KR102481523B1 - Ship fuel additive and additive supply devic To reduce Nitrogen oxide concentration(NOx) - Google Patents

Abstract

The present invention relates to a fuel additive for ships and an additive supply device for reducing nitrogen oxides that minimize the generation of nitrogen oxides (NOx) in the combustion process of bunker oil (BUNKER_C) used as ship fuel, and to reduce nitrogen oxides according to the present invention The marine fuel additive for kerosene (KE, Kerosene) 100 parts by weight, palustric acid (PA, palustric acid) 10 to 16 parts by weight, styracitol (STR, Styracitol) 6 to 12 parts by weight. .

Description

Ship fuel additive and additive supply device for reducing nitrogen oxides {Ship fuel additive and additive supply device To reduce Nitrogen oxide concentration (NOx)}

The present invention relates to a fuel additive for ships and an additive supply device for reducing nitrogen oxides, and more particularly, to reducing nitrogen oxides that minimizes the generation of nitrogen oxides (NOx) in the combustion process of bunker oil (BUNKER_C) used as ship fuel It relates to fuel additives and additive supply devices for ships.

According to Korea's air pollutant emissions data (as of 2015) announced by the National Institute of Environmental Research in 2019, air pollutants generated from ships account for 6.4% of the total emissions, and the amount of emissions is 293,440 tons (t). do.

In addition, among all air pollutants, nitrogen oxides (NOx) generated by ships account for 13.1%. Emission standards are set only for nitrogen oxides.

Nitrogen oxide (NOx) reacts with water to produce nitric acid (HNO3), which is the main cause of acid rain, and this nitric acid (HNO3) reacts again with moisture in clouds in the polar regions to produce NAT (Nitric Acid Trihydrate), which depletes the ozone layer. It can also cause destruction.

It is known that nitrogen oxides (NOx) generated from the combustion of ship fuel oil are mainly generated by the combustion of high-carbon molecules (hydrocarbon compounds) with a boiling point of 500 ° C or higher and a carbon number of 38 or higher. Compared to most bunker C oil components of 25 to 35, these high-carbon molecules form a thermal region with a significantly higher temperature during combustion, and nitrogen and oxygen in the inhaled air combine with each other, resulting in NO, NO2) are produced.

Therefore, awareness of the need to suppress the generation and emission of pollutants while obtaining greater fuel efficiency from the combustion of fossil fuels has recently increased, and various fuel additives added to fuels have been developed and used to achieve this purpose. It became.

However, in order to reduce dust generated in the combustion process, it is possible to reduce unburned carbon by improving combustion efficiency, whereas the generation of nitrogen oxides tends to increase as the combustion efficiency improves. Therefore, conventional fuel additives have a problem in that they cannot simultaneously reduce unburned carbon, that is, dust and nitrogen oxides.

That is, the reduction of nitrogen oxides in conventional fuel additives can be said to be the reduction of nitrogen oxides by reducing the excess air ratio because the reduction of combustion air by using the fuel additive, that is, the reduction of the excess air ratio is possible.

Therefore, conventional fuel additives could not reduce dust and nitrogen oxides at the same time, and reduced nitrogen oxides by using a post-processing method, SCR (Selective Catalytic Reduction) or SNCR (Selective Non Catalytic Reduction), and dust also It was common to use a reduction method by a dust collector of

However, the above methods have problems such as a high reduction rate as a post-combustion exhaust gas treatment method, but high costs such as facility and maintenance costs, and a separate installation site for the facility.

Korean Patent Registration No. 10-1858683: Exhaust gas treatment system and method for treating exhaust gas stream Korean Patent Registration No. 10-0601030 : Manufacturing method of polymeric fuel additives inducing harmful gas reduction

The present invention was created to solve the above problems, and fuel additives for ships used in internal combustion engines for ships, in particular, for reducing nitrogen oxides that can minimize the generation of nitrogen oxides (NOx) generated in the combustion process of bunker oil And it aims to provide an additive supply device.

