DK201300604A1 - A large ocean going cargo ship or freighter with a crude oil fuel system - Google Patents
A large ocean going cargo ship or freighter with a crude oil fuel system Download PDFInfo
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Abstract
Description
A LARGE OCEAN GOING CARGO SHIP OR FREIGHTER WITH A CRUDE OIL FUEL SYSTEMA LARGE OCEAN GOING CARGO SHIP OR FREIGHTER WITH A CRUDE OIL FUEL SYSTEM
FIELD OF THE INVENTIONFIELD OF THE INVENTION
The present invention relates to a large ocean going cargo ship or freighter with a fuel system, in particular to a large ocean going cargo ship with a large multicylinder self-igniting combustion engine and a fuel system supplying the engine with fuel.The present invention relates to a large ocean going cargo ship or freighter with a fuel system, in particular to a large ocean going cargo ship with a large multicylinder self-igniting combustion engine and a fuel system supplying the engine with fuel.
BACKGROUND OF THE INVENTIONBACKGROUND OF THE INVENTION
Large ocean going cargo ships are almost exclusively powered by large multi-cylinder internal combustion engines running on heavy fuel oil. Due to its low cost, most cargo vessels are operated by bunker fuel also known as Heavy Fuel Oil. However, Heavy Fuel Oil has a relatively high sulfur content being a residual oil from the distillation process in refineries. Ever stricter emission requirements such as the International Maritime Organization's Marpol annex VI regulation 14 pose severe restrictions on sulfur emissions. One way of fulfilling sulfur emission restrictions is cleaning the exhaust gas. However, exhaust gas purifiers that remove sulfur content are expensive to build and operate. Another way of fulfilling sulfur emission restrictions is by reducing the sulfur content of the fuel, i.e. using a a different type of fuel with a lower sulfur content. However, reducing the sulfur content of heavy fuel oil is not an economically attractive proposition. Changing to another type of fuel with a low sulfur content like liquid natural gas is possible but requires significant investments in a fuel system that can handle liquid and gaseous natural gas. Further, the investments in the infrastructure for bunkering natural gas are enormous.Large ocean going cargo ships are almost exclusively powered by large multi-cylinder internal combustion engines running on heavy fuel oil. Due to its low cost, most cargo vessels are operated by bunker fuel also known as Heavy Fuel Oil. However, Heavy Fuel Oil has a relatively high sulfur content being a residual oil from the distillation process in refineries. Ever stricter emission requirements such as the International Maritime Organization's Marpol Annex VI regulation 14 pose severe restrictions on sulfur emissions. One way of fulfilling sulfur emission restrictions is cleaning the exhaust gas. However, exhaust gas purifiers that remove sulfur content are expensive to build and operate. Another way of fulfilling sulfur emission restrictions is by reducing the sulfur content of the fuel, i.e. using a different type of fuel with a lower sulfur content. However, reducing the sulfur content of heavy fuel oil is not an economically attractive proposition. Changing to another type of fuel with a low sulfur content like liquid natural gas is possible but requires significant investments in a fuel system that can handle liquid and gaseous natural gas. Further, the investments in the infrastructure for bunkering natural gas are enormous.
DISCLOSURE OF THE INVENTIONDISCLOSURE OF THE INVENTION
On the above background it is an object of the present invention to overcome or at least reduce the problems indicated above.On the above background it is an object of the present invention to overcome or at least reduce the problems indicated above.
On the above background it is an object of the present invention to overcome or at least reduce the problems indicated above. On this background the inventors realized that crude oil has a lower sulfur content than Heavy Fuel Oil and had the insight that crude oil could be used as fuel in order to reduce sulfur emissions from large ocean going cargo ships. However, crude oil contains light components that easily evaporate and easily ignite if mixed with air or other oxygen rich gas. It is therefore a further object of the present invention to reduce the risks of using crude oil as fuel on a large ocean going cargo ship.On the above background it is an object of the present invention to overcome or at least reduce the problems indicated above. Against this background, the inventors realized that crude oil had a lower sulfur content than Heavy Fuel Oil and had the insight that crude oil could be used as fuel in order to reduce sulfur emissions from large ocean going cargo ships. However, crude oil contains light components that easily evaporate and ignite if mixed with air or other oxygen rich gas. It is therefore a further object of the present invention to reduce the risks of using crude oil as fuel on a large ocean going cargo ship.
