FI125999B - Fuel feed system and method of operating the system - Google Patents
Fuel feed system and method of operating the system Download PDFInfo
- Publication number
- FI125999B FI125999B FI20136280A FI20136280A FI125999B FI 125999 B FI125999 B FI 125999B FI 20136280 A FI20136280 A FI 20136280A FI 20136280 A FI20136280 A FI 20136280A FI 125999 B FI125999 B FI 125999B
- Authority
- FI
- Finland
- Prior art keywords
- fuel
- circuit
- valve
- marine diesel
- pumping device
- Prior art date
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Classifications
-
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0076—Details of the fuel feeding system related to the fuel tank
- F02M37/0088—Multiple separate fuel tanks or tanks being at least partially partitioned
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
- F02M37/0023—Valves in the fuel supply and return system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Fuel supply system and method for operating the same
The invention relates to a fuel supply system for at least one marine diesel engine according to the preamble of Claim 1. The invention, furthermore, relates to a method for operating such a fuel supply system.
From practice it is known that marine diesel engines can be operated with different types of fuel. It is thus possible for example to operate marine diesel engines on the one hand with heavy fuel oils and on the other hand with distillate fuels. Although heavy fuel oils are cost effective, they cause however relatively high fuel emissions because of their high sulphur content. Distillate fuels cause lower exhaust gas emissions but are more expensive. On the open ocean, marine diesel engines are operated with heavy fuel oils for reasons of costs, whereas when a ship is to be operated near the coast in a so-called SECA (sulphur emission control area) zone, the operation of the marine diesel engine has to be changed from a heavy fuel oil to distillate fuel operation. Only when a marine diesel engine as a result of combusting a distillate fuel satisfies emission regulations of a SECA zone with respect to the pollutant emissions is a ship permitted to enter such a SECA zone.
A fuel supply system for a marine diesel engine, with the help of which the marine diesel engine can either be supplied with a heavy fuel oil or with a distillate fuel, comprises, according to the practice, a so-called feeder fuel circuit and a so-called booster fuel circuit.
By way of the feeder fuel circuit, either the first fuel or the second fuel can be delivered in the direction of a mixed tank with the help of a first pumping device. Starting out from the mixed tank, fuel can be delivered to the or each marine diesel engine with the help of a second pumping device of the booster circuit. The first pumping device of the feeder fuel circuit in this case draws the respective fuel with a first flow rate of delivery, wherein a first part flow rate of delivery of this first flow rate of delivery is delivered in the direction of the mixed tank, and wherein a second part flow rate of delivery of this first flow rate of delivery is circulated in the feeder fuel circuit. The second pumping device of the booster fuel circuit draws the fuel from the mixed tank with a second flow rate of delivery, which is significantly greater than the first flow rate of delivery. Thus, more fuel is delivered via the or each marine diesel engine than the latter actually uses in order to make available excess fuel in particular for cooling tasks and lubricating tasks. In particular, fuel not consumed by the or each combustion engine is recirculated into the mixed tank via a return of the booster fuel circuit.
Owing to these different rates of delivery in the feeder fuel circuit and in the booster fuel circuit, a relatively slow replacement of the heavy fuel oil with the distillate fuel takes place upon a conversion of the fuel delivery in the feeder fuel circuit from a heavy fuel oil to a distillate fuel in the booster fuel circuit. During the conversion operation from an operation with heavy fuel oil to operation with a distillate fuel, starting out from the feeder circuit only so much distillate fuel is routed into the mixed tank as heavy fuel oil is consumed in the booster circuit. For this reason, only a relatively slow dilution of the heavy fuel oil with distillate fuel takes place in the booster fuel circuit. This results in that a relatively long time is needed before the heavy fuel oil in the booster circuit has been replaced to an adequate degree with distillate fuel in order to subsequently be able to fulfil emission regulations of a SECA zone.
Following conversion of the fuel delivery in the feeder circuit from heavy fuel oil to distillate fuel it can thus take up to 10 hours with fuel supply systems known from practice before emission stipulations by SECA zones can be fulfilled as a result of an adequate fuel replacement in the booster fuel circuit.