Marine fuel additives for reducing nitrogen oxides according to the present invention contain 10 to 16 parts by weight of palustric acid (PA) and styracitol (STR, Styracitol) based on 100 parts by weight of Kerosene (KE). 6 to 12 parts by weight.

Marine fuel additives for reducing nitrogen oxides include 23 to 40 parts by weight of isopropyl alcohol (IPA) and 8 to 14 parts by weight of white oleic acid (WOA), based on 100 parts by weight of the kerosene. It is preferable to further include 8 to 20 parts by weight of butyl cellosolve (BC) and 4 to 8 parts by weight of butyl carbitol (BDG, Butyl CArbitol).

According to the present invention, in the additive supply device for adding the marine fuel additive for reducing nitrogen oxides to marine fuel, an additive storage tank for storing the marine fuel additive for reducing nitrogen oxides, and a marine fuel for reducing nitrogen oxides An additive supply pipe connecting the transfer pipe connecting the fuel storage tank and the sedimentation tank to the additive storage tank so that a predetermined amount of marine fuel can be transferred from the fuel storage tank in which the fuel storage tank is stored to the sedimentation tank, and at the end of the additive supply pipe An injection nozzle is formed to inject the marine fuel additive for reducing nitrogen oxide into the transfer pipe, and a pump is formed to inject a predetermined amount of the marine fuel additive for reducing nitrogen oxide from the additive storage tank into the transfer pipe. A flow sensor for measuring the transfer amount of the marine fuel transferred from the fuel storage tank to the settling tank, and a marine fuel additive for reducing nitrogen oxides injected into the transfer pipe according to the measured value of the flow sensor A control unit for controlling the injection amount may be included.

The injection nozzle includes a rotating tube inserted into the transfer pipe by a predetermined length, and an inclined tube extending at an angle of 45 to 60 degrees from the rotating tube at an end of the rotating tube, wherein the rotating tube is rotatable. The inclined tube and the rotary tube are rotated around the rotary tube by receiving force to rotate in one direction by a nozzle tube formed to be formed, and marine fuel formed on one side of the inclined tube and passing through the transfer pipe. It includes a rotation guide plate that generates rotational force in a manner that is capable of generating rotational force, and the transfer pipe includes a fuel for the ship passing through the transfer pipe and a fuel additive for the ship for reducing nitrogen oxides so as to improve fluidity. It is preferable that a heating unit for raising the temperature of the fuel additive is provided.

Further comprising a mixing induction unit provided to induce mixing of the marine fuel flowing through the transfer pipe and the marine fuel additive for reducing nitrogen oxides, wherein the mixing induction unit is installed inside the transfer tube and is installed inside the transfer tube. A first panel and a second panel installed so as to be spaced apart from each other at a predetermined distance from the front and rear along the transport direction in which the fluid flows, and provided with fluid passage holes through which marine fuel and a marine fuel additive for reducing nitrogen oxides pass; A mixing member formed in the space between the first panel and the second panel and formed of a magnet or a metal material having magnetism, and installed outside the transfer pipe at a position corresponding to the space between the first panel and the second panel and a driving electromagnet part including electromagnets generating magnetic force so that the mixing member moves inside the transfer pipe, and the mixing member surrounds the metal member having magnetism and an outer circumferential surface of the metal member and transfer pipe and a cover member made of rubber or synthetic resin material to mitigate impact when in contact with or colliding with the inside of the drive electromagnet unit, and the electromagnets may be disposed in a circumferential direction along an outer circumferential surface of the transfer pipe.

The marine fuel additive and additive supply device for reducing nitrogen oxides of the present invention are applied to an internal combustion engine of a ship using bunker oil as fuel, and the temperature of the combustion space inside the engine during operation of the ship is operated in an appropriate heat range. There is an advantage in minimizing the generation of nitrogen oxides and other soot generated in the high-temperature zone as it is induced to be made.

