CN115234365A - High-speed engine for ship - Google Patents
High-speed engine for ship Download PDFInfo
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- CN115234365A CN115234365A CN202210921296.5A CN202210921296A CN115234365A CN 115234365 A CN115234365 A CN 115234365A CN 202210921296 A CN202210921296 A CN 202210921296A CN 115234365 A CN115234365 A CN 115234365A
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- 239000000446 fuel Substances 0.000 claims abstract description 107
- 230000005540 biological transmission Effects 0.000 claims abstract description 54
- 239000010687 lubricating oil Substances 0.000 claims abstract description 53
- 238000001816 cooling Methods 0.000 claims abstract description 29
- 230000001050 lubricating effect Effects 0.000 claims abstract description 17
- 230000029058 respiratory gaseous exchange Effects 0.000 claims abstract description 15
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 181
- 239000003570 air Substances 0.000 claims description 74
- 239000003921 oil Substances 0.000 claims description 72
- 239000003595 mist Substances 0.000 claims description 17
- 239000000498 cooling water Substances 0.000 claims description 16
- 239000007858 starting material Substances 0.000 claims description 9
- 230000001105 regulatory effect Effects 0.000 claims description 6
- 239000012080 ambient air Substances 0.000 claims description 3
- 230000010354 integration Effects 0.000 abstract description 6
- 239000007789 gas Substances 0.000 description 32
- 238000009434 installation Methods 0.000 description 15
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 239000006096 absorbing agent Substances 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000012544 monitoring process Methods 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000004880 explosion Methods 0.000 description 2
- 238000005461 lubrication Methods 0.000 description 2
- 238000004806 packaging method and process Methods 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 239000002912 waste gas Substances 0.000 description 2
- 206010063385 Intellectualisation Diseases 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000012141 concentrate Substances 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 238000005474 detonation Methods 0.000 description 1
- 238000005553 drilling Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005065 mining Methods 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 210000002345 respiratory system Anatomy 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
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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
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
The invention relates to the technical field of marine engines, and discloses a marine high-speed engine which comprises a rack assembly, an output end box body, a free end box body, a cylinder assembly, a power transmission assembly, a timing mechanism, a gear assembly, a fuel system, a lubricating system, a cooling system, a pressurizing system, a breathing system and a control system. The rack assembly is connected with the output end box body and the free end box body, and the rack assembly, the output end box body and the free end box body are jointly used for bearing other parts and systems. The frame assembly mainly carries the cylinder assembly, the power transmission assembly, the timing mechanism and the pressurization system. The output end box body mainly bears a high-pressure fuel pump of a common rail fuel system, an air cooler of a pressurization system, an output end gear assembly and a starting motor. The free end box body mainly bears a lubricating oil pump, a lubricating oil heat exchanger, a cooling system part and a free end gear assembly of the lubricating system. The marine high-speed engine is compact in overall structure, can achieve larger power output, and is higher in integration degree.
Description
Technical Field
The invention relates to the technical field of marine engines, in particular to a marine high-speed engine.
Background
The high-power marine high-speed diesel engine is generally applied to the fields of marine main propulsion, marine auxiliary engines, marine diesel electric propulsion, generator sets and the like, and can be applied to the fields of land power stations, nuclear power emergency units, oil field drilling, mining machinery and the like after being improved. The high-power high-speed diesel engine is mostly a four-stroke engine, and the high-power high-speed diesel engine requires higher single-engine power, so the power density requirement of the high-power high-speed diesel engine is higher than that of a common diesel engine. The average effective pressure of the international advanced high-speed diesel engine is 2.2-2.6 MPa generally, and the detonation pressure is 20-24 MPa generally. The advanced high-power and high-speed diesel engine has the characteristics of high power, large torque and intellectualization, and has higher requirements on several important key systems, such as an assembly of a cylinder body, a fuel system, an air inlet/exhaust system, an oil lubricating system, a cooling system, a control system and the like. However, the existing high-power high-speed diesel engine has the problems of difficulty in meeting the high requirement on power density under the equal volume and low integration degree.
Therefore, a high-speed engine for a ship is needed to solve the above technical problems.
Disclosure of Invention
Based on the above, the present invention is directed to provide a marine high-speed engine, which has a compact overall structure, achieves a higher power output at the same level of the overall package volume or displacement, and has a higher degree of integration than a conventional marine high-speed engine.
In order to achieve the purpose, the invention adopts the following technical scheme:
provided is a marine high-speed engine including:
the device comprises a rack assembly, a cylinder assembly, an output end box body, a free end box body, a power transmission assembly, a timing mechanism, a gear assembly, a fuel system, a lubricating system, a cooling system, a pressurizing system, a breathing system and a control system. The frame assembly carries a cylinder assembly, a power transfer assembly, a timing and boost system. The output end box body is arranged at the output end of the marine high-speed engine, the free end box body is arranged at the free end of the marine high-speed engine, the power transmission assembly is connected with the output end of the cylinder assembly, the rack assembly is connected with the output end box body and the free end box body, and the three components are jointly used for bearing other parts and systems. The power transmission assembly is connected with the output end gear assembly and the free end gear assembly through a crankshaft gear and is used for driving a timing mechanism and various pumps. And a high-pressure common rail pipe of the common rail fuel system is connected with the rack assembly, and a high-pressure oil pipe is connected with the cylinder assembly and used for supplying fuel to the cylinder assembly. The lubrication system is used to provide lubrication oil for mechanical structures in marine high speed engines. The cooling system is used to cool the cylinder assembly, the oil, the charge air, and the exhaust manifold. The supercharging system is communicated with the cylinder assembly and used for receiving high-temperature waste gas discharged by the cylinder assembly and driving the turbocharger to compress combustion-supporting gas to be introduced into the cylinder assembly. The breathing system is used for pumping high-temperature oil gas of the crankcase, the separated lubricating oil flows back to the oil pan, and the separated gas enters the cylinder assembly through an exhaust gas turbocharger of the pressurization system. The control system is used for normal starting, running, speed reduction and stop control of the marine engine and monitoring security alarm. The marine high-speed engine provided by the invention has a compact integral structure, can realize higher power output, and has higher integration degree.
