CN110770118B - Fuel supply system and method for ship - Google Patents

Fuel supply system and method for ship Download PDF

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Publication number
CN110770118B
CN110770118B CN201780091988.9A CN201780091988A CN110770118B CN 110770118 B CN110770118 B CN 110770118B CN 201780091988 A CN201780091988 A CN 201780091988A CN 110770118 B CN110770118 B CN 110770118B
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China
Prior art keywords
fuel
engine
ship
pump
pressurizing tank
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CN201780091988.9A
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CN110770118A (en
Inventor
金宗铉
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Hanhua Ocean Co ltd
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Daewoo Shipbuilding and Marine Engineering Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

A fuel supply system and method for a marine vessel is disclosed. The fuel supply method of a ship relates to a fuel supply method of a ship that supplies fuel to an engine that uses both natural gas and fuel as fuel, supplies compressed air to a pressurizing tank to store fuel in a pressurized state, supplies the fuel stored in the pressurizing tank with a circulation pump in a case where the engine is operated in a fuel mode, adjusts the fuel pressurized by the circulation pump to a temperature required by the engine through a temperature adjusting device, and supplies the fuel passing through the temperature adjusting device to the engine.

Description

Fuel supply system and method for ship
Technical Field
The present invention relates to a fuel supply system and method for a ship that supplies fuel to an engine that uses both natural gas and fuel as fuel.
Background
In recent years, the consumption of Liquefied Gas such as Liquefied Natural Gas (LNG) has been increasing rapidly worldwide. Compared to gas, liquefied gas that liquefies gas at low temperature has an advantage in that storage and transportation efficiency can be improved because its volume is very small. In addition, in the liquefaction process, liquefied gas including liquefied natural gas can remove or reduce air pollutants, and can also be regarded as an environmentally friendly fuel that discharges a small amount of air pollutants when burned.
Liquefied natural gas is a colorless transparent liquid that can be liquefied by cooling natural gas containing methane (methane) as a main component to about-162 ℃, and has a volume of about 1/600 compared with natural gas. Therefore, when natural gas is liquefied and transported, the natural gas can be transported very efficiently.
However, the liquefaction temperature of natural gas is an extremely low temperature of-162 ℃ at atmospheric pressure, and thus liquefied natural gas is sensitive to temperature variation and easily vaporized. Thus, although the storage tank storing the liquefied natural Gas is thermally insulated, since external heat is continuously transferred to the storage tank, Boil-Off Gas (BOG) is generated as the liquefied natural Gas is naturally vaporized continuously in the storage tank during the transportation of the liquefied natural Gas. This is also the case for other cryogenic liquefied gases such as ethane.
Boil-off gas is an important issue in terms of transport efficiency as a loss. Further, when the boil-off gas accumulates in the storage tank, the internal pressure of the tank may rise excessively, and there is a risk of damaging the tank. Therefore, various methods of treating the boil-off gas generated in the storage tank have been studied, and in recent years, for treating the boil-off gas, a method of liquefying the boil-off gas again and returning it to the storage tank, a method of using the boil-off gas as an energy source at the fuel consumption site such as an engine of a ship, or the like has been used.
In addition, among engines commonly used in ships, engines that may use natural gas as Fuel may include an ME-GI engine, a Dual Fuel (DF) engine, and the like.
The ME-GI engine is constituted by two strokes, and employs a Diesel Cycle (Diesel Cycle) in which high-pressure natural gas of about 300bar is directly injected into a combustion chamber near the top dead center of a piston.
The DF engine is constituted by four strokes, and employs an Otto Cycle (Otto Cycle) in which natural gas having a pressure of about 6.5bar, which is a relatively low pressure, is injected and a mixture gas, which is a fluid in which combustion air is mixed with the natural gas, is compressed as a piston rises.
Natural gas is less expensive than fuel oil and requires processing of boil-off gas generated in a storage tank storing liquefied natural gas, so the ME-GI engine and the DF engine can be operated to use natural gas preferentially as fuel and fuel oil in the case of shortage of natural gas.
When the engine is operated in such a manner that natural gas is preferentially used as fuel, although the amount of fuel used is very small or not used, conventionally, in order to immediately supply fuel in the case of a shortage of natural gas, it is necessary to operate the fuel supply pump all the time, and there is a problem in that a large energy loss is caused thereby.