1 is a view showing the composition ratio of high molecular carbon and low molecular carbon before and after adding a marine fuel additive for reducing nitrogen oxides according to the present invention to marine fuel;
2 is a view showing the carbon combustion temperature change inside the combustion chamber according to the presence or absence of polymeric carbon;
3 is a view showing the formation of a thermal zone in the combustion chamber according to whether or not a marine fuel additive for reducing nitrogen oxides according to the present invention is added;
Figure 4 is a comparison of the nitrogen oxides generated during actual ship operation before and after the use of the marine fuel additive for reducing nitrogen oxides according to the present invention,
5 is a conceptual diagram of an embodiment of an additive supply device of the present invention;
Figure 6 is a view showing an excerpt of the injection nozzle and transfer pipe of the additive supply device of Figure 5;
7 is a cross-sectional view of another embodiment of an additive supply device further including a mixing induction unit;
8 is a partially cut-away perspective view illustrating an excerpt of a mixing induction unit.

Hereinafter, a fuel additive for ships and an additive supply device for reducing nitrogen oxides according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. Since the present invention can have various changes and various forms, specific embodiments will be illustrated in the drawings and described in detail in the text. However, this is not intended to limit the present invention to a specific form disclosed, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. Like reference numerals have been used for like elements throughout the description of each figure. In the accompanying drawings, the dimensions of the structures are shown enlarged than actual for clarity of the present invention.

Terms such as first and second may be used to describe various components, but the components should not be limited by the terms. These terms are only used for the purpose of distinguishing one component from another. For example, a first element may be termed a second element, and similarly, a second element may be termed a first element, without departing from the scope of the present invention.

Terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as "comprise" or "have" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that it does not preclude the possibility of the presence or addition of numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the present application, they should not be interpreted in an ideal or excessively formal meaning. don't

The marine fuel additive (hereinafter referred to as 'ship fuel additive') for reducing nitrogen oxides according to the present invention is kerosene (KE, Kerosene), palustric acid (PA, palustric acid), styracitol (STR, Styracitol), It is formed by mixing isopropyl alcohol (IPA, Iso propyl alcohol), white oleic acid (WOA), butyl cellosolve (BC), and butyl carbitol (BDG, Butyl CArbitol).

Looking at the mixing ratio of each material, first, 10 to 16 parts by weight of palustric acid, 6 to 12 parts by weight of styrasitol, 23 to 40 parts by weight of isopropyl alcohol, 8 to 14 parts by weight of white oleic acid, based on 100 parts by weight of kerosene It is formed by mixing 8 to 20 parts by weight of butyl cellosolve and 4 to 8 parts by weight of butyl carbitol.

Kerosene is a base for fuel additives for ships, and is mainly used as a fuel for heating appliances, kitchens, or household petroleum motors. Kerosene has excellent combustibility, does not contain odorous substances, has a high flash point, and is safe to handle, making it suitable as a base material for fuel additives.

Palustric acid is also present in raw rosin of the Pinaceae family, and can be obtained by acid decomposition after separating and collecting creamy substances floating on the surface of black liquor in alkali cooking of coniferous trees. The high-molecular-weight carbon contained in is converted into low-molecular-weight carbon by enzyme action.

The mixing amount of palustric acid is preferably 10 to 16 parts by weight based on 100 parts by weight of kerosene. output goes down. Conversely, when the mixing amount of palustric acid is less than 10, the enzymatic action on polymer carbon is insufficient, so that a large amount of polymer carbon still remains in marine fuel, and thus the generation of nitrogen oxides cannot be prevented.

The styrasitol is a kind of sugar alcohol extracted from the skin of Styrax obassia (Styrax obassia), and acts on paraffinic and naphthenic low-carbon materials to function as a fuel reformer.

The white oleic acid is a main component of fatty acids widely included in vegetable oils such as olive oil and canola oil as well as fats and oils of animals, etc., and performs functions such as fuel cleaning, engine cleaning, fluidity enhancement, and water emulsification.