Starting out from this, the present invention is based on the object of creating a new type of fuel supply system for at least one marine diesel engine and a method for operating the same. This object is solved through a fuel supply system according to Claim 1. According to the invention, the first pumping device of the feeder fuel circuit is designed in such a manner that in a changeover operating mode, in which the change is made from the first fuel type to the second fuel type for the operation of the or each marine diesel engine, it draws the second fuel with a third flow rate of delivery from the second fuel tank which is greater than the first flow rate of delivery.
According to the invention, the first pumping device of the feeder fuel circuit is designed in such a manner that in the changeover operating mode it draws the third flow rate of delivery from the fuel tank for the second fuel type, which is greater than the first flow rate of delivery in the normal operating mode. Because of this it is possible in the booster fuel circuit to replace the first fuel, in particular the heavy fuel oil, significantly more rapidly with the second fuel, in particular with the distillate fuel, so that emission stipulations of SECA zones can be adhered to by the or each marine diesel engine significantly more rapidly than has been possible according to the practice to date. For this reason, ships with the fuel supply system according to the invention are able to enter a SECA zone more rapidly following the start of a fuel conversion in the feeder fuel circuit from a heavy fuel oil to a distillate fuel.
Preferentially, the first pumping device of the feeder fuel circuit is designed in such a manner that in the changeover operating mode it draws the second fuel with such a third flow rate of delivery that the first part flow rate of delivery of the third flow rate of delivery delivered in the direction of the mixed tank corresponds to the second flow rate of delivery of the booster fuel circuit. This allows a particularly advantageous and rapid replacement of the first fuel type with the second fuel type in the booster fuel circuit and accordingly a particularly rapid fulfilment of emission stipulations of SECA zones following conversion of the fuel delivery from the first fuel type to the second fuel type.
According to an advantageous further development of the invention, a first shut-off valve is connected into a return of the booster fuel circuit upstream of the mixed tank, which shut-off valve is opened in normal operating mode and closed in the changeover operating mode, wherein preferentially a fuel discharge line branches off the return upstream of the first shut-off valve, in which a second shut-off valve is connected, which is closed in the normal operating mode and opened in the changeover operating mode.
With these two shut-off valves it is particularly advantageously possible in the changeover operating mode to rapidly remove the first fuel present in the booster fuel circuit following the conversion of the feeder fuel circuit to the third flow rate of delivery and to rapidly replace the first fuel in the booster fuel circuit with the second fuel.
The method for operating such a fuel supply system according to the invention is defined in Claim 7.
Preferred further developments of the invention are obtained from the subclaims and from the following description. Exemplary embodiments of the invention are explained in more detail by means of the drawing without being restricted to this. Here it shows:
Fig. 1: a schematic representation of a fuel supply system according to the invention for at least one marine diesel engine.
The present invention relates to a fuel supply system for at least one marine diesel engine of a ship and a method for operating such a fuel supply system.
Fig. 1 shows a schematic representation of a fuel supply system 1, which in the shown exemplary embodiment serves for the fuel supply of two marine diesel engines 2 and 3. In contrast with the shown exemplary embodiment, the fuel supply system 1 can also merely supply one marine diesel engine or more than two marine diesel engines with fuel.
The fuel supply system 1 comprises a feeder fuel circuit 4 and a booster fuel circuit 5.
The feeder fuel circuit 4 comprises a first pumping device 6, which in the shown exemplary embodiment is formed by two fuel pumps 7 and 8 connected in parallel. A shut-off valve 9 and 10 is located upstream of each of the two pumps 7 and 8 in the shown exemplary embodiment. It is pointed out that instead of two fuel pumps 7 and 8, the first pumping device 6 can also comprise merely one fuel pump or more than two fuel pumps connected in parallel.
With the help of the first pumping device 6 of the feeder fuel circuit 4, either originating from a first fuel tank 12, a first fuel, namely in the shown exemplary embodiment a heavy fuel oil, or originating from a second fuel tank 13, a second fuel, namely in the shown exemplary embodiment a distillate fuel, can be drawn dependent on the switching position of a valve 11, wherein the fuel drawn with the help of the first pumping device 6 of the feeder fuel circuit 4 can be delivered in the direction of a mixed tank 14.