Disclosure of Invention
Technical problem to be solved
The present invention is directed to provide a fuel supply system and method for a ship, which can immediately supply fuel to an engine when natural gas is insufficient, even if a fuel supply pump is not always operated but is operated only when necessary.
Means for solving the problems
According to an aspect of the present invention for achieving the above object, there is provided a fuel supply method of a ship, which relates to a fuel supply method of a ship that supplies fuel to an engine that uses both natural gas and fuel as fuel, the method supplying compressed air to a pressurizing tank to store fuel in a pressurized state, in a case where the engine is operated in a fuel mode, supplying the fuel stored in the pressurizing tank with a circulation pump, adjusting the fuel pressurized by the circulation pump to a temperature required by the engine through a temperature adjusting device, and supplying the fuel passing through the temperature adjusting device to the engine.
In the case where the fuel stored in the pressurizing tank cannot satisfy the required amount of the engine, the fuel stored in the storage tank may be pressurized by the supply pump and supplied to the engine.
In the case where the amount of fuel inside the pressurizing tank is a first measured value or less, the fuel stored in the storage tank may be pressurized by the supply pump and supplied to the pressurizing tank.
The fuel used in the engine and remaining may be temporarily stored in a pipe and delivered to the circulation pump after the air is removed.
When the amount of fuel in the inside of the pipe is above the third measurement value, the fuel stored in the pipe may be delivered to the storage tank.
Fuel used in the engine and remaining can bypass the conduit and be delivered to the storage tank.
The fuel discharged from the pressurizing tank can be prevented from flowing backward in the direction of the feed pump.
According to another aspect of the present invention for achieving the above object, there is provided a fuel supply system of a ship, which relates to a fuel supply system of a ship that supplies fuel to an engine that uses both natural gas and fuel as fuel, the system including a storage tank that stores fuel supplied to the engine, a supply pump that pressurizes fuel discharged from the storage tank, a pressurizing tank that is provided at a rear end of the supply pump and that receives compressed air and stores fuel in a pressurized state, a pressurizing tank that is provided at a rear end of the pressurizing tank and that pressurizes the fuel, a circulating pump that is provided at a rear end of the pressurizing tank and that pressurizes the fuel, and a temperature adjusting device that is provided at a rear end of the circulating pump and that adjusts the fuel pressurized by the circulating pump to a temperature required by the engine, wherein, when the engine is operated in a fuel mode, the fuel stored in the pressurizing tank is preferentially supplied to the engine.
The fuel supply system of the ship may further include a return line that branches from a line between the supply pump and the pressurizing tank and merges to a line between the supply pump and the storage tank, and through which fuel that is not used in the engine among fuel pressurized by the supply pump may be circulated.
The return line may comprise a heat dissipation duct.
The circulation pump may compress the fuel discharged from the pressurizing tank, or a fluid in which the fuel discharged from the pressurizing tank and the fuel pressurized by the feed pump are combined.
The fuel supply system of the ship may further include a water level detector that is provided at an inside of the pressurizing tank and that measures an amount of fuel stored in the pressurizing tank, and the water level detector may transmit a signal to the supply pump to operate the supply pump in a case where the measured amount of fuel is a first measurement value or less, and may transmit a signal to the supply pump to stop the operation of the supply pump in a case where the measured amount of fuel is a second measurement value or more, and the supply pump may pressurize the fuel discharged from the storage tank to supply it to the pressurizing tank in a case where the measured amount of fuel is the first measurement value or less.
The fuel supply system of the ship may further include a pipe temporarily storing fuel used in the engine and remaining, and an air removing device removing air contained in the fuel temporarily stored in the pipe, and the fuel from which the air is removed by the air removing device may be delivered to the circulation pump.
The fuel supply system of the ship may further include a first valve that is opened to deliver the fuel stored in the pipe to the storage tank when the amount of the fuel inside the pipe is a third measured value.
The fuel supply system of the ship may further include a bypass line that branches from between the pipe and the engine and merges between the pipe and the storage tank, and fuel may be supplied to the storage tank by bypassing the pipe through the bypass line.