This object is achieved by a providing large ocean going cargo ship, the cargo ship comprising a hull, an engine room located inside the hull, a large multi-cylinder self-igniting internal combustion engine received in the engine room, the large multi-cylinder self-igniting internal combustion engine being provided with a fuel injection system for delivering fuel to the cylinders, wherein a pressurized crude oil bunker tank with a fuel outlet that that connects to the fuel injection system, a source of inert gas connected to the crude oil bunker tank for inerting the space inside the crude oil bunker tank that is not filled with crude oil.This object is achieved by providing a large ocean going cargo ship, the cargo ship comprising a hull, an engine room located inside the hull, a large multi-cylinder self-igniting internal combustion engine received in the engine room, the large multi-cylinder self-igniting internal combustion engine being provided with a fuel injection system for delivering fuel to the cylinders, a pressurized crude oil bunker tank with a fuel outlet that connects to the fuel injection system, a source of inert gas connected to the crude oil bunker tank for inerting the space inside the crude oil bunker tank that is not filled with crude oil.
By providing a pressurized and inerted crude oil bunker tank the risk of fuel vapor from the crude oil getting inadvertently ignited is substantially reduced, thereby enabling the use of crude oil as fuel and thus reducing sulfur emissions.By providing a pressurized and inerted crude oil bunker tank the risk of fuel vapor from the crude oil getting inadvertently ignored is substantially reduced, thereby enabling the use of crude oil as fuel and thus reducing sulfur emissions.
In an embodiment the large ocean going cargo ship further comprises a high velocity pressure/vacuum relief valve fitted to the crude oil bunker tank to limit the pressure or vacuum in the crude oil bunker tank.In an embodiment the large ocean going cargo ship further comprises a high velocity pressure / vacuum relief valve fitted to the crude oil bunker tank to limit the pressure or vacuum in the crude oil bunker tank.
In an embodiment the large ocean going cargo ship further comprises a pressure sensor connected to an alarm system and fitted to the crude oil bunker tank.In an embodiment the large ocean going cargo ship further comprises a pressure sensor connected to an alarm system and fitted to the crude oil bunker tank.
In an embodiment the large ocean going cargo ship further comprises an inert gas return line connected to an inert gas outlet of the crude oil bunker tank.In an embodiment the large ocean going cargo ship further comprises an inert gas return line connected to an inert gas outlet of the crude oil bunker tank.
In an embodiment the large ocean going cargo ship further comprises a pressurized and inerted crude oil settling tank with a fuel inlet connected to the fuel outlet of the crude oil bunker tank via a double walled transfer pipe.In an embodiment the large ocean going cargo ship further comprises a pressurized and inerted crude oil settling tank with a fuel inlet connected to the fuel outlet of the crude oil bunker tank via a double walled transfer pipe.
In an embodiment the large ocean going cargo ship further comprises a high velocity pressure/vacuum relief valve fitted to the crude oil settling tank to limit the pressure or vacuum in the crude oil settling tank.In an embodiment the large ocean going cargo ship further comprises a high velocity pressure / vacuum relief valve fitted to the crude oil settling tank to limit the pressure or vacuum in the crude oil settling tank.
In an embodiment the large ocean going cargo ship further comprises a pressure sensor connected to an alarm system and fitted to the crude oil settling tank.In an embodiment the large ocean going cargo ship further comprises a pressure sensor connected to an alarm system and fitted to the crude oil settling tank.
In an embodiment the large ocean going cargo ship further comprises a purifier inerted with inert gas from the . source . of inert gas, a fuel inlet of the purifier being connected to a fuel outlet of the crude oil settling tank via a double walled pipe.In an embodiment the large ocean going cargo ship further comprises a purifier inerted with inert gas from the. source. or inert gas, a fuel inlet of the purifier being connected to a fuel outlet of the crude oil settling tank via a double walled pipe.
In an embodiment the large ocean going cargo ship further comprises a pressurized and inerted crude oil day tank with a fuel inlet for receiving crude oil from the purifier via double walled piping.In an embodiment the large ocean going cargo ship further comprises a pressurized and inerted crude oil day tank with a fuel inlet for receiving crude oil from the purifier via double walled piping.
