CN101479150A - 燃气驱动的船用燃料系统 - Google Patents
燃气驱动的船用燃料系统 Download PDFInfo
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Abstract
本发明涉及海洋船(1)中燃气驱动的活塞式发动机(2)用燃料系统(4),此燃气是作为液化气储存与此船中的至少一个燃料储罐(6)中,所述燃料供给系统包括独立的燃料供给罐(8),其中的气体为液相的且处于高温之下。燃料储罐(6)中的燃气也为气相的,但其中占优势的只是此液态气体造成的流体静压力。
Description
技术领域
本发明涉及海洋船中燃气驱动活塞式发动机用燃料系统,所述燃气依据权利要求1的前序是作为液化气储存于至少一个燃料储罐中。
背景技术
燃气正成为船舶的原动机与辅助发动机的越来越具吸引力的燃料。特别是天然气(NG),由于它的易获得性而极适合此种用途,它在周围环境中是一种气体混合物,主要包括甲烷以及少量的乙烷、丙烷、丁烷与氮。它与碳相比有很高的氢含量,因而在燃烧时可提供特低的有害排出物和非常干净的燃烧过程,且基本上无污染物。尤其是在旅游客轮、渡船和客滚船中,这类船中的乘客都是在甲板上,而在船的发动机的废气中不含烟尘排出物和可见的烟雾就会成为极其重要的特性,且这种特性是能通过把NG用作发动机的燃料得到的。通常,天然气是作为液化的天然气(LNG)于-162°c下储存,于是这样的储存物,特别是当LNG是在约5bar的高压下储存时就会带来问题。而这样的高压一般是燃气驱动的活塞式发动机所需要的压力级。考虑到这种情形下的储罐必须是压力容器,故此种容器常取圆筒形构型,其容积例如可为500-1000m3,把大型的圆筒形罐设在具有基本上是矩形横剖面空间的船中则会形成许多无用的空间。
本发明的目的在于提供一种燃气驱动的船用燃料系统,这种系统解决了先有技术中上述的和其他的问题。
本发明的目的实质上是按权利要求1中公开的内容达到。其他的权利要求则给出了本发明不同实施形式的更多细节。
发明内容
本发明的基本理念在于提供:独立的燃料供给罐,其中的燃气为液相的并处于高压之下;以及独立的一或多个燃料储罐,其中的燃气也为液相的但其中的压力则主要是这种液化气造成的流体静压力。这样,上述的燃料储存罐便可简单和经济地构成。由于这种液化气是处于低温之下,储罐是隔热的。
上述燃料供给罐是压力容器,此燃料供给罐与燃料储罐通连。在连接着活塞式发动机与燃料供给罐底部的燃料供给管路中设有第一热交换器,此第一热交换器适用于在将液化气供给活塞发动机前使之汽化。于是,仅仅在这一显著小的燃料供给罐才为一压力容器,在绝大多数情形下,此燃料供给罐中燃料的体积小于这种容器中燃料罐的总容积的30%。
第一燃料供给管路连接着上述燃料储罐与燃料供给罐,此第一燃料供给管路设有用来将液化气从燃料储罐泵送给燃料供给罐的泵,此泵也适用于将上述液化气的压力从燃料储罐中的约大气压力提升到约10bar的压力,虽则名义工作压力通常为3-5bar。上述压力是根据活塞式发动机的压力确定的,同时在液化气业已汽化后是不需要独立的气体压缩机的,这是因为此燃料供给罐是处于适当的压力之下。
由于此燃料储罐中的燃料不是处于高温下,它就可具有基本上是矩形的壁部,这样就能有效地利用船中的可资利用的空间。所述燃料储罐设置成主要能经受此液化气的流体静压力导致的压力。
上述燃料供给罐设有压力增大系统,此系统具有从燃料供给罐底部延伸到其上部的导管且同时设有第二热交换器。此压力增大系统控制燃料供给罐中的压力至所需水平。
为使此第一燃料供给管路中的燃气漏泄减至最少,将第二燃料供给管路和上述第一燃料供给管路设于气密外管之中。此外,上述至少一个燃料储罐和燃料供给罐则设于气密室中,同时上述气密外管则通入此气密室,形成一气密空间。当发生泄漏时,可通过设于此气密室和/或外管内的惰性气体入口,将惰性气体或其他保护性介质送入此空间内。
附图简述
下面参考附图描述本发明,附图中:
图1示明设有依据本发明的燃料供给系统一实施形式的旅游客轮;
图2示明图1中客轮的纵剖图;
图3示明依据本发明的燃料供给系统的一实施形式。
详细说明
图1中极其示意地表示一艘船1,在此是以旅游客船为例。此船设有燃气驱动的活塞式发动机2。此燃气例如是天然气,排出的废气非常清洁,于环保有利,且由于其中实质上没有烟尘和可见的烟雾,对乘客来说也是舒适的。此燃气驱动的船用的燃料系统4包括至少一个燃料储罐6。此储罐由于其中所储燃气是在约-162°c下的液化形式故为隔热的。为了有效地利用船中的空间,储罐6由基本上取矩形的壁部6·1构成。此船中的空间得以有效地利用可从图2中看出,作为比较,图2还示明了横剖面积等同于此储罐6的横剖面积的一种压力容器(具有圆筒形的横剖面)以及由于这种压力容器的圆形而空留出的空间(带阴影的方形)。这样,从图2可以清楚地看出,本发明的燃料系统使船中的空间得以有效地利用。本发明的燃料储罐与压力容器相比,除能有效恰切地使用了可资利用的空间外,还能以颇低的费用制成。