As a technical scheme of a marine high-speed engine, the frame assembly comprises a V-shaped frame and a bearing cover, a plurality of cylinder installation cavities which penetrate through the V-shaped frame up and down in the inclined direction and a transmission cavity which extends in the length direction are arranged on the V-shaped frame, openings at the upper ends of the cylinder installation cavities are distributed on two sides of the upper end of the V-shaped frame, openings at the lower ends of the cylinder installation cavities are communicated with the transmission cavity, the cylinder assembly comprises a plurality of cylinder units, the cylinder units are installed in the cylinder installation cavities in a one-to-one correspondence mode, the power transmission assembly is installed in the transmission cavity, and the bearing cover is installed at an opening at the lower end of the transmission cavity.
As a marine high-speed engine's a technical scheme, power transmission subassembly includes connecting rod, bent axle, balancing piece, flywheel and torsional vibration bumper shock absorber, the bent axle is located in the transmission chamber and follow the length direction setting of V type framework, the connecting rod is connected the bent axle with piston in the cylinder unit, the balancing piece install in on the bent axle, the flywheel with the torsional vibration bumper shock absorber respectively with the both ends of bent axle are connected, the flywheel is located in the output box, the torsional vibration bumper shock absorber is located in the free end box.
As a technical scheme of a marine high-speed engine, the gear assembly comprises an output end gear assembly and a free end gear assembly, the output end gear assembly is arranged in the output end box body, the free end gear assembly is arranged in the free end box body, the output end gear assembly and the free end gear assembly are respectively connected with a crankshaft gear of the crankshaft of the power transmission assembly, the crankshaft outputs power outwards through the flywheel through the output end gear assembly, and the crankshaft transmits the power to driving parts of the timing assembly, the common rail fuel system, the lubricating system and the cooling system through the output end gear assembly and the free end gear assembly.
As an embodiment of the marine high-speed engine, the supercharging system further includes an exhaust turbocharger, a switching valve, a regulating valve, an air inlet pipe system, an air inlet manifold, an exhaust pipe system, and an exhaust manifold, wherein the exhaust manifold is communicated with an exhaust end of the cylinder unit, the exhaust manifold is communicated with a turbine end of the exhaust turbocharger through the exhaust pipe system, a compression end of the exhaust turbocharger is communicated with the air inlet pipe system, the air inlet pipe system is communicated with the air cooler, the air cooler is communicated with an air inlet end of the cylinder unit through the air inlet manifold, exhaust gas entering the exhaust turbocharger through the exhaust manifold and the exhaust pipe system can drive the exhaust turbocharger to operate so as to press ambient air into the air inlet pipe system, the ambient air is conveyed into the cylinder unit after passing through the air cooler and the air inlet manifold in sequence, the exhaust turbocharger is provided with a plurality of exhaust turbochargers, one of the exhaust turbocharger is normally open, the rest of the exhaust turbochargers can be cut into or cut out through the switching valve, the switching valve is located at a vortex end and a compression end of the rest of the exhaust turbocharger, the air inlet pipe system is communicated with the exhaust manifold, and the exhaust manifold is communicated with the exhaust manifold, and the exhaust manifold is controlled by the regulating valve.
As a technical scheme of the marine high-speed engine, the lubricating system comprises a lubricating oil pump, a lubricating oil heat exchanger, a lubricating oil filter and a lubricating oil temperature control valve assembly, the lubricating oil pump is installed at the bottom end of the free-end box body, and the lubricating oil heat exchanger and the lubricating oil filter are installed at the upper end of the free-end box body. And the frame assembly, the output end box body and the free end box body are internally provided with lubricating oil flow passages. Two main oil galleries penetrate through the V-shaped rack along the length direction and are symmetrically arranged relative to the central axis of the V-shaped rack.
As a technical scheme of a marine high-speed engine, the cooling system comprises a high-temperature water pump, a high-temperature water heat exchanger, a low-temperature water pump, a low-temperature water heat exchanger, an external circulating water pump, an expansion water tank, a high-temperature water temperature control valve assembly, a low-temperature water temperature control valve assembly and a one-way valve, two high-temperature circulating water channels are arranged in the rack assembly, the two high-temperature circulating water channels penetrate through the V-shaped rack along the length direction and are symmetrically arranged relative to the central axis of the V-shaped rack, and the two low-temperature circulating water channels penetrate through the V-shaped rack along the length direction and are symmetrically arranged relative to the central axis of the V-shaped rack;
in the high-temperature circulation, the high-temperature water pump supplies water to the high-temperature circulation water channel, high-temperature water flows through the cylinder unit and the exhaust gas turbocharger to realize cooling, after passing through the high-temperature water temperature control valve assembly, a part of cooling water flowing out after cooling flows to the high-temperature water pump, and after passing through the high-temperature water heat exchanger, the other part of cooling water flows to the high-temperature water pump, and a high-temperature water chamber of the expansion water tank is connected with a high-temperature water pipeline behind the high-temperature water pump;
in the low-temperature circulation, the low-temperature water pump supplies water to the low-temperature circulation water channel, the low-temperature water sequentially flows through the air cooler and the lubricating oil heat exchanger, one part of cooling water flowing out after cooling flows into the low-temperature water temperature control valve assembly, the other part of the cooling water flows to the low-temperature water temperature control valve assembly after passing through the low-temperature water heat exchanger, the two parts of low-temperature water enter the low-temperature water pump after being mixed by the low-temperature water temperature control valve assembly, and a low-temperature water chamber of the expansion water tank is connected with a low-temperature water pipeline behind the low-temperature water pump;
and the external circulating water pump sucks external circulating water into the high-temperature water heat exchanger and the low-temperature water heat exchanger, the high-temperature water heat exchanger can cool the high-temperature circulating cooling water, and the low-temperature water heat exchanger can cool the low-temperature circulating cooling water.