The fuel supply system of the ship may further include a flow meter that is provided at the supply pump and at a rear end of the pressurizing tank and measures a flow rate of the fuel supplied to the engine.
The fuel supply system of the ship may further include a filtering device provided at a front end of the engine and filtering foreign substances mixed in the fuel delivered to the engine.
The fuel supply system of the ship may include a fifth valve that is provided between the supply pump and the pressurizing tank and prevents the fuel discharged from the pressurizing tank from flowing backward to the supply pump.
According to still another aspect of the present invention for achieving the above object, there is provided a fuel supply method of a ship, which preferentially supplies fuel stored in a pressurized state in a pressurized tank to an engine in a case where the engine is driven in a fuel mode, and pressurizes fuel stored in a storage tank by a supply pump to supply it to the engine in a case where the fuel stored in the pressurized state is insufficient.
Effects of the invention
According to the present invention, since the fuel tank for storing the fuel pressurized by the compressed air is provided, the fuel stored in the fuel tank is preferentially used when the engine is driven in the fuel mode, and thus the energy used for driving the supply pump can be reduced.
Further, according to the present invention, even in the case where it is necessary to drive the supply pump, it is only necessary to drive the supply pump during the period in which the engine consumes the fuel stored in the pressurizing tank, and therefore it is possible to secure the time required to drive the supply pump.
Drawings
Fig. 1 is a schematic view of a fuel supply system of a ship according to a first preferred embodiment of the present invention.
Fig. 2 is a schematic view of a fuel supply system of a ship according to a preferred second embodiment of the present invention.
Detailed Description
Hereinafter, the configuration and operation of the preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. Further, the following embodiments may be modified into various other ways, and the scope of the present invention is not limited to the following embodiments.
Fig. 1 is a schematic view of a fuel supply system of a ship according to a first preferred embodiment of the present invention.
Referring to fig. 1, the fuel supply system of the ship of the present embodiment includes a storage tank 300, a supply pump 400, a pressurizing tank 500, a return line L1, a circulation pump 700, and a temperature adjusting device 800.
The storage tank 300 of the present embodiment stores fuel, and the fuel stored in the storage tank 300 is supplied to the engine 100. A portion of the fuel used and remaining in the engine 100 may be delivered to the storage tank 300, and a third valve 30 that regulates the flow rate and opening and closing of the fuel may be provided on a line that delivers the fuel used and remaining in the engine 100 to the storage tank 300.
The engine 100 that supplies fuel in the fuel supply system of the ship of the present embodiment is an engine that can use both gas and fuel as fuel, and may be an ME-GI engine. The engine 100 of the present embodiment can be operated in a gas mode using natural gas as a main fuel or in an oil mode using oil as a fuel.
The supply pump 400 of the present embodiment pressurizes the fuel discharged from the storage tank 300. The feed pump 400 of the present embodiment may be provided in parallel in plural, and may be arranged so as to be replaced with another pump in the case where one or more pumps have failed.
The pressurizing tank 500 of the present embodiment is provided at the rear end of the feed pump 400, and receives compressed air from the outside and stores fuel in a pressurized state. A second valve 20 for adjusting the flow rate and opening/closing of the compressed air may be provided on a line for supplying the compressed air to the pressurizing tank 500.
The fuel supply system of the ship of the present embodiment may further include a fifth valve 50, and the fifth valve 50 is disposed between the pressurizing tank 500 and the feed pump 400, and prevents the fuel discharged from the pressurizing tank 500 from flowing backward to the feed pump 400.
Since the fuel supply system of the ship of the present embodiment includes the pressurizing tank 500, the fuel stored in the pressurizing tank 500 can be preferentially supplied to the engine 100 when the engine 100 is operated in the fuel mode.
Generally, natural gas is used as a fuel for the engine 100 first, and fuel oil is used as a fuel for the engine 100 only at the moment when natural gas is insufficient, so the amount of fuel oil used is very small. Therefore, even with the pressurizing tank 500 of the present embodiment, it is possible to supply fuel to the engine 100 sufficiently stably and operate the supply pump 400 when the fuel stored in the pressurizing tank 500 is insufficient.