Butyl cellosolve is an anionic surfactant and performs roles such as fuel dispersion and injector cleaning.

Butylcarbitol is a solvent with an extremely low rate of increase, and performs functions such as dilution of fuel, cleaning, and water emulsification.

In the marine fuel additive of the present invention, palustric acid plays the most important role in reducing the production of nitrogen oxides.

As described above, palustric acid plays a role of converting high molecular carbon of marine fuel into low molecular carbon through enzymatic action.

In general, heavy oil is mainly used as a fuel for ships. In the case of heavy oil, carbon atoms are 20 to 70, and among them, 20 to 38 carbon atoms account for the largest proportion.

As shown in FIG. 1, heavy oil is composed of approximately C ₂₀ to C ₃₈ carbon, and before the marine fuel additive of the present invention is mixed, the high molecular weight of the high molecular carbon, such as C ₃₈ or C ₃₅ . However, after mixing the marine fuel additive of the present invention, the specific gravity of high molecular carbon such as C ₃₈ or C ₃₅ was lowered, and the specific gravity of low molecular carbon such as C ₃₂ and C ₂₆ was relatively increased.

The increase in the specific gravity of low molecular carbon is the result of low molecular carbonization by enzymatic action of palustric acid in marine fuel additives and fuel reforming by styrasitol.

Nitrogen oxides (NOx) generated in the process of burning heavy oil, which is a marine fuel, are mainly generated due to the combustion of polymer carbon having a boiling point of 500 ° C or higher and a carbon number of 38 or higher. Heavy oil components having 25 to 35 carbon atoms have a boiling point of 400 ° C, whereas polymer carbon has a boiling point of 500 ° C or more as described above, so it forms a thermal region with a significantly high temperature during combustion, and in the process of burning such polymer carbon Nitrogen and oxygen in the inhaled air combine to form nitrogen oxides (NO, NO ₂ ).

However, since the fuel additive for ships of the present invention reduces the number of polymer carbons by reducing the number of polymer carbons having a carbon number of 38 or more, as shown in FIG.

Therefore, as shown in FIG. 3, the marine fuel to which the marine fuel additive of the present invention is added can minimize the generation of nitrogen oxides while reducing operation in the high-temperature region where nitrogen oxides are generated.

In addition, additives such as isopropyl alcohol and white oleic acid included in marine fuel additives increase the fluidity of high-viscosity heavy oil, so that the marine fuel can be smoothly supplied to the inside of the ship's engine, thereby reducing incomplete combustion of the fuel.

In order to demonstrate the effect of reducing nitrogen oxides according to the addition of the above marine fuel additive, the ship Santa Lucina (26,000 ton class, fuel: bunker C oil, 18 years old, 18,000 horsepower, 12 knots average speed), a ship that sails back and forth between Mokpo and Jeju, Jeollanam-do The experiment was conducted on .

The experiment was conducted by adding the nitrogen oxide emissions generated when operating without adding the marine fuel additive of the present invention and the nitrogen oxide emission by adding the marine fuel additive of the present invention at a ratio of 2,000: 1 to marine fuel.

In particular, as shown in Table 1 below, marine fuel additives were divided into cases having three mixing ratios, and experiments were conducted.

As a result of the experiment, as shown in FIG. 4, when operating without adding the marine fuel additive of the present invention, the amount of nitrogen oxides generated was 2,773 ppm, but when operating after adding the marine fuel additive of the present invention, the amount of nitrogen oxides generated It was confirmed that it was greatly reduced to 109 ppm.

In the case of Example 1, Example 2 and Example 3, when the amount of nitrogen oxide generation was measured through the same vessel, respectively, it was found that Example 2 had the highest efficiency, with 215 ppm, 109 ppm, and 164 ppm, respectively. In the case of Example 1 and Example 3, although the amount of nitrogen oxide generated is greater than that of Example 2, it can be seen that the amount of nitrogen oxide generated is significantly reduced compared to the case of driving without adding a marine fuel additive.