Further objects, features, advantages and properties of the large ocean going cargo ship according to the invention will become apparent from the detailed description.Further objects, features, advantages and properties of the large ocean going cargo ship according to the invention will become apparent from the detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS . In the following detailed portion of the present description, the invention will be explained in more detail with reference to the exemplary embodiments shown in the drawings, in whichLETTER DESCRIPTION OF THE DRAWINGS. In the following detailed portion of the present description, the invention will be explained in more detail with reference to the exemplary embodiments shown in the drawings, in which
Fig. 1 is a side view of a cargo ship according to an example embodiment,FIG. 1 is a side view of a cargo ship according to an example embodiment,
Fig. 2 is a diagrammatic representation of a fuel system of the cargo ship of Fig. 1,FIG. 2 is a diagrammatic representation of a fuel system of the cargo ship of FIG. 1
Fig. 3 is a detail of the fuel system according to Fig. 2 focusing on a protected room that houses several components of the fuel system,FIG. 3 is a detail of the fuel system according to FIG. 2 focusing on a protected room that houses several components of the fuel system,
Fig. 4 is a cross-sectional view of a fuel pipe according to an example embodiment, andFIG. 4 is a cross-sectional view of a fuel pipe according to an example embodiment, and
Fig. 5 is a cross-sectional view of a fuel pipe according to another example embodiment.FIG. 5 is a cross-sectional view of a fuel pipe according to another example embodiment.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTSDETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Fig. 1 shows a large ocean going cargo ship 1 according to an exemplary embodiment of the invention in side view. In this embodiment the large ocean going cargo ship 1 is a container ship. However, the ship or freighter 1 could just as well be a general cargo vessel, a tanker, a dry-bulk carrier, a multipurpose vessel, a reefer ship or any other large ocean going type of cargo ship.FIG. 1 shows a large ocean going cargo ship 1 according to an exemplary embodiment of the invention in side view. In this embodiment the large ocean going cargo ship 1 is a container ship. However, the ship or freighter 1 could just as well be a general cargo vessel, a tanker, a dry-bulk carrier, a multipurpose vessel, a reefer ship or any other large ocean going type of cargo ship.
The large ocean going cargo ship 1 has a hull 2 and one or more engine rooms 3 provided inside the hull 2. The large ocean going cargo ship 1 is powered by one or more large self-igniting internal combustion engines 4, i.e. four-stroke or two-stroke self-igniting combustion engines 4 located in an engine room 3. The large self-igniting internal combustion engine (s) 4 drive(s) the propellers (s) and there may be one or more auxiliary engines (generator sets} that provide electrical power and heat for various consumers aboard the large ocean going cargo ship 1.The large ocean going cargo ship 1 has a hull 2 and one or more engine rooms 3 provided inside the hull 2. The large ocean going cargo ship 1 is powered by one or more large self-igniting internal combustion engines 4, i.e. four-stroke or two-stroke self-igniting combustion engines 4 located in an engine room 3. The large self-igniting internal combustion engine (s) 4 drive (s) the propellers (s) and there may be one or more auxiliary engines {generator sets} that provide electrical power and heat for various consumers aboard the large ocean going cargo ship 1.
The hull 2 also contains a protected fuel system room 5 that houses most of the more hazardous components of the fuel system. In the present example embodiment the protected fuel system room 5 is located inside the engine room 3. The protected fuel system room 5 can in other embodiments be located outside the engine room 3.The hull 2 also contains a protected fuel system room 5 that houses most of the more hazardous components of the fuel system. In the present example embodiment the protected fuel system room 5 is located inside the engine room 3. The protected fuel system room 5 can be located outside the engine room 3 in other embodiments.
The large ocean going cargo ship 1 also has one or more funnels 6 and a bridge 7. Containers are shown on the deck in container bays filled with rows of containers in a plurality of tiers. Containers can also be stowed inside cargo space in the hull 2.The large ocean going cargo ship 1 also has one or more funnels 6 and a bridge 7. Containers are shown on the deck in container bays filled with rows of containers in a plurality of tiers. Containers can also be stowed inside cargo space in the hull 2.
Fig. 2 is a diagrammatic representation of a fuel system according to an exemplary embodiment and of a large self- igniting internal combustion engine 4 that is supplied with fuel by the fuel system.FIG. 2 is a diagrammatic representation of a fuel system according to an exemplary embodiment and of a large self-igniting internal combustion engine 4 supplied with fuel by the fuel system.
The fuel system includes a pressurized crude oil bunker tank 10 that is kept at a slight overpressure using inert gas to prevent the space of the crude oil bunker tank 10 that is not filled with crude oil to form a combustible mixture of air and vapor from the crude oil. A source of slightly pressurized inert gas 20 (e.g. Boiler exhaust gas treated and cooled or nitrogen from a nitrogen generator) is connected to the crude oil bunker tank 10 via piping 55. The crude oil bunker tank 10 is provided with a bunker line 8 ending at a bunker manifold and with an inert gas/vapor return line 9 and manifold.The fuel system includes a pressurized crude oil bunker tank 10 that is kept in slight overpressure using inert gas to prevent the space of the crude oil bunker tank 10 that is not filled with crude oil to form a combustible mixture of air and vapor from the crude oil. A source of slightly pressurized inert gas 20 (eg Boiler exhaust gas treated and cooled or nitrogen from a nitrogen generator) is connected to crude oil bunker tank 10 via piping 55. Crude oil bunker tank 10 is provided with a bunker line 8 ending at a bunker manifold and with an inert gas / vapor return line 9 and manifold.