As a technical scheme of a marine high-speed engine, the marine high-speed engine further comprises a breathing system, the breathing system can be arranged on the free end box body or the output end box body, the breathing system comprises an oil mist separator and an auxiliary fan, the auxiliary fan is connected with the oil mist separator, the auxiliary fan can suck oil mist in a cavity formed by the V-shaped frame and the oil bottom shell into the oil mist separator, the oil mist separator separates out lubricating oil and air from the oil mist separator, the separated lubricating oil flows back to the V-shaped frame assembly through an oil pipe and falls back to the oil bottom shell, and the separated air flows into the normally-open exhaust gas turbocharger.
As a technical scheme of a marine high-speed engine, the common rail fuel system further comprises a low-pressure fuel pump, a high-pressure distribution block, two fuel common rail pipes, a plurality of fuel injectors, a high-pressure fuel pipe, a low-pressure distribution block, a low-pressure oil collection box and a fuel filter, wherein the low-pressure fuel pump, the fuel filter, the high-pressure fuel pump and the high-pressure distribution block are sequentially communicated through a pipeline, the two fuel common rail pipes penetrate through the V-shaped rack along the length direction and are opposite to the central axis of the V-shaped rack, the high-pressure distribution block is communicated with the two fuel common rail pipes at the same time, the fuel injectors are arranged on the cylinder units in a one-to-one correspondence manner, the fuel injectors can inject fuel in the fuel common rail pipes into the corresponding cylinder units, the high-pressure fuel pump and the fuel injectors are communicated with the low-pressure oil collection box, the high-pressure distribution block is communicated with the low-pressure distribution block, and the low-pressure oil collection box can guide return oil to an oil cabinet.
As one technical scheme of the marine high-speed engine, a starting motor is further arranged in the output end box body, the starting motor is selectively connected with the power transmission assembly in a transmission mode, and the starting motor can drive the power transmission assembly to rotate.
As a technical scheme of a marine high-speed engine, the rack assembly mainly bears a cylinder assembly, a power transmission assembly, a timing mechanism and a supercharging system, the output end box body mainly bears a high-pressure fuel pump of a common rail fuel system, an air cooler of the supercharging system, an output end gear assembly and a starting motor, the free end box body mainly bears a lubricating oil pump and a lubricating oil heat exchanger of a lubricating system, a high-temperature water pump, a low-temperature water pump, an external circulating water pump, a high-temperature water heat exchanger, a low-temperature water heat exchanger of a cooling system and a free end gear assembly for driving four pumps.
The invention has the beneficial effects that:
the marine high-speed engine provided by the invention is provided with the rack assembly, the rack assembly supports the air cylinder assembly, the power transmission assembly, the gear assembly and the supercharging system, and meanwhile, the two ends of the rack assembly, namely the output end and the free end, are respectively provided with the output end box body and the free end box body, so that the core parts of a key system are supported together, the marine high-speed engine is compact in structure and has higher integration level, and higher explosion pressure and higher power output can be realized when the whole machine packaging volume or the discharge capacity of the same level is realized.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic structural view of a marine high-speed engine provided by the present invention;
FIG. 2 is a schematic view of a frame assembly provided by the present invention;
FIG. 3 is a schematic view of a partial structure of a marine high-speed engine according to the present invention;
FIG. 4 is a schematic layout of the outlet housing provided by the present invention (with the free end looking at the outlet);
FIG. 5 is a schematic layout of the output housing provided by the present invention (the output is looking at the free end);
FIG. 6 is a first schematic layout of the free end box position provided by the present invention;
FIG. 7 is a second schematic layout of the free end tank location provided by the present invention;
FIG. 8 is a third schematic layout of the free end tank location provided by the present invention;
FIG. 9 is a schematic diagram of a supercharging system provided by the present invention;
FIG. 10 is a schematic diagram of a cooling system provided by the present invention;
FIG. 11 is a schematic diagram of a common rail fuel system provided by the present invention;
fig. 12 is a schematic diagram of a respiratory system provided by the present invention.