According to the fuel supply system for a ship of the present embodiment, the supply pump 400 is operated only in the special situation where the fuel stored in the pressurizing tank 500 is insufficient, and therefore the energy consumed when the supply pump 400 is operated can be reduced.
Further, according to the fuel supply system for a ship of the present embodiment, the supply pump 400 may be operated only during the period in which the engine 100 consumes the fuel stored in the pressurizing tank 500, and therefore, the time consumed for operating the supply pump 400 can be ensured.
Furthermore, since the amount of fuel used in the engine 100 is small and the fuel loss is small, a sufficient pressure for circulating the fuel can be obtained by the circulation pump 700 even if the supply pump 400 is not operated.
That is, according to the fuel supply system for a ship of the present embodiment, fuel can be stably supplied to the engine 100 without operating the supply pump 400 all the time.
The return line L1 of the present embodiment branches from the line between the feed pump 400 and the pressurizing tank 500 and merges to the line between the feed pump 400 and the storage tank 300.
The fuel compressed by the feed pump 400 may also be supplied to the engine 100 after being additionally compressed by the circulation pump 700, and may also be delivered to the front end of the feed pump 400 through the return line L1, while the fuel that is not used in the engine 100 among the fuel compressed by the feed pump 400 continues to be circulated in such a manner as to be delivered to the front end of the feed pump 400 through the return line L1 and compressed again by the feed pump 400.
Although a certain flow of fuel may be required to operate the feed pump 400, in the case where no fuel or only a small amount of fuel is required in the engine 100, all or a portion of the fuel compressed by the feed pump 400 is circulated through the return line L1.
A part of the return line L1 is formed by a heat radiation pipe, and the fuel, which is compressed by the feed pump 400 to have a pressure and a temperature that become high, can be made to pass through the heat radiation pipe while being lowered in temperature. Further, the return line L1 may be provided with a fourth valve 40 that regulates the flow rate and opening and closing of the fuel.
Conventionally, in the case where the pressurizing tank 500 is not included and the engine 100 is operated in the fuel mode, the supply pump 400 needs to be operated all the time in order to immediately supply the fuel, and therefore, it is necessary to provide the return line L1 for circulating the remaining fuel.
The circulation pump 700 of the present embodiment is provided at the rear end of the feed pump 400 and the pressurizing tank 500, and pressurizes the fuel. The circulation pump 700 of the present embodiment may be provided in parallel in plural, and may be replaced with another pump when one or more pumps are out of order.
Depending on the operation mode of the system, the circulation pump 700 of the present embodiment compresses the fuel discharged from the pressurizing tank 500 or compresses the fluid in which the fuel discharged from the pressurizing tank 500 and the fuel compressed by the feed pump 400 are combined.
That is, in the case where the amount of fuel required in the engine 100 is relatively small, the supply pump 400 is not operated, but only the fuel stored in the pressurizing tank 500 is supplied to the engine 100, and thus the circulation pump 700 compresses the fuel discharged from the pressurizing tank 500 and supplies it to the engine 100.
Further, in the case where the amount of fuel required in the engine 100 is relatively large, the required amount is made up for only the shortage of fuel stored in the pressurizing tank 500 by the feed pump 400, so the circulation pump 700 compresses the fluid in which the fuel discharged from the pressurizing tank 500 is merged with the fuel compressed by the feed pump 400 and supplies it to the engine 100.
The temperature adjusting device 800 of the present embodiment is provided at the rear end of the circulation pump 700 and adjusts the fuel compressed by the circulation pump 700 to a temperature required by the engine 100. The temperature adjustment device 800 of the present embodiment may be a heater or may be a cooler depending on the configuration of the system.
The fuel supply system of the ship of the present embodiment may further include a water level detector 510 disposed inside the pressurizing tank 500.
The water level detector 510 of the present embodiment detects the level of fuel inside the pressurizing tank 500 to measure the amount of fuel inside the pressurizing tank 500. In the case where the amount of fuel measured by the water level detector 510 is the first measurement value or less, a signal is transmitted from the water level detector 510 to the feed pump 400 to operate the feed pump 400.
The fuel compressed by the supply pump 400 that receives the signal from the water level detector 510 is delivered to the pressurizing tank 500, and when the amount of fuel inside the pressurizing tank 500 is the second measurement value or more, the water level detector 510 transmits a signal to the supply pump 400 again to stop the operation of the supply pump 400.