Through bunker tank line 8 and its manifold, crude oil is supplied from e.g. a bunkering barge. As the bunker tank 10 is loaded with crude oil 3, any inert gas in the bunkering tank 10 and volatile organic compounds evaporated from the crude oil are pressed out through the inert gas return line 9 and collected on e.g. the bunkering barge or other recipient connected to the manifold. A high velocity pressure/vacuuirt relief valve 11 is fitted to the crude oil bunker tank 10 to limit the pressure or vacuum in the crude oil bunker tank 10. A pressure sensor connected to an alarm system is also fitted to the crude 011 bunker tank 10. There can be several connected bunker tanks 10 on the ship 1, as indicated by the pipe branching off upstream of the transfer pump 13. A transfer pump 13 pumps crude oil from the bunker tank 10 to a crude oil settling tank 15 that is also connected to the source of inert as 20 in order to keep the settling tank 15 pressurized and to prevent the space of the crude oil settling tank 15 that is not filled with crude oil to form a combustible mixture of air and vapors from the crude oil. A filter 12 prevents large impurities from being transported to the settling tank 15.Through bunker tank line 8 and its manifold, crude oil is supplied from e.g. a bunkering barge. If the bunker tank 10 is loaded with crude oil 3, any inert gas in the bunkering tank 10 and volatile organic compounds evaporated from the crude oil are pressed out through the inert gas return line 9 and collected on e.g. the bunkering barge or other recipient connected to the manifold. A high velocity pressure / vacuum relief valve 11 is fitted to the crude oil bunker tank 10 to limit the pressure or vacuum in the crude oil bunker tank 10. A pressure sensor connected to an alarm system is also fitted to the crude 011 bunker tank 10 There may be several connected bunker tanks 10 on the ship 1, as indicated by the pipe branching off upstream of the transfer pump 13. A transfer pump 13 pumps crude oil from the bunker tank 10 to a crude oil settling tank 15 which is also connected to the source of inert as 20 in order to keep the settling tank 15 pressurized and to prevent the space of the crude oil settling tank 15 which is not filled with crude oil to form a combustible mixture of air and vapors from the crude oil. A filter 12 prevents large impurities from being transported to the settling tank 15.
The transfer pump 13 pumps crude oil from the bunker tank to the settling tank 15 in a double walled fuel pipe 57. The inner pipe contains the crude oil and the annular outer pipe is be ventilated to open air and equipped with vapor and liquid leakage detection such as a sniffer or vapor detector. Fig. 4 shows a cross section of the fuel pipe 57 with the outer pipe being vented with air (not filled with inert gas) and a sniffer or vapor detector 63 connected to the outer pipe in order to be able to raise an alarm when fuel vapor is detected. In an embodiment shown in Fig. 5 the outer pipe of the double walled fuel pipe 57 is connected to the source of inert gas 20 and filled with or pressurized with inert gas at a pressure greater than the fuel pressure. An alarm 64 is provided to indicate a loss of inert gas pressure in the annular space.The transfer pump 13 pumps crude oil from the bunker tank to the settling tank 15 in a double walled fuel pipe 57. The inner pipe contains the crude oil and the annular outer pipe is ventilated to open air and equipped with vapor and liquid leakage detection such as a sniffer or vapor detector. FIG. 4 shows a cross section of the fuel pipe 57 with the outer pipe being vented with air (not filled with inert gas) and a sniffer or vapor detector 63 connected to the outer pipe in order to be able to raise an alarm when fuel vapor is detected. In an embodiment shown in FIG. The outer pipe of the double walled fuel pipe 57 is connected to the source of inert gas 20 and filled with or pressurized with inert gas at a pressure greater than the fuel pressure. An alarm 64 is provided to indicate a loss of inert gas pressure in the annular space.