In the figure:
1. a rack assembly; 11. a V-shaped frame; 12. a bearing cap; 13. a cylinder mounting cavity; 14. a transmission cavity; 15. A first mounting boss; 2. a cylinder assembly; 21. a cylinder cover; 22. a cylinder liner; 23. a piston; 3. an output end box body; 31. an air flow chamber; 314. a flywheel assembly; 315. a torsional vibration damper; 32. a low temperature connecting water channel; 33. a second mounting boss; 4. a free end box body; 411. a third mounting boss; 412. a free end gear assembly; 5. an oil pan; 513. a high pressure common rail pipe; 521. a lubricating oil pump; 522. a lubricating oil heat exchanger; 523. A lubricating oil filter; 53. a lubricating oil flow passage; 54. a main oil gallery; 61. a high-temperature water pump; 62. a low temperature water heat exchanger; 63. a low-temperature water pump; 64. a high temperature water heat exchanger; 65. an expansion tank; 66. a high temperature circulating water channel; 67. A low temperature circulating water channel; 68. an external water circulation pump; 71. a high pressure fuel pump; 72. a starter motor; 81. an air cooler; 82. an intake manifold; 83. an exhaust manifold; 9. an output end gear assembly; 101. a crankshaft; 102. a camshaft.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1-12, the present embodiment provides a marine high-speed engine, which includes a frame assembly 1, and a cylinder assembly 2, a power transmission assembly, a timing mechanism and a supercharging system, which are mainly carried by the frame assembly 1; the output end box body 3 is arranged at the output end of the rack assembly 1, the free end box body 4 is arranged at the free end of the rack assembly 1, and the output end box body 3 and the free end box body 4 bear the core parts of a flywheel, a torsional vibration damper 315, a common rail fuel system, a lubricating system and a cooling system; the power transmission assembly is connected with the output end gear assembly 9 and the free end gear assembly 412 through a crankshaft gear and is used for driving a timing mechanism and various pumps, a flywheel positioned at the output end of the power transmission assembly is a main power output part of the marine high-speed machine, and a torsional vibration damper 315 positioned at the free end of the power transmission assembly is an auxiliary power part of the marine high-speed machine; the timing mechanism is driven by a gear assembly of the power transmission assembly, and the gas smoothly flows into or out of the cylinder assembly 2 through the reasonable arrangement of the lift of the air inlet valve and the exhaust valve and the reasonable opening and closing time; a high-pressure common rail pipe 513 of the common rail fuel system is connected with the rack assembly 1, and a high-pressure oil pipe of the common rail fuel system is connected with the cylinder assembly 2 and used for supplying fuel to the cylinder assembly 2; the lubricating oil pump 521 of the lubricating system is driven by the power transmission assembly to drive the free end gear assembly 412 to operate, so as to provide lubricating oil for mechanical structures in the marine high-speed engine; the cooling system is used to cool the cylinder assembly 2, the oil, the charge air and the exhaust manifold 83; the supercharging system is communicated with the cylinder component 2 and is used for receiving high-temperature waste gas discharged by the cylinder component 2 and driving the turbocharger to compress combustion-supporting gas to be introduced into the cylinder component 2; the breathing system is used for pumping high-temperature oil gas in a crankshaft 101 box, the separated lubricating oil flows back to the oil pan 5, and the separated gas enters the cylinder assembly 2 through an exhaust gas turbocharger of the pressurization system; the control system is used for normal starting, running, speed reduction and stop control of the marine engine and monitoring security alarm. Specifically, the marine high-speed engine provided by the embodiment has a compact structure and a high integration level, and can realize higher explosion pressure and higher power output when the packaging volume or the displacement of the whole engine is the same. .
Specifically, as shown in fig. 2, the frame assembly 1 includes a V-shaped frame 11 and a bearing cap 12, the V-shaped frame 11 extends from bottom to top toward two sides, a plurality of cylinder mounting cavities 13 penetrating up and down along an inclined direction and a transmission cavity 14 extending along a length direction are arranged on the V-shaped frame 11, upper end openings of the cylinder mounting cavities 13 are distributed on two sides of an upper end of the V-shaped frame 11, lower end openings of the cylinder mounting cavities 13 are communicated with the transmission cavity 14, the cylinder assembly 2 includes a plurality of cylinder units, the cylinder units are mounted in the cylinder mounting cavities 13 in a one-to-one correspondence manner, the power transmission assembly is mounted in the transmission cavity 14, the bearing cap 12 is mounted in a lower end opening of the transmission cavity 14, and an oil pan 5 is further mounted in a lower end opening of the transmission cavity 14.
Preferably, the angle between the two ends of the V-shaped frame 11 is 90 °.
In this embodiment, cylinder installation cavity 13 is equipped with one, and individual cylinder installation cavity 13 evenly distributed is in the both sides of the 11 upper ends of V type framework, and cylinder component 2 includes an individual cylinder unit, and an individual cylinder unit one-to-one sets up in cylinder installation cavity 13. The cylinder mounting cavities 13 on the two sides of the V-shaped frame 11 are arranged in a staggered mode, so that the cylinder units are connected with the power transmission assembly.
Specifically, as shown in fig. 3, the cylinder unit includes a cylinder cover 21, a cylinder sleeve 22 and a piston 23, the cylinder sleeve 22 is inserted into the cylinder installation cavity 13, the cylinder cover 21 covers the upper portion of the cylinder sleeve 22, the piston 23 is movable in the cylinder sleeve 22, and the piston 23 is composed of a piston 23 top, a piston 23 skirt and a piston 23 pin, and forms a piston 23 assembly together with a piston 23 ring. The cylinder unit is used for combustion and expansion to do work, and part of energy generated by combustion is transmitted to the power transmission assembly through the piston 23 to be converted into mechanical energy.
Specifically, the power transmission assembly includes a connecting rod, a crankshaft 101, a balance block, a flywheel, and a torsional vibration damper 315, the crankshaft 101 is disposed in the transmission cavity 14 and disposed along the length direction of the V-shaped frame 11, the connecting rod connects the crankshaft 101 and the piston 23 in the cylinder unit, the balance block is mounted on the crankshaft 101, the flywheel and the torsional vibration damper 315 are respectively connected to both ends of the crankshaft 101, the flywheel is disposed in the output-end box 3, and the torsional vibration damper 315 is disposed in the free-end box 4.
Specifically, the gear assembly includes an output gear assembly 9 and a free end gear assembly 412, the output gear assembly 9 is disposed in the output box 3, the free end gear assembly 412 is disposed in the free end box 4, the output gear assembly 9 and the free end gear assembly 412 are respectively connected to a crankshaft gear of a crankshaft 101 of the power transmission assembly, the crankshaft 101 outputs power outwards through a flywheel, and the crankshaft 101 transmits power to driving components of the timing assembly, the common rail fuel system, the lubricating system and the cooling system through the output gear assembly 9 and the free end gear assembly 412.
Specifically, as shown in fig. 9, the supercharging system includes two parts of air intake and air exhaust, the supercharging system includes an exhaust gas turbocharger, a switch valve, a regulating valve, an air cooler 81, an air intake system, an air intake manifold 82, an air exhaust system and an air exhaust manifold 83, the air exhaust manifold 83 communicates with the air exhaust end of the cylinder unit, the air exhaust manifold 83 communicates with the turbine end of the exhaust gas turbocharger through the air exhaust system, the air compression end of the exhaust gas turbocharger communicates with the air intake system, the air intake system communicates with the air cooler 81, the air cooler 81 communicates with the air intake end of the cylinder unit through the air intake manifold 82, exhaust gas entering the exhaust gas turbocharger through the air exhaust manifold 83 and the air exhaust manifold can drive the exhaust gas turbocharger to operate so as to press outside air into the air intake system, the outside air is delivered into the cylinder unit after passing through the air cooler 81 and the air intake manifold 82 in sequence, the turbine end and the air compression end of the exhaust gas turbocharger are both provided with the switch valve, the air intake system also communicates with the exhaust manifold 83, and the air intake system is controlled to be opened and closed through the regulating valve and closed through the air exhaust manifold 83.