The fuel supply system of the ship of the present embodiment may further include a duct 200 and an air removing device 210.
The pipe 200 of the present embodiment temporarily stores fuel used in the engine 100 and remaining. The fuel stored in the pipe 200 is deaerated by the air removing device 210, and the air removed by the air removing device 210 is discharged to the outside.
The fuel from which air is removed by air removing device 210 is delivered to circulation pump 700 together with the fuel discharged from pressurizing tank 500 or the fluid in which the fuel discharged from pressurizing tank 500 is merged with the fuel compressed by feed pump 400 and is used again as the fuel for the engine.
According to the fuel supply system for a ship of the present embodiment, since the air of the fuel used in the engine 100 and remaining is removed and circulated, it is possible to minimize the generation of bubbles when heating the fuel and to minimize the damage of the pump due to the air mixed in the fuel.
In the case where the fuel supply system of the ship of the present embodiment includes the pipe 200, it may further include the first valve 10 provided on a line that delivers fuel from the pipe 200 to the storage tank 300.
The first valve 10 of the present embodiment is normally kept in a closed state, and is opened in a case where the amount of fuel inside the pipe 200 becomes excessive (hereinafter, referred to as "third measurement value") to enable fuel to be delivered from the pipe 200 to the storage tank 300.
In the case where the fuel supply system of the ship of the present embodiment includes the pipe 200, a bypass line L2 branching from between the pipe 200 and the engine 100 and merging to between the pipe 200 and the storage tank 300 may be further included.
In the case where the present embodiment includes the bypass line L2, the fuel used in the engine 100 and remaining may be delivered to the pipe 200, and may also be delivered to the storage tank 300 bypassing the pipe 200 and along the bypass line L2, the bypass line L2 not being used at ordinary times, but being used in the case of replacing the fuel or in the case where the pipe 200 is damaged and cannot be used, or the like.
The fuel supply system of the ship of the present embodiment may further include a flow meter 600 that is disposed between the pressurizing tank 500 and the engine 100 and measures the flow rate of the fuel.
The flow meter 600 of the present embodiment is provided at the rear ends of the feed pump 400 and the pressurizing tank 500, and therefore, the flow rate of the fuel delivered to the engine 100 can be confirmed both in the case where only the fuel discharged from the pressurizing tank 500 is supplied to the engine and in the case where the fluid in which the fuel discharged from the pressurizing tank 500 and the fuel compressed by the feed pump 400 are merged is delivered to the engine 100.
The fuel supply system of the ship of the present embodiment may further include a filtering device 900 that is provided at the front end of the engine 100 and filters foreign substances mixed in the fuel delivered to the engine 100.
In the case where the fuel supply system of the ship of the present embodiment further includes the pipe 200, the flow meter 600, and the filter device 900, an example of the flow of fuel is explained as follows.
When the engine 100 is in the fuel mode, the fuel stored in the pressurizing tank 500 and pressurized is discharged, passed through the flow meter 600, and then delivered to the circulation pump 700. The fuel pressurized by the circulation pump 700 is supplied to the engine 100 after passing through the temperature adjusting device 800 and the filtering device 900. The fuel remaining after use in the engine 100 is delivered to the circulation pump 700 after being delivered to the pipe and mixed air is removed.
In the case where the required amount of the engine 100 cannot be filled only with the fuel stored in the pressurizing tank 500, the feed pump 400 is operated to compress the fuel discharged from the storage tank 300. The fuel compressed by the supply pump 400 is supplied to the engine 100 through the flow meter 600, the circulation pump 700, the temperature adjusting device 800, and the filter device 900 together with the fuel discharged from the pressurizing tank 500.
When the engine 100 is in the gas mode, the feed pump 400 is operated in order to replenish the fuel consumed in the pressurizing tank 500, and the feed pump 400 compresses the fuel discharged from the storage tank 300 and delivers it to the pressurizing tank 500. Further, even when the amount of fuel inside the pressurizing tank 500 becomes small due to leakage or the like occurring in the pressurizing tank 500 at ordinary times, the fuel discharged from the storage tank 300 can be compressed and delivered to the pressurizing tank 500 by operating the supply pump 400.