The crude oil bunker tank 10 is replenished with inert gas from the source of inert gas 20 as it is emptied by the transfer pump 13. A high velocity pressure/vacuim relief valve 16 is fitted to the settling tank 15 to limit the pressure or vacuum in the settling tank 15. A pressure sensor connected to - .an alarm system is also fitted to the settling tank 15. The crude oil settling tank 15 is replenished with inert gas from the source of inert gas 20 or vented via the pressure/vacuum relief valve 16 as needed. A double pipe 58 connects a fuel outlet of the crude oil settling tank 15 to the inlet of a purifier 19 via a purifier pump 17 and a purifier heater 18. The purifier 19 is inerted by e.g. Nitrogen or other inert gas in the gearbox and in the sludge space. The purifier 19 can be e.g. a centrifugal type purifier and is configured to remove impurities from the crude oil before it enters the day tank 25. The operation of the purifier pump 17, the purifier heater 18 and of the purifier 19 is controlled by the electronic control unit ECU (Fig. 3) . The fuel inlet of the day tank 25 is connected to the outlet of the purifier 19 via a double walled pipe 59. The double walled pipe 59 is constructed as explained above with reference to double walled pipe 57 and Figs. 4 and 5. A high velocity pressure/vacuum relief valve 26 is fitted to the crude oil day tank 25 to limit the pressure or vacuum in the crude oil day tank 25. A pressure sensor connected to an alarm system is also fitted to the crude oil day tank 25. The crude oil day tank 25 is replenished with inert gas from the source of inert gas 20 or vented via the pressure/vacuum relief valve 26 as needed. A fuel outlet of the crude oil day tank 25 connects to a crude oil mixing tank 30 via piping 61. In the connection between the crude oil day tank 25 and the crude oil mixing tank 30 there is provided a fine filter .27 (e.g. a 10-34 micron filter), a feed pump 28 and a flow meter 29. The electronic control unit ECU (Fig. 3) controls the speed of the feed pump 28 and receives a signal representative of the flow from the flow meter 27. The fine filter prevents impurities to reach the mixing tank 30. The crude oil mixing tank 30 is also connected via double wall piping 59 to the outlet of the purifier 19. This connection includes an automatic dearation valve 24 and allows to vent the crude oil mixing tank 30 with crude oil from the day tank 25. Valve 24 is an automatic dearation valve that can release air/gasses to from the mixing tank to the day tank A fuel outlet of the mixing tank 30 connects to the inlet of the fuel injection system of engine 4 by a fuel line 31 that is in an embodiment formed by double walled piping. In an embodiment all crude oil fuel transporting pipe connection outside the fuel room (ex area) are be double walled so that the pipe can be classified as its own hazardous area (ex area). This connection includes a booster pump 33 followed by a fuel heater 34. A preferably double walled fuel return pipe 32 connects the fuel injection system of the large multi-cylinder self-igniting combustion engine 4 to a fuel return port of the mixing tank 30. The measured viscosity of the crude oil is in an embodiment measured using standardized equipment such as e.g. viscosirator 38 or the like. In an embodiment the signal reflecting the measured viscosity of the crude oil is send to the electronic control unit ECU. The measured viscosity is then used by the electronic control unit ECU to regulate the heater 34 and thereby the viscosity of the crude oil flowing to the fuel injection system. A bypass line with a pressure regulation valve 37 allows fuel to be recirculated back into the mixing tank 30 and thereby to regulate the pressure in fuel line 31.The crude oil bunker tank 10 is replenished with inert gas from the source of inert gas 20 as it is emptied by the transfer pump 13. A high velocity pressure / vacuum relief valve 16 is fitted to the settling tank 15 to limit the pressure or vacuum in the settling tank 15. A pressure sensor connected to - an alarm system is also fitted to the settling tank 15. The crude oil settling tank 15 is replenished with inert gas from the source of inert gas 20 or vented via the pressure / vacuum relief valve 16 as needed. A double pipe 58 connects a fuel outlet of the crude oil settling tank 15 to the inlet of a purifier 19 via a purifier pump 17 and a purifier heater 18. The purifier 19 is inerted by e.g. Nitrogen or other inert gas in the gearbox and in the sludge space. The purifier 19 can be e.g. a centrifugal type purifier and is configured to remove impurities from the crude oil before entering day tank 25. The operation of the purifier pump 17, the purifier heater 18 and of the purifier 19 is controlled by the ECU electronic control unit (Fig. 3). The fuel inlet of the day tank 25 is connected to the outlet of the purifier 19 via a double walled pipe 59. The double walled pipe 59 is constructed as explained above with reference to double walled pipe 57 and Figs. 4 and 5. A high velocity pressure / vacuum relief valve 26 is fitted to the crude oil day tank 25 to limit the pressure or vacuum in the crude oil day tank 25. A pressure sensor connected to an alarm system is also fitted to the crude oil day tank 25. The crude oil day tank 25 is replenished with inert gas from the source of inert gas 20 or vented via the pressure / vacuum relief valve 26 as needed. A fuel outlet of the crude oil day tank 25 connects to a crude oil mixing tank 30 via piping 61. In the connection between the crude oil day tank 