Specifically, the supercharging system comprises a plurality of supercharging units consisting of an exhaust gas turbocharger, a switch valve, an air cooler 81, an air inlet pipe system, an air inlet manifold 82, an air outlet pipe system and an air outlet manifold 83, the supercharging system can cut different exhaust gas turbochargers into and out successively through the switch valve, so that part of the exhaust gas turbochargers can run under low load, and all the exhaust gas turbochargers can run under high load, so that the full-load performance of the whole machine is improved; the bypass of the air inlet and exhaust path can be realized through the regulating valve, the exhaust temperature of the whole machine under the working conditions of high rotating speed and high load is reduced, and the running space of the whole machine is increased.
Preferably, regarding the sequential switching function of the exhaust gas turbochargers, 1 or 2 exhaust gas turbochargers can be used at the time of engine start, and then the number of cuts of the exhaust gas turbochargers can be adjusted in the 1 → 2 → 3 → 4 or 2 → 3 → 4 strategy in the engine load increasing stage, and the number of cuts of the exhaust gas turbochargers can be gradually decreased in the 4 → 3 → 2 → 1 or 4 → 3 → 2 strategy in the engine load decreasing stage. When the exhaust gas turbocharger is switched in or out, the number of superchargers to be switched in or out can be determined according to the engine speed, the supercharger speed, the supercharging pressure and the fuel injection quantity as input quantities.
Specifically, as shown in fig. 3, the intake manifolds 82 are mounted on two sides of the V-shaped frame 11, the exhaust manifolds 83 are mounted on two sides of the upper end of the V-shaped frame 11 and connected with the cylinder head 21, the intake manifolds 82 are located on the outer sides of the exhaust manifolds 83, the arrangement scheme concentrates the high-temperature area on the inner side of the marine high-speed engine, and distributes the low-temperature area on the outer side of the marine high-speed engine, so that the high-temperature burn of workers when approaching the marine high-speed engine can be effectively avoided, and the safety of the whole machine is improved.
Specifically, as shown in fig. 6 to 8, the lubricating system includes a lubricating oil pump 521, a lubricating oil heat exchanger 522, a lubricating oil filter 523 and a lubricating oil temperature control valve assembly, the lubricating oil pump 521 is mounted at the bottom end of the free end box 4, and the lubricating oil heat exchanger 522 and the lubricating oil filter 523 are both mounted at the upper end of the free end box 4. Lubricating oil runners 53 are arranged in the rack assembly 1, the output end box body 3 and the free end box body 4, wherein two main lubricating oil channels 54 penetrate through the V-shaped rack 11 along the length direction and are symmetrically arranged relative to the central axis of the V-shaped rack 11.
Specifically, as shown in fig. 6 and 10, the cooling system has a high-temperature circulation water path, a low-temperature circulation water path, and an external circulation water path that are independent of each other. The cooling system specifically comprises a high-temperature water pump 61, a high-temperature water heat exchanger 64, a low-temperature water pump 63, a low-temperature water heat exchanger 62, an external circulating water pump 68, an expansion water tank 65, a high-temperature water temperature control valve assembly, a low-temperature water temperature control valve assembly, a check valve and a water path arranged in the whole machine. The two high-temperature circulating water channels 66 penetrate through the V-shaped frame 11 along the length direction and are symmetrically arranged relative to the central axis of the V-shaped frame 11, and the two low-temperature circulating water channels 67 penetrate through the V-shaped frame 11 along the length direction and are symmetrically arranged relative to the central axis of the V-shaped frame 11.
Specifically, the high-temperature water pump 61 supplies water to the high-temperature circulation water channel 66, the high-temperature circulation water channel 66 flows through the cylinder unit and the exhaust gas turbocharger to achieve cooling, after passing through the high-temperature water temperature control valve assembly, one part of the cooling water flowing out of the high-temperature circulation water channel 66 flows back to the high-temperature water pump 61, the other part of the cooling water flows to the high-temperature water pump 61 after passing through the high-temperature water heat exchanger 64, and a high-temperature water cavity of the expansion water tank 65 is connected with a high-temperature water pipeline behind the high-temperature water pump 61. On the other hand, the low-temperature water pump 63 supplies water to the low-temperature circulating water channel 67, the low-temperature water sequentially flows through the air cooler 81 and the lubricating oil heat exchanger 522, a part of the cooled cooling water flows into the low-temperature water temperature control valve assembly, the other part of the cooled cooling water flows to the low-temperature water temperature control valve assembly after passing through the low-temperature water heat exchanger 62, two paths of water are mixed in the low-temperature water temperature control valve assembly and then flow into the low-temperature water pump 63, and the low-temperature water chamber of the expansion water tank 65 is connected with the low-temperature water pipeline behind the low-temperature water pump 63.