Fig. 2 is a schematic view of a fuel supply system of a ship according to a preferred second embodiment of the present invention.
The fuel supply system of the ship of the second embodiment shown in fig. 2 has a difference not including the return line L1, compared to the fuel supply system of the ship of the first embodiment shown in fig. 1, and the difference will be mainly explained hereinafter. Detailed description of the same components as those of the fuel supply system for a ship according to the first embodiment is omitted.
As in the first embodiment, referring to fig. 2, the fuel supply system of the ship of the present embodiment includes a storage tank 300, a supply pump 400, a pressurizing tank 500, a return line L1, a circulation pump 700, and a temperature adjusting device 800.
The storage tank 300 of the present embodiment stores fuel, and the fuel stored in the storage tank 300 is supplied to the engine 100, as in the first embodiment. As in the first embodiment, a part of the fuel used and remaining in the engine 100 may be delivered to the storage tank 300, and a third valve 30 that regulates the flow and opening and closing of the fuel may be provided on a line that delivers the fuel used and remaining in the engine 100 to the storage tank 300.
The engine 100 that supplies fuel in the fuel supply system of the ship of the present embodiment is an engine that can use both gas and fuel as fuel, and may be an ME-GI engine, as in the first embodiment. As in the first embodiment, the engine 100 of the present embodiment can be operated in a gas mode using natural gas as a main fuel or in a fuel mode using fuel oil as a fuel.
The supply pump 400 of the present embodiment pressurizes the fuel discharged from the storage tank 300, as in the first embodiment. As in the first embodiment, the feed pump 400 of the present embodiment may be provided in parallel in plural, and may be replaced with another pump in the case where one or more pumps have failed.
The pressurizing tank 500 of the present embodiment is provided at the rear end of the feed pump 400, and receives compressed air from the outside and stores fuel in a pressurized state, as in the first embodiment. As in the first embodiment, a second valve 20 for adjusting the flow rate and opening/closing of the compressed air may be provided on a line for supplying the compressed air to the pressurizing tank 500.
The fuel supply system of the ship of the present embodiment may further include a fifth valve 50 that is disposed between the pressurizing tank 500 and the feed pump 400 and prevents the fuel discharged from the pressurizing tank 500 from flowing backward to the feed pump 400, as in the first embodiment.
As in the first embodiment, the fuel supply system of the ship of the present embodiment preferentially supplies the fuel stored in the pressurizing tank 500 to the engine 100 when the engine 100 is operated in the fuel mode, and operates the supply pump 400 in the case where the fuel stored in the pressurizing tank 500 is insufficient.
As in the first embodiment, according to the fuel supply system for a ship of the present embodiment, fuel can be stably supplied to the engine 100 without operating the supply pump 400 all the time.
As in the first embodiment, the circulation pump 700 of the present embodiment is provided at the rear end of the feed pump 400 and the pressurizing tank 500, and pressurizes the fuel. As in the first embodiment, a plurality of circulation pumps 700 of the present embodiment may be provided in parallel, and may be arranged so as to be replaced with another pump in the case where one or more pumps have failed.
As in the first embodiment, the circulation pump 700 of the present embodiment compresses only the fuel discharged from the pressurizing tank 500 and supplies it to the engine 100 in the case where the amount of fuel required in the engine 100 is relatively small, and compresses the fluid in which the fuel discharged from the pressurizing tank 500 is merged with the fuel compressed by the supply pump 400 and supplies it to the engine 100 in the case where the amount of fuel required in the engine 100 is relatively large.
The temperature adjusting device 800 of the present embodiment is provided at the rear end of the circulation pump 700 and adjusts the fuel compressed by the circulation pump 700 to a temperature required by the engine 100, as in the first embodiment. The temperature control device 800 of the present embodiment may be a heater or a cooler, as in the first embodiment.
The fuel supply system of the ship of the present embodiment may further include a water level detector 510 disposed inside the pressurizing tank 500, as in the first embodiment.
As in the first embodiment, when the level of the fuel in the pressurizing tank 500 is detected so that the measured amount of the fuel is equal to or less than the first measurement value, the level detector 510 of the present embodiment transmits a signal to the feed pump 400 to operate the feed pump 400, and when the amount of the fuel in the pressurizing tank 500 is equal to or more than the second measurement value, the level detector 510 transmits a signal to the feed pump 400 again to stop the operation of the feed pump 400.