In a normal operating mode of the fuel delivery system 1, the first pumping device 6 of the feeder fuel circuit 4 draws the appropriate fuel from one of the two fuel tanks 12 or 13 with a defined first flow rate of delivery, wherein a first part flow rate of delivery of the first flow rate of delivery can be delivered in the direction of the mixed tank 14 and wherein a second part flow rate of delivery of this first flow rate of delivery is circulated in the feeder fuel circuit 4 via a circulating line 15, in which a pressure limiting valve 16 is integrated.
In particular, when the marine diesel engines 2 and 3 are operated at full load and in total consume 100% fuel, the first flow rate of delivery, which is drawn by the pumping device 6 from one of the two fuel tanks 12 and 13, is typically 160% of this fuel consumption, wherein the first part flow rate of delivery delivered in the direction of the mixed tank 14 then amounts to 100% and the second part flow rate of delivery conducted via the circulating line 15 then amounts to 60%.
The first part flow rate of delivery of the first flow rate of delivery delivered in the direction of the mixed tank 14 via the first pumping device 6 of the feeder fuel circuit 4 can be routed according to Fig. 1 via a flow measuring device 17, in particular when a valve 18 connected upstream of the flow measuring device 17 is opened.
Alternatively it is possible for example in particular when the flow measuring device 17 is defective, to route the first part flow rate of delivery of the first flow rate of delivery past the flow measuring device 17 via a bypass line 19, the valve 18 then being closed and a valve 20 integrated in the bypass line 19 being opened.
It is pointed out here that the second part flow rate of delivery of the first flow rate of delivery, which is circulated in the feeder fuel circuit 4 via the circulating line 15, is set with the help of the pressure limiting valve 16 in such a manner that a constant pressure level is formed for the first part flow rate of delivery delivered to the mixed tank 14. This pressure level can for example be at 7 bar.
In particular, when via the feeder fuel circuit 4, originating from the first fuel tank 12, heavy fuel oil as first fuel type is delivered in the direction of the mixed tank 14, this heavy fuel oil is preheated in the first fuel tank 12, wherein the temperature of the heavy fuel oil in the first part flow rate of delivery delivered to the mixed tank 14 is typically around 90°C.
The booster circuit 5 comprises a second pumping device 21, with the help of which fuel can be drawn from the mixed tank 14 and can be delivered in the direction of the or each marine diesel engine 2, 3. The part of the booster fuel circuit 5, via which, starting out from the mixed tank 14, fuel can be delivered to the or each marine diesel engine 2, 3, is also called supply 22 of the booster fuel circuit 5. Fuel, which is delivered via the supply 22 in the direction of the or each marine diesel engine 2, 3, is not combusted in the or each marine diesel engine 2, 3, can be returned in the direction of the mixed tank 14 via a return 23 of the booster fuel circuit 5.
As is evident from Fig. 1, the fuel drawn from the mixed tank 14 via the second pumping device 21 of the booster fuel circuit 5 can be delivered via a preheating device 24, namely in particular when the or each marine diesel engine 2, 3 is operated with heavy fuel oil. In particular when the or each marine diesel engine 2, 3 is operated with distillate fuel is a valve 25 located upstream of the preheating device 24 closed in order to then route the distillate fuel with opened valve 27 via a bypass line 26. Downstream of the preheating device 24, a viscosity measuring device 28 is integrated in the supply 22 of the booster fuel circuit 5 which, in particular when heavy fuel oil is routed via the preheating device 24, controls the operation of the preheating device 24 in order to influence the viscosity of the heavy fuel oil via the preheating device 24.
Typically, heavy fuel oil is heated by the preheating device 24 in order to set a viscosity of 12-14 c St (stokes), wherein the pressure level in the booster fuel circuit 5 downstream of the second pumping device 21 can be around 12 bar for example.