5 is a conceptual diagram of an additive supplying device 100 for adding the marine fuel additive of the present invention to marine fuel.

The above-described marine fuel additive is preferably added to the marine fuel at a ratio of about 2000:1, and the additive supply device 100 is configured so that the marine fuel additive can be mixed with the marine fuel in the process of supplying the marine fuel to the combustion chamber. do.

As shown, the fuel supply system for supplying marine fuel to the ship's engine typically includes a fuel storage tank 10 in which marine fuel is stored, a settling tank 20, a filter 30, a service tank 40, and the like. It consists of

The fuel storage tank 10 stores heavy oil, which is usually used as a ship fuel, and the ship fuel in the fuel storage tank 10 is transferred to the sedimentation tank 20 through the transfer pipe 50.

Heavy oil used as fuel for ships contains the last remaining residue after refining petroleum gas, gasoline, kerosene, diesel, etc. in the crude oil processing process, so it has high viscosity and contains many impurities. Therefore, the marine fuel is supplied to the settling tank 20 in a certain amount, and the fuel is first filtered by precipitating impurities in the settling tank 20.

The marine fuel in the settling tank 20 is subjected to secondary filtration through the filter 30, stored in the service tank 40, and then supplied to the combustion chamber.

The additive supply device 100 of the present invention is a fuel storage tank ( 10) and is installed in the transfer pipe 50 connecting the charge tank.

The additive supplying device 100 includes an additive storage tank 110 in which the marine fuel additive is stored, an additive supply pipe 120 extending from the additive storage tank 110 to supply the marine fuel additive, and an additive supply pipe 120. An additive pump 130 installed to pump the marine fuel additive, an injection nozzle 140 connected to the end of the additive supply pipe 120 and injecting the marine fuel additive into the transfer pipe 50, and the transfer A flow sensor 150 installed in the pipe 50 to measure the flow rate of the marine fuel transferred to the settling tank 20, and a control unit for controlling the injection amount of the marine fuel additive according to the measured value of the flow sensor 150 160 and a heating unit 171 installed to surround the transfer pipe 50 and preheating the marine fuel and the marine fuel additive passing through the transfer pipe 50.

The marine fuel additive is stored in the additive storage tank 110, and when the marine fuel is transferred from the fuel storage tank 10 to the settling tank 20, it is injected through the transfer pipe 50 and mixed with the marine fuel.

As described above, since it is preferable that the marine fuel additive is mixed with the marine fuel at a ratio of about 2000:1, a flow meter is installed in the transfer pipe 50 to measure the flow rate of the marine fuel transferred to the settling tank 20, and the control unit (160) drives the additive pump 130 to supply the marine fuel additive to the marine fuel to correspond to the above ratio.

6 shows the injection nozzle 140 for injecting the marine fuel additive into the transfer pipe 50 in more detail.

The injection nozzle 140 includes a nozzle tube 141 installed inside the transfer pipe 50 and a rotation guide plate 144 installed in the nozzle tube 141 .

The nozzle tube 141 is connected to the additive supply pipe 120 and is provided so that the marine fuel additive pumped by the additive pump 130 can be introduced into the transfer pipe 50. A rotating tube 142 extending a predetermined length inside and rotatably installed on the basis of a central axis extending along the longitudinal direction, and an end of the rotating tube 142 inclined at an angle of 45 to 60 ° with the rotating tube 142 It includes an inclined tube 143 extending to support.

In addition, the inclined tube 143 has a rotation guide plate for generating rotational force so that the nozzle tube 141 can rotate around the rotation tube 142 by the flow of marine fuel passing through the transfer tube 50 ( 144) is formed, so that the nozzle tube 141 rotates around the rotating tube 142 when marine fuel is supplied and moved into the transfer pipe 50.

Therefore, when the marine fuel additive is injected into the transfer pipe 50, the injection is performed while rotating according to the rotation of the nozzle tube 141, and the nozzle tube 141 creates a turbulent flow in the flow of the marine fuel. While being induced, the marine fuel and the marine fuel additive can be more easily mixed.