25 and the crude oil mixing tank 30, a fine filter .27 (eg a 10-34 micron filter), a feed pump 28 and a flow meter 29. The electronic control unit ECU (Fig. 3) controls the speed of the feed pump 28 and receives a signal representative of the flow from the flow meter 27. The fine filter prevents impurities to reach the mixing tank 30. The crude oil mixing tank 30 is also connected via double wall piping 59 to the outlet of the purifier 19. This connection includes an automatic dearation valve 24 and allows to vent the crude oil mixing tank 30 with crude oil from the day tank 25. Valve 24 is an automatic dearation valve that can release air / gases from the mixing tank to the day tank A fuel outlet of the mixing tank 30 connects to the inlet of the fuel injection system of engine 4 by a fuel line 31 that is in an embodiment t formed by double walled piping. In an embodiment all crude oil fuel transport pipe connection outside the fuel room (ex area) are double walled so that the pipe can be classified as its own hazardous area (ex area). This connection includes a booster pump 33 followed by a fuel heater 34. A preferably double walled fuel return pipe 32 connects the fuel injection system of the large multi-cylinder self-igniting combustion engine 4 to a fuel return port of the mixing tank 30. The measured viscosity of the crude oil is measured in an embodiment using standardized equipment such as eg viscosirator 38 or the like. In an embodiment the signal reflecting the measured viscosity of the crude oil is sent to the electronic control unit ECU. The measured viscosity is then used by the electronic control unit ECU to regulate the heater 34 and thereby the viscosity of the crude oil flowing to the fuel injection system. A bypass line with a pressure regulation valve 37 allows fuel to be recirculated back into the mixing tank 30 and thereby to regulate the pressure in fuel line 31.
The fuel injection system of the large multi-cylinder self-igniting combustion engine 4 provides the cylinders with crude oil fuel and produces an unavoidable amount of leak oil that is collected in an engine oil drain tank 39. The engine oil drain tank 39 is connected to the source of inert gas by piping and inerted with inert gas from the source of inert gas 20.The fuel injection system of the large multi-cylinder self-igniting combustion engine 4 provides the cylinders with crude oil fuel and produces an unavoidable amount of leak oil collected in an engine oil drain tank 39. The engine oil drain tank 39 is connected to the source of inert gas by piping and inerted with inert gas from the source of inert gas 20.
The ship 1 is provided with a protected fuel system room 5. The protected fuel system room 5 is provided with reinforced walls and the protected room 5 is gas tight and liquid tight.The ship 1 is provided with a protected fuel system room 5. The protected fuel system room 5 is provided with reinforced walls and the protected room 5 is gas tight and liquid tight.
The bunker tank 10, the settling tank 15 and the day tank 25 are provided with an arrangement for safe inert gas purging and gas freeing.The bunker tank 10, the settling tank 15 and the day tank 25 are provided with an arrangement for safe inert gas purging and gas freeing.
The fuel system is provided with an inert gas system that includes a source of inert gas 20. Crude oil itself is difficult to ignite, but its volatile hydrocarbon vapors are explosive when mixed with air in certain concentrations. The inert gas system is configured to create an atmosphere inside tanks 10,15,25,30 and inside the outer of the double walled pipes 57,58,59 in which the volatile oil vapors cannot ignite. In an embodiment the inert gas system delivers gas with an oxygen concentration of less than 5% by volume.The fuel system is provided with an inert gas system which includes a source of inert gas 20. Crude oil itself is difficult to ignore, but its volatile hydrocarbon vapors are explosive when mixed with air at certain concentrations. The inert gas system is configured to create an atmosphere inside tanks 10,15,25,30 and inside the outer of the double walled pipes 57,58,59 in which the volatile oil vapors cannot ignite. In an embodiment, the inert gas system delivers gas with an oxygen concentration of less than 5% by volume.
Piping 55 connects the source of inert gas 20 to the components of the fuel system, such as the crude oil bunker tank thing, the crude oil settling tank 15, the purifier 19 and the crude oil day tank 25.Piping 55 connects the source of inert gas 20 to the components of the fuel system, such as the crude oil bunker tank thing, the crude oil settling tank 15, the purifier 19 and the crude oil day tank 25.
When the bunker tank 10 is emptied during engine operation it is filled with inert gas and kept in this safe state until the next bunkering operation. The oxygen content in the bunkering tank 10, the settling tank 15 and the day tank 25 at 5% or less.When the bunker tank 10 is emptied during engine operation it is filled with inert gas and kept in this safe state until the next bunkering operation. The oxygen content in the bunkering tank 10, the settling tank 15 and the day tank 25 at 5% or less.
The source of inert gas 20 can be the uptake from the ship's main or auxiliary boilers, an independent inert gas generator, or a gas turbine plant equipped with an afterburner.The source of inert gas 20 can be the uptake from the ship's main or auxiliary boilers, an independent inert gas generator, or a gas turbine plant equipped with an afterburner.