燃料系统4中有一独立的供给罐8用来将燃料供给燃气驱动的发动机2。此供给罐为隔热的压力容器,但其容积显著地小于储罐6的。这样就使将压力容器用到燃料系统中的缺点最小化。此供给罐的尺寸设定为在最高速度下于约4小时将罐排空。上述尺寸还确定成,使得这种罐即使在负载快速变更时也能保持压力。这要取决于发动机的功率。燃料供给罐的容积小于储存罐的容积的10%。这样,燃料就可按所需的压力输送,但仍然可以避免不必要的浪费的空间。在第一燃料供给管路12中设有泵10.此第一燃料供给管路将燃料储罐6与燃料供给罐8连接,同时设置成延伸到此燃料储罐的底部,够到此管中的液化气。燃料从储罐6以液化的形式泵送给上述供给罐,同时使压力升高到高于船中活塞式发动机2所需的通常为约3-5bar的水平。与此相反,储罐6则处于大气压力下,实际上主要液化气导致的流体静压力。
还存在有第二燃料供给管路14,它也将燃料储罐6与燃料供给罐8连接,但是此供给管路14则设置成延伸到储罐6上部中只有气态燃气存在处。此第二燃料供给管路14是用来将汽化的燃气从储罐6输送至燃料供给罐8的。由于此燃料供给罐是处于较低的压力下,上述第二燃料供给管路便设有压缩机装置16以将此燃气的压力提高到燃料供给罐8中优势压力的水平。
燃料供给罐8中的燃料通过燃料供给管路20引入发动机2。如前所述,燃料供给罐8中的燃气主要是液相,因而燃料供给管路20设有汽化器即第一热交换器22,使液化气在输送给活塞式发动机2之前汽化。此燃料供给管路20从燃料供给罐8的底部延伸到发动机,使后者吸入液化气。燃料供给罐8设有压力增大系统24,后者具有循环导管26从燃料供给罐8的底部延伸到此燃料供给罐的上部,同时设有第二热交换器28。
图3中更详细地示明了本发明的燃料供给系统,此图中尽可能地采用了相同的标号。图3中所示的在燃料供给罐中的压力增大系统24设有压力传感器30,后者控制第二热交换器28的工作。当燃料供给罐8中的压力降到一预定水平之下,就增大第二热交换器的功率而增大燃料供给罐8中液化气的汽化率,同时将上述压力增高到标准水平。图3还示明此燃料供给罐设有一表面高度探头32,后者控制第一燃料供给管路12中泵10的工作,将燃料供给罐中的液化气量保持于适当的水平。
本发明的另一特点是上述第一燃料供给管路12、第二燃料供给管路14以及燃料供给管路20都配备有气密外管34,使这些供给管路与周围环境隔绝。这是用来使燃气漏泄的风险最小化的一项措施,此外,基于同一原因,燃料储罐6与燃料储罐8设于气密室36中。气密外管34通入气密室36中,形成一气密空间。气密室36与外管34包括一惰性气体入口38。在发生燃气漏泄时,就能通过将惰性气体注入此气密空间内确保此空间的气密性。
燃料储罐6并非实际的压力容器以及布置成具有大致的矩形壁部6·1这一事实,使之易于封闭于该气密室中,这是由于它与具有圆形横剖面的压力容器相比所需用的空间较小。
上述燃料供给系统还设有泵送站44,后者使燃料供给管路40与各燃料储罐6通连。这些燃料供给管路40也都设有外管42。
显然,本发明不限于上述例子,例如活塞式发动机的个数、燃料储罐的个数以及燃料供给罐的个数等都是可以变化的,但是在本发明的原理范围内是可以以许多其他不同的实施形式实现的。
Claims (10)
1、海洋船(1)中燃气驱动的活塞式发动机(2)用燃料系统(4),其中燃料系统的燃气是作为液化气储存于此海洋船中的至少一个燃料储罐(6)中,所述燃料系统还包括与此燃料罐罐(6)相连的至少一个独立的燃料供给罐(8),其特征在于:此燃料供给罐(8)是隔热的压力容器;所述燃气在燃料供给罐(8)中是液相的和处于高压之下;此燃气在燃料储罐中也是液相的而其中占优势的只是为此液态燃气造成的流体静压力;同时有第一热交换器(22)设在将此燃料供给罐(8)连接到该燃气驱动的活塞式发动机(2)的燃料供给管路(20)之中。
2、权利要求1的燃料系统,其特征在于:所述燃料供给管路(20)连接到燃料供给罐(8)的底部,而所述第一热交换器(22)是用于在液化气供给于活塞式发动机(2)之前将其汽化。
3、权利要求1的燃料系统,其特征在于:有第一燃料供给管路(12)将燃料储罐(6)与燃料输送罐(8)连接,同时此第一燃料供给管路(22)设有泵(10)将液化气从燃料储罐(6)泵送给燃料输送罐(8),此泵(10)也适用于将液化气的压力从燃料储罐(6)中的约大气压力提高到约10bar的压力。