Further, the high-temperature water is circulating water in the engine, flows out from the high-temperature water pump 61, cools the cylinder cover 21, the cylinder sleeve 22 and the exhaust gas turbocharger, takes away heat, enters the high-temperature water heat exchanger 64 and the high-temperature water temperature control valve assembly, and finally enters the high-temperature water pump 61 to complete circulation. The temperature of the high-temperature water in the high-temperature water circulation waterway can be controlled by automatically adjusting the flow proportion of the high-temperature water entering the high-temperature water heat exchanger 64 through the high-temperature water temperature control valve assembly. If the circulating water amount of the high-temperature circulating water path is insufficient, water can be supplemented by high-temperature water in the high-temperature water chamber of the expansion water tank 65. In the process of engine standby, the high-temperature water of the engine can be preheated by a pre-supply pump and a pre-heater which are not engine bodies. The function of the one-way valve is to prevent the preheated high-temperature water from entering the outlet of the high-temperature water pump 61 in the process of vehicle preparation. The low-temperature water is circulating water in the engine, flows out of the low-temperature water pump 63, cools the air cooler 81 and the lubricating oil heat exchanger 522, takes away heat, enters the low-temperature water heat exchanger 62 and the low-temperature water temperature control valve assembly, and finally enters the low-temperature water pump 63 to complete internal circulation. The temperature of the low-temperature water in the low-temperature water circulation waterway can be controlled by automatically adjusting the flow proportion of the low-temperature water flowing out of the low-temperature water heat exchanger 62 through the low-temperature water temperature control valve assembly. The low-temperature circulation water path can be supplemented with water by low-temperature water in the low-temperature water chamber of the expansion water tank 65 if the circulation water amount is insufficient. In addition, the external circulating water pump 68 sucks external circulating water into the high-temperature water heat exchanger 64 and the low-temperature water heat exchanger 62, and the external circulating water is used as a cold source to take away heat in the high-temperature water heat exchanger 64 and the low-temperature water heat exchanger 62, namely the heat with the whole machine and then flows out of the whole machine.
Preferably, the external water circulating pump 68 has redundant supply capability to provide the amount of water needed for cooling the engine auxiliary power output or other associated components.
Specifically, as shown in fig. 11, the common rail fuel system includes a low pressure fuel pump, a high pressure fuel pump 71, a high pressure distribution block, two fuel common rail pipes, a plurality of fuel injectors, a high pressure fuel pipe, a low pressure distribution block, a low pressure oil collection box, and a fuel filter, the low pressure fuel pump, the fuel filter, the high pressure fuel pump 71, and the high pressure distribution block are sequentially communicated through a pipeline, the two fuel common rail pipes penetrate through the V-shaped frame 11 along the length direction and are symmetrically arranged relative to the central axis of the V-shaped frame 11, the high pressure distribution block is simultaneously communicated with the two fuel common rail pipes, the fuel injectors are arranged on the fuel common rail pipes and are arranged in one-to-one correspondence with the cylinder units, the fuel injectors can inject fuel in the fuel common rail pipes into the corresponding cylinder units, the high pressure fuel pump 71 and the fuel injectors are further communicated with the low pressure oil collection box, the high pressure distribution block is further communicated with the low pressure oil collection box, and the low pressure distribution block can guide return oil to the oil tank.
Specifically, the fuel oil is divided into a low-pressure supply oil path, a high-pressure supply oil path and an oil return oil path. The fuel in the tank enters the fuel inlet, then the low pressure fuel passes through the low pressure fuel pump, the fuel filter, and finally into the high pressure fuel pump 71. Fuel is pumped to high pressure in a high pressure fuel pump 71 and is distributed through a high pressure distribution block into common rail fuel lines on either side of the V-frame 11 and supplied to the injectors on the head 21 for combustion.
Further, during the operation of the marine high-speed engine, return oil is generated from both the high-pressure fuel pump 71 and the fuel injector, and the return oil is collected by the low-pressure oil collecting box and flows back to the oil tank. In the working process of the fuel system, if the rail pressure is too high, the pressure limiting valve on the high-pressure distribution block is opened to release pressure, and the released fuel flows into the low-pressure distribution block and then flows back to the fuel tank. In the working engineering of the marine high-speed engine, the fuel system can also cause fuel leakage due to installation, vibration or other reasons, wherein part of the leakage of the high-pressure oil pipe can enter the low-pressure distribution block through the high-pressure distribution block and then flow back to the engine side oil cabinet, and part of the leakage of the high-pressure oil pipe or the fuel injector can flow back to the engine side oil cabinet through the low-pressure fuel collection box. After the whole machine is stopped, if fuel in the common rail fuel system needs to be released, the fuel can be released through the maintenance valve on the high-pressure distribution block, enters the low-pressure distribution block and flows back to a bypass oil tank of the machine.
Preferably, the common rail fuel system includes 2 high pressure fuel pumps 71, with some redundant fuel supply capability, such as failure of one high pressure fuel pump 71, and the other high pressure fuel pump 71 meeting the fuel supply requirement of at least 60% load, and the low pressure fuel pumps being selectively matched as required.
Specifically, the output end box 3 is further provided with a starting motor 72, the starting motor 72 is selectively connected with the power transmission assembly in a transmission way, and the starting motor 72 can drive the power transmission assembly to rotate. Preferably, the starter motor 72 may be electrically driven or air driven, and the number of the starter motor 72 may be set to 1 or 2, and in the present embodiment, the number of the starter motor 72 is 2, according to the friction torque of the engine and the rated torque and the rotation speed of the starter motor 72.
The frame assembly 1 mainly bears a cylinder assembly 2, a power transmission assembly, a timing mechanism and a supercharging system, the output end box body 3 mainly bears a high-pressure fuel pump 71 of a common rail fuel system, an air cooler 81 of the supercharging system, an output end gear assembly 9 and a starting motor 72, the free end box body 4 mainly bears a lubricating oil pump 521 of a lubricating system, a lubricating oil heat exchanger 522, a high-temperature water pump 61 of a cooling system, a low-temperature water pump 63, an external circulating water pump 68, a high-temperature water heat exchanger 64, a low-temperature water heat exchanger 62 and a free end gear assembly 412 for driving four pumps.