The fuel supply system of the ship of the present embodiment may include a pipe 200 and an air removing device 210, as in the first embodiment.
The pipe 200 of the present embodiment temporarily stores fuel used in the engine 100 and remaining, and the fuel stored in the pipe 200 is deaerated by the air removing device 210, and the air removed by the air removing device 210 is discharged to the outside, as in the first embodiment.
The fuel from which the air is removed by the air removing device 210 is delivered to the circulation pump 700 and reused as fuel for the engine, as in the first embodiment.
In the case where the fuel supply system of the ship of the present embodiment includes the pipe 200, the first valve 10 provided on a line that delivers fuel from the pipe 200 to the storage tank 300 may be further included, as in the first embodiment.
The first valve 10 of the present embodiment is normally kept in a closed state as in the first embodiment, and is opened in a case where the amount of fuel inside the pipe 200 becomes excessive ("third measurement value") to enable fuel to be delivered from the pipe 200 to the storage tank 300.
In the case where the fuel supply system of the ship of the present embodiment includes the pipe 200, the bypass line L2 branching from between the pipe 200 and the engine 100 and merging to between the pipe 200 and the storage tank 300 may be further included, as in the first embodiment.
In the case where the present embodiment includes the bypass line L2, the fuel used in the engine 100 and remaining may be delivered to the pipe 200, and may also bypass the pipe 200 and be delivered to the storage tank 300 along the bypass line L2, as in the first embodiment, the bypass line L2 is not used at ordinary times, but is used in the case of replacing the fuel or in the case where the pipe 200 is damaged and cannot be used, or the like.
The fuel supply system of the ship of the present embodiment may further include a flow meter 600 that is disposed between the pressurizing tank 500 and the engine 100 and measures the flow rate of the fuel, as in the first embodiment.
The fuel supply system of the ship of the present embodiment may further include a filter device 900 that is disposed at the front end of the engine 100 and filters foreign substances mixed in the fuel delivered to the engine 100, as in the first embodiment.
However, unlike the first embodiment, the fuel supply system of the ship of the present embodiment does not include the return line L1 that branches from the line between the supply pump 400 and the pressurizing tank 500 and merges to the line between the supply pump 400 and the storage tank 300.
According to the present invention, in the case where the engine 100 is operated in the fuel mode, the fuel stored in the pressurizing tank 500 is preferentially used, and the feed pump 400 is not operated all the time, so that the fuel of the flow rate required for operating the feed pump 400 does not need to be continuously supplied regardless of the required amount of the engine 100, and the fuel that is not used in the engine 100 after being compressed by the feed pump 400 does not need to be circulated through the return line L1.
Therefore, there is no problem according to the present invention without providing the return line L1 as conventional, and according to the embodiment, the return line L1 may be omitted, thus having an advantage of being able to simplify the system.
The present invention is not limited to the above-described embodiments, and it will be apparent to those skilled in the art to which the present invention pertains that various modifications and variations can be made without departing from the technical spirit of the present invention.

Claims (17)

1. A fuel supply method of a ship that supplies fuel to an engine that uses both natural gas and fuel as fuel, wherein compressed air is supplied to a pressurizing tank to store the fuel in a pressurized state;
supplying fuel stored in the pressurizing tank with a circulation pump in a case where the engine is operated in a fuel mode;
adjusting the fuel pressurized by the circulation pump to a temperature required by the engine by a temperature adjusting device; and
supplying fuel passing through the thermostat to the engine,
wherein in a case where the amount of fuel inside the pressurizing tank is a first measured value or less, the fuel stored in the storage tank is pressurized by the supply pump and supplied to the pressurizing tank.
2. The fuel supply method for a ship according to claim 1, wherein in a case where the fuel stored in the pressurizing tank cannot satisfy a demand amount of the engine, the fuel stored in the storage tank is pressurized by the supply pump and supplied to the engine.
3. The fuel supply method of a ship according to claim 2, wherein fuel used in the engine and remaining is temporarily stored in a pipe and is delivered to the circulation pump after air is removed.