4、权利要求1的燃料系统,其特征在于:此燃料储存罐(6)设置成具有大致矩形的壁部(6·1)。
5、权利要求4的燃料系统,其特征在于:所述燃料储罐(6)设置成能经受主要是液化气的流体静压力造成的压力。
6、权利要求1的燃料系统,其特征在于:所述燃料供给罐(8)设有压力增大系统(10),后者具有的循环导管从此燃料供给罐的底部延伸到燃料供给罐(8)的上部且设有第二热交换器(28)。
7、权利要求1的燃料系统,其特征在于:所述燃料供给罐中燃料的体积比船中燃料储罐的总容积的30%小。
8、权利要求1的燃料系统,其特征在于:第一燃料供给管路(12)、第二燃料供给管路(14)以及该燃料供给管路(20)都设于气密外管(34)内。
9、权利要求8的燃料系统,其特征在于:至少一个燃料储罐(6)与燃料供给罐(8)都设于气密室(36)内,而上述气密外管(34)通入气密室(36)内形成气密空间。
10、权利要求9的燃料系统,其特征在于:所述气密室(36)和/或外管(34)包括用于惰性气体的入口(34)。
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FI20065445A FI122137B (fi) | 2006-06-27 | 2006-06-27 | Kaasukäyttöisen laivan polttoainejärjestelmä |
PCT/FI2007/050319 WO2008000898A1 (en) | 2006-06-27 | 2007-06-01 | Fuel system for gas driven vessel |
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US (1) | US7955149B2 (zh) |
EP (1) | EP2032428B1 (zh) |
JP (1) | JP5383488B2 (zh) |
KR (1) | KR101411184B1 (zh) |
CN (1) | CN101479150B (zh) |
FI (1) | FI122137B (zh) |
NO (1) | NO337470B1 (zh) |
WO (1) | WO2008000898A1 (zh) |
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CN108271366A (zh) * | 2016-10-25 | 2018-07-10 | 今治造船株式会社 | 气体管道系统和包括气体管道系统的船舶 |
CN108271366B (zh) * | 2016-10-25 | 2018-11-20 | 今治造船株式会社 | 气体管道系统和包括气体管道系统的船舶 |
CN110462278A (zh) * | 2017-03-08 | 2019-11-15 | 瓦锡兰芬兰有限公司 | 液化气罐装置和操作液化气罐装置的方法 |
CN110462278B (zh) * | 2017-03-08 | 2021-05-07 | 瓦锡兰芬兰有限公司 | 液化气罐装置和操作液化气罐装置的方法 |
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FI20065445A (fi) | 2007-12-28 |
EP2032428A4 (en) | 2012-08-01 |
KR20090021179A (ko) | 2009-02-27 |
FI20065445A0 (fi) | 2006-06-27 |
JP2009541140A (ja) | 2009-11-26 |
US20090239426A1 (en) | 2009-09-24 |
EP2032428B1 (en) | 2013-05-29 |
CN101479150B (zh) | 2011-04-06 |
JP5383488B2 (ja) | 2014-01-08 |
NO337470B1 (no) | 2016-04-18 |
US7955149B2 (en) | 2011-06-07 |
FI122137B (fi) | 2011-09-15 |
KR101411184B1 (ko) | 2014-07-02 |
NO20090369L (no) | 2009-01-27 |
EP2032428A1 (en) | 2009-03-11 |
WO2008000898A1 (en) | 2008-01-03 |
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