As already explained, the second pumping device 21 of the booster fuel circuit 5 draws fuel from the mixed tank 14 and delivers it in the direction of the or each marine diesel engine 2, 3, namely depending on the opening position of valves 29, 30 located upstream of the marine diesel engines 2, 3. The second pumping device 21 of the booster fuel circuit 5 draws fuel from the mixed tank 14 with a second flow rate of delivery which is significantly higher than the first flow rate of delivery of the feeder fuel circuit 4.
Thus it is provided in a concrete exemplary embodiment that in particular when the first flow rate of delivery of the feeder fuel circuit 4 amounts to 160%, the second flow rate of delivery of the booster fuel circuit 5 amounts to 300%, wherein in particular when both valves 29, 30 are opened, 150% part transfer flow rate is routed via each marine diesel engine 2, 3.
Together, both marine diesel engines 2, 3 however can combust a maximum of 100% of fuel at full load, i.e. each marine diesel engine 2, 3 by itself a maximum of 50% each. From this it follows that more fuel is delivered via both marine diesel engines 2, 3 than can be combusted in these, wherein this excess fuel is used for cooling and lubrication and can be returned in the direction of the mixed tank 14 via the return 23.
In particular when one of the two valves 29, 30 is closed, i.e. when one of the two marine diesel engines 2, 3 is disconnected from the supply 22 of the booster fuel circuit 5, the fuel which cannot be delivered via the disconnected marine diesel engine 2.3 is routed past the other marine diesel engine 3, 2 via a bypass line 31, while a bypass valve 32 integrated in this bypass line 31 is then open.
Fuel, which can be delivered back in the direction of the mixed tank 14 via the return 23 of the booster fuel circuit 5 can either be routed via a cooling device 34 or via a bypass line 35 dependent on the position of a valve 33 integrated in the return 23.
In particular when in the or each marine diesel engine 2, 3 a heavy fuel oil is combusted as fuel, excess uncombusted heavy fuel oil is routed past the cooling device 34 via the bypass line 35. In particular when in the or each marine diesel engine 2, 3 a distillate fuel is combusted as fuel, excess uncombusted distillate fuel can be routed via the cooling device 34 dependent on its temperature.
According to Fig. 1, a coarse filter 36, 37 in the exemplary embodiment is located upstream of each combustion engine 2, 3 downstream of the respective valve 29, 30 in order to filter out coarse contaminations from the fuel delivered in the booster fuel circuit 5 and thereby protect the or each marine diesel engine 2, 3 from damage.
The first pumping device 6 of the feeder fuel circuit 4 is preferentially designed in such a manner that in a changeover operating mode, in which for the operation of the or each marine diesel engine 2, 3 a change is made from the first fuel, i.e. from the heavy fuel oil to the second fuel, i.e. the distillate fuel, to no longer draw the second fuel with the first flow rate of delivery starting out from the second fuel tank 13, but rather with a third flow rate of delivery which is greater than the first flow rate of delivery.
According to an advantageous configuration it is provided here that the first pumping device 6 of the feeder fuel circuit 4 is designed in such a manner that in changeover operating mode it draws the second fuel from the second fuel tank 13 with such a third flow rate of delivery that the first part flow rate of delivery of the third flow rate of delivery delivered in the direction of the mixed tank 14 corresponds to the second flow rate of delivery of the booster fuel circuit 5, i.e. the flow rate of delivery of the second pumping device 21 of the booster fuel circuit.
In a concrete exemplary embodiment it is provided that in the changeover operating mode the first part flow rate of delivery of the third flow rate of delivery, which is delivered in the direction of the mixed tank 14 starting out from the pumping device 6 of the feeder fuel circuit 4, amounts to 300%, i.e. corresponds to the second flow rate of delivery of the booster fuel circuit 5.
Here it can be provided via each of the two pumps 7, 8 of the pumping device 6 of the feeder fuel circuit 4 to draw 160% of second fuel each from the second fuel tank 13 in order to feed 300% to the mixed tank 14 and in order to circulate the remaining 20% in the feeder fuel circuit 4 via the circulating line 15.