4. The fuel supply method for a ship according to claim 3, wherein the fuel stored in the pipe is delivered to the storage tank when the amount of fuel in the inside of the pipe is above a third measurement value.
5. The fuel supply method for a ship according to claim 3, wherein fuel used in the engine and remaining is delivered to the storage tank by bypassing the pipe.
6. The fuel supply method for a ship according to claim 2, wherein the fuel discharged from the pressurizing tank is prevented from flowing backward toward the supply pump.
7. A fuel supply system of a ship that supplies fuel to an engine that uses both natural gas and fuel as fuel, comprising:
a storage tank storing fuel supplied to the engine;
a supply pump that pressurizes the fuel discharged from the storage tank;
a pressurizing tank that is provided at a rear end of the feed pump, and that receives compressed air and stores fuel in a pressurized state;
a circulation pump that is provided at a rear end of the pressurizing tank and pressurizes fuel;
a temperature adjusting device that is provided at a rear end of the circulation pump and adjusts fuel pressurized by the circulation pump to a temperature required by the engine; and
a water level detector that is provided at an inside of the pressurizing tank and measures an amount of fuel stored in the pressurizing tank,
wherein the fuel stored in the pressurizing tank is preferentially supplied to the engine when the engine is operated in a fuel mode,
wherein the water level detector transmits a signal to the feed pump to operate the feed pump in a case where the measured amount of fuel is below a first measurement value, and
in a case where the amount of fuel measured by the water level detector is equal to or less than the first measurement value, the supply pump pressurizes the fuel discharged from the storage tank to supply it to the pressurizing tank.
8. The fuel supply system for a ship of claim 7, further comprising:
a return line that branches from a line between the feed pump and the pressurized tank and merges to a line between the feed pump and the storage tank,
wherein fuel that is not used in the engine among the fuel pressurized by the feed pump is circulated through the return line.
9. The fuel supply system for a ship of claim 8, wherein the return line includes a heat dissipation pipe.
10. The fuel supply system for a ship according to claim 7, wherein the circulation pump compresses the fuel discharged from the pressurizing tank or a fluid in which the fuel discharged from the pressurizing tank and the fuel pressurized by the supply pump are combined.
11. The fuel supply system for a ship according to claim 7,
wherein the water level detector transmits a signal to the supply pump to stop the operation of the supply pump in a case where the measured amount of fuel is a second measured value or more.
12. The fuel supply system for a ship of claim 7, further comprising:
a pipe temporarily storing fuel used in the engine and remaining; and
an air removing device that removes air contained in the fuel temporarily stored in the pipe,
the fuel from which air is removed by the air removing device is delivered to the circulation pump.
13. The fuel supply system for a ship of claim 12, further comprising:
a first valve that is opened to deliver the fuel stored in the pipe to the storage tank when the amount of fuel inside the pipe is a third measured value.
14. The fuel supply system for a ship of claim 12, further comprising:
a bypass line branched from and merged between the pipe and the engine and between the pipe and the storage tank,
wherein the fuel is supplied to the storage tank by bypassing the pipe through the bypass line.
15. The fuel supply system for a ship of claim 7, further comprising:
a flow meter that is provided at a rear end of the feed pump and the pressurizing tank and measures a flow rate of the fuel supplied to the engine.
16. The fuel supply system for a ship of claim 7, further comprising:
a filtering device provided at a front end of the engine and filtering impurities mixed in fuel delivered to the engine.
17. The fuel supply system of a ship according to any one of claims 7 to 16, further comprising:
a fifth valve that is provided between the feed pump and the pressurizing tank and prevents fuel discharged from the pressurizing tank from flowing back to the feed pump.
CN201780091988.9A 2017-10-30 2017-10-30 Fuel supply system and method for ship Active CN110770118B (en)

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JP6910484B2 (en) 2021-07-28
WO2019088308A1 (en) 2019-05-09
SG11201912007XA (en) 2020-01-30
JP2020523252A (en) 2020-08-06

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Address before: 3370 Judi Road, Juji City, gyeongshan South Road, South Korea (zip code: 53302)

Patentee before: DAEWOO SHIPBUILDING & MARINE ENGINEERING Co.,Ltd.

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