Preferably, as shown in fig. 12, the marine high-speed engine further includes a breathing system, the breathing system can be disposed on the free end box 4 or the output end box 3, the breathing system includes an oil mist separator and an auxiliary fan, the auxiliary fan is connected to the oil mist separator, the auxiliary fan can pump the oil mist in the chamber formed by the V-shaped frame 11 and the oil pan 5 into the oil mist separator, the oil mist separator separates out the lubricating oil and the air, the separated lubricating oil flows back to the V-shaped frame 11 through the oil pipe and falls back to the oil pan 5, and the separated air flows into the exhaust gas turbocharger.
Preferably, the marine high-speed engine further comprises an electrical control system, and the electrical control system is connected with the pressure boosting system, the common rail fuel system, the lubricating system, the cooling system, the breathing system and the sensors or actuators of the starting motor 72 and is used for controlling or monitoring the work of the systems so as to realize the operation of the whole engine according to requirements. The electrical control system can collect oil gas pressure in the rack assembly 1 and adjust the rotating speed of an auxiliary fan in the breathing system according to a target pressure value.
Optionally, two fuel common rail pipes are symmetrically arranged on two sides of the V-shaped frame 11, and the surface of the V-shaped frame 11 is further provided with a first mounting boss 15, which can be used for hanging other accessories, such as oil pipes, water pipes, brackets, filters, and the like.
Further, a cam shaft 102 is further disposed in the V-shaped frame 11, and the cam shaft 102 is in transmission connection with a crankshaft gear of the crankshaft 101 through the output end gear assembly 9.
Optionally, the output side box 3 has an installation space for the output side gear assembly 9 and the flywheel assembly 314 inside, an installation space for the air cooler 81 on the upper part, a symmetrical air flow chamber 31 for connecting the intake manifold 82 inside the output side box 3, low temperature connecting water channels 32 symmetrically arranged on both sides and connected to the low temperature circulating water channel 67 in the housing assembly 1, and installation spaces for the high pressure fuel pump 71 and the starter motor 72 on both sides.
Optionally, the surface of the output housing 3 is provided with a second mounting boss 33 for hanging other accessories.
Furthermore, the free end box 4 has an installation space for the free end gear assembly 412 and the torsional vibration damper 315 therein, an installation space for the lubricating oil heat exchanger 522, the lubricating oil filter 523, the high temperature water heat exchanger 64, the low temperature water heat exchanger 62 and the expansion water tank 65 is provided at the upper portion thereof, an installation space for the lubricating oil pump 521, the high temperature water pump 61, the low temperature water pump 63 and the external circulation water pump 68 is provided at the lower portion thereof, and a flow passage for respectively connecting the main lubricating oil passage 54, the high temperature circulation water passage 66 and the low temperature circulation water passage 67 is further provided therein.
Optionally, the surface of the free end casing 4 is provided with a third mounting boss 411 for hanging other accessories.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention 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 invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A marine high-speed engine is characterized by comprising a rack assembly (1), a cylinder assembly (2), an output end box body (3), a free end box body (4), a power transmission assembly, a timing mechanism, a gear assembly, a common rail fuel system, a lubricating system, a cooling system, a pressurizing system, a breathing system and a control system, wherein the rack assembly (1) bears the cylinder assembly (2), the power transmission assembly, the timing mechanism and the pressurizing system, the output end box body (3) is arranged at the output end of the rack assembly (1), the output end box body (3) bears a high-pressure fuel pump (71) of the common rail fuel system and an air cooler (81) of the pressurizing system, the free end box body (4) is arranged at the free end of the rack assembly (1), and the free end box body (4) bears the lubricating system, the cooling system and the gear assembly.
2. The marine high-speed engine according to claim 1, characterized in that the frame assembly (1) comprises a V-shaped frame (11) and a bearing cover (12), the V-shaped frame (11) is provided with a plurality of cylinder mounting cavities (13) which penetrate up and down along an inclined direction and a transmission cavity (14) which extends along a length direction, the upper end openings of the cylinder mounting cavities (13) are distributed on two sides of the upper end of the V-shaped frame (11), the lower end openings of the cylinder mounting cavities (13) are communicated with the transmission cavity (14), the cylinder assembly (2) comprises a plurality of cylinder units, the cylinder units are correspondingly mounted in the cylinder mounting cavities (13), the power transmission assembly is mounted in the transmission cavity (14), and the bearing cover (12) is mounted in the lower end opening of the transmission cavity (14).
3. The marine high-speed engine according to claim 2, characterized in that the power transmission assembly comprises a connecting rod, a crankshaft (101), a balance block, a flywheel and a torsional vibration damper (315), the crankshaft (101) is arranged in the transmission cavity (14) and is arranged along the length direction of the V-shaped frame (11), the connecting rod is connected with the crankshaft (101) and a piston (23) in the cylinder unit, the balance block is mounted on the crankshaft (101), the flywheel and the torsional vibration damper (315) are respectively connected with two ends of the crankshaft (101), the flywheel is arranged in the output end box (3), and the torsional vibration damper (315) is arranged in the free end box (4).
4. Marine high-speed engine according to claim 3, characterized in that the gear assembly comprises an output gear assembly (9) and a free end gear assembly (412), the output gear assembly (9) is arranged in the output case (3), the free end gear assembly (412) is arranged in the free end case (4), the output gear assembly (9) and the free end gear assembly (412) are respectively connected with a crankshaft gear of the crankshaft (101) of the power transmission assembly, the crankshaft (101) outputs power outwards through the flywheel via the output gear assembly (9), and the crankshaft (101) transmits power to driving parts of the timing assembly, the common rail fuel system, the lubricating system and the cooling system via the output gear assembly (9) and the free end gear assembly (412).