In the return 23 of the booster fuel circuit 5 a first shut-off valve 38 is connected upstream of the mixed tank 14, which in the normal operating mode is opened and in the changeover operating mode is closed. Upstream of this first shut-off valve 38, a fuel discharge line 39 branches off the return 23 of the booster fuel circuit 5, which fuel discharge line 39 in the shown exemplary embodiment opens into the first fuel tank 12 for the heavy fuel oil. A second shut-off valve 40 is connected into this fuel discharge line 39, which is closed in the normal operating mode and opened in the changeover operating mode.
With the help of the invention it is possible, accordingly, when changing over the fuel supply from heavy fuel oil to distillate fuel to increase the rate of delivery of the first pumping device 6 of the feeder fuel circuit 4 in order to thereby rapidly remove the heavy fuel oil which is still present in the booster fuel circuit 5 and rapidly replace the latter with distillate fuel. Following the increase of the rate of delivery of the first pumping device 6 of the feeder fuel circuit 4, the second shut-off valve 40 is initially opened for this purpose and the first shut-off valve 38 subsequently closed.
Following the change to the changeover operating mode, the first pumping device 6 of the feeder fuel circuit 4 is operated with the increased rate of delivery preferentially for a defined period of time or a defined flow rate, so that accordingly the changeover operating mode remains active for a defined period of time or for a defined flow rate.
Following expiration of this period of time or following reaching of this flow rate, the change back into the normal operating mode is made, wherein for this purpose the two shut-off valves 38 and 40 are initially activated, namely the first shut-off valve 38 is opened and the second shut-off valve 40 is closed in order to subsequently reduce the rate of delivery of the first pumping device 6 of the feeder fuel circuit 4, namely from the third flow rate of delivery to the first flow rate of delivery, which in the normal operating mode is drawn from the respective fuel tank 12, 13 from the first pumping device 6.
When changing from a heavy fuel oil supply to a distillate fuel supply, the heavy fuel oil present in the booster fuel circuit 5 can consequently be rapidly removed from the latter and rapidly replaced with distillate fuel, so that with the help of the invention, a ship can enter a SECA zone within a short time after the changeover of the fuel supply to a distillate fuel supply.
According to an advantageous further development of the invention, a control valve 41 is connected in parallel with the second shut-off valve 40. This control valve 41 according to the invention is activatable dependent on a measurement signal of the flow measuring device 17. With this control valve 41 it is possible, in particular when the or each marine diesel engine 2, 3 combusts relatively little fuel and accordingly relatively little fuel is additionally delivered into the mixed tank 14 from the feeder fuel circuit 4, to discharge fuel from the return 23 in the direction of the fuel discharge line 39 by suitably opening the control valve 41 in order to adjust or simulate a constant consumption in the booster fuel circuit 5 independently of the actual fuel consumption of the or each marine diesel engine 2, 3, in order to re-route a constant fuel rate into the mixed tank 14 via the feeder fuel circuit 4.
This is advantageous in particular when upon a change from normal operating mode to the changeover operating mode the temperature in the booster fuel circuit 5 of the fuel supply system 1 is to be reduced prior to increasing the rate of delivery of the first pumping device 6 of the feeder fuel circuit 4.
As explained above, the temperature level in the booster fuel circuit 5 in heavy fuel oil operating mode is approximately 140°C. Before a change to a distillate fuel operation, the temperature level in the booster fuel circuit 5 however is to be lowered to approximately 45°C.
A period of time, which is needed for such a cooling operation, is dependent, according to practice, on the actual fuel consumption of the or each marine diesel engine 2, 3. By activating the control valve 41 dependent on the measurement signal of the flow measuring device 17, the cooling operation can be organized independently of the actual consumption of the or each marine diesel engine 2, 3. Thus, the time at which the changeover to the distillate fuel operation can take place is also independent of the actual consumption of the or each marine diesel engine 2, 3.
By opening the control valve 41, a constantly high fuel consumption of the or each marine diesel engine 2, 3 can be simulated, in order to deliver a constant rate of delivery into the mixed tank 14 via the pumping device 6. In particular when the measurement signal of the flow measuring device 17 thus indicates a relatively low consumption of the or each marine diesel engine 2, 3, the control valve 41 is opened further, whereas in particular when the measurement signal of the flow measuring device 17 indicates a relatively high consumption of the or each marine diesel engine 2, 3, the control valve 41 is closed further.