In addition, a heating unit 171 for heating the transfer pipe 50 is provided at the rear of the injection nozzle 140 in the direction in which the marine fuel flows. The heating unit 171 is a heating body surrounding the transfer tube 50. 171 and a heater member 172 installed inside the heating body 171 to heat the transfer pipe 50.

The heater member 172 may be a heat pipe using the combustion heat of the engine or a separate heating wire, and the temperature of the marine fuel is increased through the heating unit 171 to increase fluidity and make the marine fuel more easily combust in the combustion chamber. prepare to be able to

7 and 8 are cross-sectional views of another embodiment of an additive supplying device 100 further comprising a mixing induction unit 180 for inducing the mixing of the marine fuel and the marine fuel additive to be more evenly mixed in the transfer pipe 50. And a partial excerpt is shown as a perspective view.

The mixing induction unit 180 of this embodiment is provided at the rear of the heating unit 171 along the direction in which the marine fuel flows in the transfer pipe 50, and the mixing induction unit 180 is forward of the heating unit 171. may be provided in

The mixing induction unit 180 includes a first panel 181 and a second panel 182 installed at the front and rear of the transfer pipe 50 at a predetermined distance along the transfer direction of the marine fuel, and the first panel 181 and the second panel 182. The transfer to surround the mixing member 183 formed in the space between the panel 181 and the second panel 182 and the point corresponding to the space between the first panel 181 and the second panel 182 A drive electromagnet unit 186 installed outside the tube 50 is provided.

The drive electromagnet unit 186 may be driven by the control unit 160 and includes a plurality of electromagnets disposed to be spaced apart from each other by a predetermined interval along the circumferential direction of the transfer pipe 50 .

The first panel 181 and the second panel 182 are formed so that fuel for ships and fuel additives for ships can pass through, respectively. may be

The first panel 181 and the second panel 182 are for limiting the flow space in which the mixing member 183 flows, and the size of the mesh or the size of the through hole is such that the mixing member 183 cannot pass through. formed to size.

The mixing member 183 includes a metal member 184 formed of a metal material that can be magnetized so that it can flow in a flow space according to the operation of the driving electromagnet unit 186, and a metal member 184 that surrounds the outside of the metal member 184. A cover member 185 is provided.

Since the metal member 184 is formed of a magnetizable metal material, the driving electromagnet part 186 drives the metal member 184 along the inner circumferential surface of the transfer pipe 50 inside the transfer pipe 50 or It can be driven to collide with the inner wall of the transfer pipe 50 by moving in a direction crossing the flow direction in which the marine fuel moves. In this process, the cover member 185 is provided to prevent the inner wall of the transfer pipe 50 from being damaged or deformed. The cover member 185 may be formed of a rubber material or a synthetic resin material having elasticity, The metal member 184 is formed to a thickness capable of reaching magnetic force so that it can be driven by the driving electromagnet unit 186 .

In the additive supply device 100 of this embodiment, when the marine fuel additive is injected into the transfer pipe 50 and mixed with the marine fuel, the mixing member 183 evenly mixes the marine fuel with the polymer included in the marine fuel. It induces carbons to be converted into low-molecular-weight carbons more efficiently.

The marine fuel additive according to the present invention described above converts the high-molecular-weight carbon of heavy oil used as fuel for ships to low-molecular-weight carbon to minimize the production of nitrogen oxides during combustion of marine fuel in an engine.

In addition, the additive supplying device 100 can maximize the effect of reducing the generation of nitrogen oxides by the marine fuel additive by inducing the marine fuel additive to be evenly mixed with the marine fuel and then supplied to the combustion chamber.

The description of the presented embodiments is provided to enable any person skilled in the art to use or practice the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments without departing from the scope of the present invention. Thus, the present invention is not to be limited to the embodiments presented herein, but is to be interpreted in its widest scope consistent with the principles and novel features presented herein.