5. The marine high-speed engine according to claim 2, wherein the supercharging system further includes an exhaust turbocharger, a switch valve, a regulating valve, an intake manifold (82), an exhaust manifold and an exhaust manifold (83), the exhaust manifold (83) communicates with an exhaust end of the cylinder unit, the exhaust manifold (83) communicates with a turbine end of the exhaust turbocharger through the exhaust manifold, a compressor end of the exhaust turbocharger communicates with the intake manifold, the intake manifold communicates with the air cooler (81), the air cooler (81) communicates with an intake end of the cylinder unit through the intake manifold (82), exhaust gas entering the exhaust turbocharger through the exhaust manifold (83) and the exhaust manifold can drive the exhaust turbocharger to compress ambient air into the intake manifold, the air is delivered into the cylinder unit after passing through the air cooler (81) and the intake manifold (82), the exhaust turbocharger is provided with a plurality of exhaust turbochargers, one of the exhaust turbochargers is normally open, the exhaust turbocharger is configured such that the switch valve can be opened or closed by the switch valve, the remaining exhaust turbocharger is located between the intake manifold and the exhaust manifold (83), and the exhaust manifold (83) is connected to the exhaust manifold.
6. The marine high-speed engine according to claim 5, wherein the lubricating system comprises a lubricating oil pump (521), a lubricating oil heat exchanger (522), a lubricating oil filter (523) and a lubricating oil temperature control valve assembly, the lubricating oil pump (521) is installed at the bottom end of the free end box body (4), the lubricating oil heat exchanger (522) and the lubricating oil filter (523) are installed at the upper end of the free end box body (4), the frame assembly (1), the output end box body (3) and the free end box body (4) are respectively provided with a lubricating oil flow passage (53), two main lubricating oil passages (54) are arranged in the frame assembly (1), and the two main lubricating oil passages (54) penetrate through the V-shaped frame (11) along the length direction and are symmetrically arranged relative to the central axis of the V-shaped frame (11).
7. The marine high-speed engine according to claim 6, characterized in that the cooling system is composed of a high-temperature circulation and a low-temperature circulation which are independent from each other, the cooling system comprises a high-temperature water pump (61), a high-temperature water heat exchanger (64), a low-temperature water pump (63), a low-temperature water heat exchanger (62), an external circulation water pump (68), an expansion water tank (65), a high-temperature water temperature control valve assembly, a low-temperature water temperature control valve assembly and a one-way valve, two high-temperature circulation water channels (66) are arranged in the frame assembly (1), the two high-temperature circulation water channels (66) penetrate through the V-shaped frame (11) along the length direction and are symmetrically arranged relative to the central axis of the V-shaped frame (11), and the two low-temperature circulation water channels (67) penetrate through the V-shaped frame (11) along the length direction and are symmetrically arranged relative to the central axis of the V-shaped frame (11);
in the high-temperature circulation, the high-temperature water pump (61) supplies water to the high-temperature circulation water channel (66), high-temperature water flows through the cylinder unit and the exhaust gas turbocharger to realize cooling, after passing through the high-temperature water temperature control valve assembly, one part of the cooling water flowing out after cooling flows to the high-temperature water pump (61), the other part of the cooling water flows to the high-temperature water pump (61) after passing through the high-temperature water heat exchanger (64), and a high-temperature water cavity of the expansion water tank (65) is connected with a high-temperature water pipeline behind the high-temperature water pump (61);
in the low-temperature circulation, the low-temperature water pump (63) supplies water to the low-temperature circulation water channel (67), the low-temperature water sequentially flows through the air cooler (81) and the lubricating oil heat exchanger (522), one part of cooling water flowing out after cooling flows into the low-temperature water temperature control valve assembly, the other part of the cooling water flows to the low-temperature water temperature control valve assembly after passing through the low-temperature water heat exchanger (62), the two parts of low-temperature water enter the low-temperature water pump (63) after being mixed by the low-temperature water temperature control valve assembly, and a low-temperature water cavity of the expansion water tank (65) is connected with a low-temperature water pipeline behind the low-temperature water pump (63);
the external circulating water pump (68) sucks external circulating water into the high-temperature water heat exchanger (64) and the low-temperature water heat exchanger (62), the high-temperature water heat exchanger (64) can cool the high-temperature circulating cooling water, and the low-temperature water heat exchanger (62) can cool the low-temperature circulating cooling water.
8. Marine high-speed engine according to claim 6, characterized in that it further comprises a breathing system which can be arranged in the free end tank (4) or the output end tank (3), the breathing system comprising an oil mist separator and an auxiliary fan which is connected to the oil mist separator and which is capable of drawing oil mist in a chamber formed by the V-shaped frame (11) and the oil pan (5) into the oil mist separator, the oil mist separator separating oil and air therefrom, the separated oil mist flowing back to the V-shaped frame (11) via an oil pipe and falling back to the oil pan (5), and the separated air flowing into the exhaust gas turbocharger which is normally open.
9. The marine high-speed engine according to claim 2, characterized in that the common rail fuel system further comprises a low-pressure fuel pump, a high-pressure distribution block, two fuel common rail pipes, a plurality of fuel injectors, a high-pressure fuel pipe, a low-pressure distribution block, a low-pressure oil collection box and a fuel filter, wherein the low-pressure fuel pump, the fuel filter, the high-pressure fuel pump (71) and the high-pressure distribution block are sequentially communicated through a pipeline, the two fuel common rail pipes penetrate through the V-shaped frame (11) along the length direction and are symmetrically arranged relative to the central axis of the V-shaped frame (11), the high-pressure distribution block is communicated with the two fuel common rail pipes at the same time, the fuel injectors are arranged on the cylinder units and are arranged in a one-to-one correspondence manner, the fuel injectors can inject fuel in the fuel common rail pipes into the corresponding cylinder units, the high-pressure fuel pump (71) and the fuel injectors are further communicated with the low-pressure oil collection box, the high-pressure distribution block is further communicated with the low-pressure distribution block, and the low-pressure oil collection box and the low-pressure distribution block can guide return oil to an oil tank.
10. Marine high-speed engine according to any one of claims 1 to 9, characterised in that a starter motor (72) is further arranged in the output end box (3), the starter motor (72) is in selective transmission connection with the power transmission assembly, and the starter motor (72) can drive the power transmission assembly to rotate.
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