The venting system is designed with redundancy for the relief of full flow overpressure and vacuum. Pressure sensors are fitted in to the bunker tank 10, the settling tank 15 and the day tank 25, and connected to an alarm system, e.g. via the electronic control unit ECU. A manually operated stop valve and a remote operated shutdown valve in series, or a combined manually operated and remote valve is fitted in the bunkering line 8 close to the shore connecting point.The venting system is designed with redundancy for the relief of full flow overpressure and vacuum. Pressure sensors are fitted to the bunker tank 10, the settling tank 15 and the day tank 25, and connected to an alarm system, e.g. via the electronic control unit ECU. A manually operated stop valve and a remote operated shutdown valve in series, or a combined manually operated and remote valve is fitted in the bunkering line 8 close to the shore connecting point.
In an embodiment the inert gas supply lines 55 are fitted with two shut-off valves in series with wet seal in between to prevent the return of fuel vapor. In addition a closable non-return valve is in an embodiment installed between the wet seal and the crude oil bunker tank 10, the crude oil settling tank 15 and the crude oil day tank 25. These valves are located outside non-hazardous spaces. The operation of the valves is automatically executed by the electronic control unit ECU. Signals for opening and closing are taken from the process directly, e.g. inert gas flow or differential pressure.In an embodiment the inert gas supply lines 55 are fitted with two shut-off valves in series with wet seal in between to prevent the return of fuel vapor. In addition, a closable non-return valve is installed in an embodiment between the wet seal and crude oil bunker tank 10, crude oil settling tank 15 and crude oil day tank 25. These valves are located outside non-hazardous spaces. The operation of the valves is automatically performed by the electronic control unit ECU. Signals for opening and closing are taken directly from the process, e.g. inert gas flow or differential pressure.
The protected fuel system, room 5 is indicated in Fig. 2 by a rectangle formed by an interrupted line, with the components inside , the rectangle being located inside the reinforced walls of the protected room 5. In an embodiment the reinforced room houses the purifier pump 17, the purifier heater 18, purifier 19, automatic valve 2.4, pressure relief valve 26 filter 27, feed pump 28, flow meter 29, mixing tank 30, fuel supply line 31, fuel return line 32, booster pump 33, fuel heater 34, viscosirator 38, and pressure regulation valve 37. Thereby the more hazardous components of the fuel system that need to be close to the engine 4 are placed in a protected room and pose less risk and are better protected from sources of ignition. In other embodiments the ship 1 is provided with several protected rooms 5 and the more hazardous components of the fuel system are distributed over these protected rooms 5.The protected fuel system, room 5 is indicated in FIG. 2 by a rectangle formed by an interrupted line, with the components inside, the rectangle being located inside the reinforced walls of the protected room 5. In an embodiment the reinforced room houses the purifier pump 17, the purifier heater 18, purifier 19, automatic valve 2.4, pressure relief valve 26 filter 27, feed pump 28, flow meter 29, mixing tank 30, fuel supply line 31, fuel return line 32, booster pump 33, fuel heater 34, viscosirator 38, and pressure regulation valve 37. The more hazardous components of the fuel system that need to be close to engine 4 are placed in a protected room and pose less risk and are better protected from sources of ignition. In other embodiments the ship 1 is provided with several protected rooms 5 and the more hazardous components of the fuel system are distributed over these protected rooms 5.
The walls 50 of the protected room 5 are in an embodiment constructed such that they are able to handle the expected pressure differences during normal operation. The floor and ceiling of the protected room 5 are also reinforced.The walls 50 of the protected room 5 are constructed in an embodiment such that they are capable of handling the expected pressure differences during normal operation. The floor and ceiling of the protected room 5 are also reinforced.
The protected room 5 is a gas tight and liquid tight construction and all wiring and piping extending through the walls, ceiling or floor of the protected room 5 is sealed, tightened and reinforced.The protected room 5 is a gas tight and liquid tight construction and all wiring and piping extending through the walls, ceiling or floor of the protected room 5 is sealed, tightened and reinforced.
