressurized;

a pressure sensor disposed in the vicinity of the outlet of the throttle valve and measuring the pressure of the drive oil flowing out from the outlet;

a storage unit that stores in advance a periodic variation in pressure of drive oil flowing out from the outlet of the throttle valve when a driving target of a hydraulic drive line is operating normally as a reference variation; and

and a detection unit that detects an abnormality of the throttle valve by comparing a measurement value of the pressure sensor with the reference variation.

2. The motion monitoring system of claim 1,

the driving object of the hydraulic drive line includes an exhaust valve of a diesel engine.

3. The motion monitoring system of claim 2,

at least a part of the drive oil flowing out from the outlet of the throttle valve is guided to the sliding portion of the exhaust valve and used as lubricating oil.

4. The motion monitoring system of claim 2,

the abnormality detected by the detection portion includes a normal open of the throttle valve.

5. The motion monitoring system of claim 2,

the abnormality detected by the detection portion includes a normally-closed state of the throttle valve.

6. The motion monitoring system of claim 2, further comprising:

an outflow line that guides the driving oil flowing out from the outlet of the throttle valve,

the pressure sensor measures the pressure of the drive oil in the lower portion of the outflow line.

7. The motion monitoring system of claim 1,

the driving object of the oil pressure driving line includes a fuel supply pump of a diesel engine.

8. The motion monitoring system of claim 7,

the abnormality detected by the detection portion includes a normal open of the throttle valve.

9. The motion monitoring system of claim 7,

the abnormality detected by the detection portion includes a normally-closed state of the throttle valve.

10. The motion monitoring system of claim 7, further comprising:

an outflow line that guides the driving oil flowing out from the outlet of the throttle valve,

the pressure sensor measures the pressure of the drive oil in the lower portion of the outflow line.

11. The motion monitoring system of claim 1,

the abnormality detected by the detection portion includes a normal open of the throttle valve.

12. The motion monitoring system of claim 1,

the abnormality detected by the detection portion includes a normally-closed state of the throttle valve.

13. The motion monitoring system of claim 1, further comprising:

an outflow line guiding the driving oil flowing out from the outlet of the throttle valve,

the pressure sensor measures the pressure of the drive oil in the lower portion of the outflow line.

14. The motion monitoring system according to any one of claims 1 to 13, further comprising:

an outflow line that guides the driving oil flowing out from the outlet of the throttle valve,

the drain line is provided independently of a drain line through which the drive oil discharged from a portion of the hydraulic drive line other than the throttle valve flows.

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