10: fuel storage tank
20: settling tank
30: filter
40: service tank
50: transfer pipe
100: additive supply device
110: additive storage tank
120: additive supply pipe
130: additive pump
140: injection nozzle
141: nozzle tube
142: rotating tube
143: inclined tube
144: rotation guide plate
150: flow sensor
160: control unit
170: heating unit
171: heating body
172: heater member
180: mixing induction unit
181: first panel
182 second panel
183: mixing member
184: metal member
185: cover member
186: driving electromagnet part

Claims (5)

Kerosene (KE, Kerosene) 100 parts by weight, palustric acid (PA, palustric acid) 10 to 16 parts by weight, styracitol (STR, Styracitol) 6 to 12 parts by weight, isopropyl alcohol (IPA, Iso propyl alcohol) 23 to 40 parts by weight, white oleic acid (WOA, White oleic acid) 8 to 14 parts by weight, butyl cellosolve (BC, Butyl cellosolve) 8 to 20 parts by weight, butyl carbitol (BDG, Butyl CArbitol) characterized in that it comprises 4 to 8 parts by weight
A fuel additive for ships to reduce nitrogen oxides.
delete In the additive supply device for adding the marine fuel additive for reducing nitrogen oxides of claim 1 to marine fuel,
an additive storage tank in which the marine fuel additive for reducing nitrogen oxides is stored;
An additive supply pipe connecting a transfer pipe connecting the fuel storage tank and the sedimentation tank to the additive storage tank so that a predetermined amount of marine fuel can be transferred from the fuel storage tank in which the marine fuel is stored to the sedimentation tank;
an injection nozzle formed at an end of the additive supply pipe to inject the marine fuel additive for reducing nitrogen oxide into the transfer pipe;
an additive pump for injecting a predetermined amount of marine fuel additive for reducing nitrogen oxides from the additive storage tank into the transfer pipe;
a flow sensor for measuring the transfer amount of marine fuel transferred from the fuel storage tank to the settling tank;
A control unit for controlling the injection amount of the marine fuel additive for reducing nitrogen oxides injected into the transfer pipe according to the measured value of the flow sensor,
The injection nozzle includes a rotating tube inserted into the transfer pipe by a predetermined length, and an inclined tube extending at an angle of 45 to 60 degrees from the rotating tube at an end of the rotating tube, wherein the rotating tube is rotatable. A nozzle tube formed so as to
A rotary guide plate formed on one side of the inclined tube to generate rotational force so that the inclined tube and the rotary tube can rotate around the rotary tube by receiving force to rotate in one direction by the marine fuel passing through the transfer pipe. including,
The conveying pipe is provided with a heating unit for raising the temperature of the marine fuel and the marine fuel additive for reducing nitrogen oxides to improve the fluidity of the marine fuel and the marine fuel additive for reducing nitrogen oxides passing through the conveying pipe,
Further comprising a mixing induction unit provided to induce mixing of the marine fuel flowing through the transfer pipe and the marine fuel additive for reducing nitrogen oxides,
The mixing induction unit
It is installed inside the transfer pipe and is installed to be spaced apart from the front and rear along the transfer direction in which the fluid flows inside the transfer pipe, and is a fluid passage hole through which marine fuel and marine fuel additives for reducing nitrogen oxides can pass. a first panel and a second panel on which are provided;
a mixing member formed in a space between the first panel and the second panel and made of a magnet or a metal material having magnetism;
A driving electromagnet unit including electromagnets installed outside the transfer pipe and provided at a position corresponding to the space between the first panel and the second panel and generating magnetic force so that the mixing member moves inside the transfer pipe equipped,
The mixing member includes a metal member having magnetism and a cover member formed of rubber or synthetic resin material to cover an outer circumferential surface of the metal member and to mitigate an impact when contacting or colliding with the inside of the transfer pipe,
The driving electromagnet part is characterized in that the electromagnets are formed in a circumferential direction along the outer circumferential surface of the transfer pipe.
additive feeder.
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