The protected fuel system room 5 is provided with an air lock or interlock 42 that is provided with doors to allow staff and/or operators to enter and leave the protected fuel system room despite the pressure difference between the interior and the exterior of the protected fuel system room 5. A protected fuel system room air suction pump 47 keeps the pressure inside the protected fuel system room 5 slightly below the pressure outside the protected fuel system room 5 so as to avoid air and vapor to escape from the protected room 5. Fresh air is allowed into the protected fuel system room 5 via a protected fuel system room air inlet filter 49. A fume detector/sniffer 48 detects presence of fuel vapor in the protected fuel system room 5 and the detector/sniffer 48 is connected to the electronic control unit ECU for issuing and alarm and taking countermeasures if fuel vapor is detected in the protected fuel system room 5.The protected fuel system room 5 is provided with an air lock or interlock 42 which is provided with doors to allow staff and / or operators to enter and leave the protected fuel system room despite the pressure difference between the interior and the exterior of the protected fuel. system room 5. A protected fuel system room air suction pump 47 keeps the pressure inside the protected fuel system room 5 slightly below the pressure outside the protected fuel system room 5 so as to avoid air and vapor to escape from the protected room 5. Fresh air is allowed into the protected fuel system room 5 via a protected fuel system room air inlet filter 49. A fume detector / sniffer 48 detects the presence of fuel vapor in the protected fuel system room 5 and the detector / sniffer 48 is connected to the electronic ECU control unit for issuing and alarm and taking countermeasures if fuel vapor is detected in the protected fuel system room 5.
The electronic control units ECUs that controls the pumps, heaters, purifier and valves and the detectors/sniffers is located outside the protected fuel system room 5 and connected to these components via signal wires indicated by the interrupted lines in Fig. 3. By locating the electronic control unit ECU outside the protected fuel system room 5 the risk of the electronics igniting inadvertently escaped fuel vapor is significantly reduced. This setup allows the crew to perform fault finding in the electronic control units ECUs, had the electronic control units been in the hazardous area special tents would have to be provided before opening an ECU cabinet.The electronic control units ECUs that control the pumps, heaters, purifier and valves and the detectors / sniffers are located outside the protected fuel system room 5 and connected to these components via signal wires indicated by the interrupted lines in Fig. 3. By locating the electronic control unit ECU outside the protected fuel system room 5 the risk of the electronics ignoring inadvertently escaped fuel vapor is significantly reduced. This setup allows the crew to perform fault finding in the electronic control units ECUs, had the electronic control units been in the hazardous area special tents would have been provided before opening an ECU cabinet.
The crude oil fuel system of the ship has been described in detail with reference to a single crude oil fuel bunker tank, a single crude oil fuel settling tank, a single crude oil fuel day tank and a single purifier but it is understood that there can be a plurality of any of these tanks and purifiers in any desirable combination of numbers .The crude oil fuel system of the ship has been described in detail with reference to a single crude oil fuel bunker tank, a single crude oil fuel settling tank, a single crude oil fuel day tank and a single purifier but it is understood that there can be be a plurality of any of these tanks and purifiers in any desirable combination of numbers.
The term "comprising" as used in the claims does not exclude other elements. The term "a" or "an" as used in the claims does not exclude a plurality.The term "comprising" as used in the claims does not exclude other elements. The term "a" or "an" as used in the claims does not exclude a plurality.
Although the present invention has been described in detail for purpose of illustration, it is understood that such detail is solely for that purpose, and variations can be made therein by those skilled in the art without departing from the scope of the invention.Although the present invention has been described in detail for purposes of illustration, it is understood that such detail is solely for that purpose, and variations may be made therein by those skilled in the art without departing from the scope of the invention.
Claims (9)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK201300604A DK178103B1 (en) | 2013-10-24 | 2013-10-24 | A large ocean going cargo ship or freighter with a crude oil fuel system |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK201300604 | 2013-10-24 | ||
| DK201300604A DK178103B1 (en) | 2013-10-24 | 2013-10-24 | A large ocean going cargo ship or freighter with a crude oil fuel system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| DK201300604A1 true DK201300604A1 (en) | 2015-05-11 |
| DK178103B1 DK178103B1 (en) | 2015-05-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK201300604A DK178103B1 (en) | 2013-10-24 | 2013-10-24 | A large ocean going cargo ship or freighter with a crude oil fuel system |
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| Country | Link |
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| DK (1) | DK178103B1 (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2153555A (en) * | 1936-12-15 | 1939-04-11 | Daniel V Gallery | Gasoline storage tank explosionhazard eliminating device |
| EP0867367A3 (en) * | 1997-03-24 | 1999-09-08 | Primex Technologies, Inc. | Fuel tank inerting system |
| JP5437869B2 (en) * | 2010-03-16 | 2014-03-12 | 日野自動車株式会社 | Vehicle fuel tank |
| US8663996B2 (en) * | 2010-04-26 | 2014-03-04 | Hamilton Sundstrand Corporation | Determining oxygen concentration in ullage using catalytic oxidation |
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2013
- 2013-10-24 DK DK201300604A patent/DK178103B1/en active
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| Publication number | Publication date |
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| DK178103B1 (en) | 2015-05-26 |
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