Preferentially, activation of the control valve 41 takes place dependent on the measurement signal of the flow measuring device 17 in such a manner that the measurement signal of the flow measuring device 17 is compared with a setpoint value. If the measurement signal of the flow measuring device 17 is greater than the setpoint value or corresponds to the latter, i.e. if the actual consumption of the or each marine diesel engine 2, 3 is correspondingly high, the control valve 41 is closed. If however, the measurement signal of the flow measurement device 17 is smaller than the setpoint value, i.e. the actual consumption of the or each marine diesel engine 2, 3 is lower, the control valve 41 is opened dependent on the deviation between the setpoint value and the actual value of the measurement signal in order to simulate a constant consumption and via the feeder fuel circuit 4, deliver a constant fuel flow rate into the mixed tank 14. This brings about a rapid, load-independent lowering of the temperature level in the booster fuel circuit 5.
List of reference numbers 1 Feeder fuel circuit 2 Marine diesel engine 3 Marine diesel engine 4 Feeder fuel circuit 5 Booster fuel circuit 6 Pumping device 7 Fuel pump 8 Fuel pump 9 Shut-off valve 10 Shut-off valve 11 Valve 12 Fuel tank 13 Fuel tank 14 Mixed tank 15 Circulating line 16 Pressure limiting valve 17 Flow measuring device 18 Valve 19 Bypass line 20 Valve 21 Pumping device 22 Supply 23 Return 24 Preheating device 25 Valve 26 Bypass line 27 Valve 28 Viscosity measuring device 29 Valve 30 Valve 31 Bypass line 32 Bypass valve 33 Valve 34 Cooling device 35 Bypass line 36 Coarse filter 37 Coarse filter 38 Shut-off valve 39 Fuel discharge line 40 Shut-off valve 41 Control valve
Claims (9)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE201210025020 DE102012025020A1 (en) | 2012-12-20 | 2012-12-20 | Fuel supply system for marine diesel engine, has marine diesel engine which return backs fuel to mixing tank to draw fuel at preset volume flow which is greater than different volume flow, so that operation of engine is changed |
Publications (2)
Publication Number | Publication Date |
---|---|
FI20136280A FI20136280A (en) | 2014-06-21 |
FI125999B true FI125999B (en) | 2016-05-31 |
Family
ID=50683496
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
FI20136280A FI125999B (en) | 2012-12-20 | 2013-12-18 | Fuel feed system and method of operating the system |
Country Status (6)
Country | Link |
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JP (1) | JP5922085B2 (en) |
KR (1) | KR102038713B1 (en) |
CN (1) | CN103883446B (en) |
DE (1) | DE102012025020A1 (en) |
FI (1) | FI125999B (en) |
IT (1) | ITMI20132051A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6517117B2 (en) * | 2015-09-16 | 2019-05-22 | ヤンマー株式会社 | Engine equipment |
KR102058584B1 (en) * | 2016-01-06 | 2019-12-23 | 마이크로 모우션, 인코포레이티드 | How to Characterize the Fuel Flow Duration Blended |
JP2018135775A (en) * | 2017-02-21 | 2018-08-30 | 株式会社 エムエムシーセンター | Biodiesel power generator |
CN113482814B (en) * | 2021-06-30 | 2022-08-05 | 沪东中华造船(集团)有限公司 | Ship generator fuel supply system and fuel supply method |
CN118008598B (en) * | 2024-04-09 | 2024-07-19 | 潍柴动力股份有限公司 | Control method of ammonia engine system and vehicle |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
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JPS58122115U (en) * | 1982-02-08 | 1983-08-19 | ヤンマーディーゼル株式会社 | Automatic viscosity control device for low quality fuel oil |
JPS5937239A (en) * | 1982-08-26 | 1984-02-29 | Ishikawajima Harima Heavy Ind Co Ltd | Fuel oil switching apparatus for diesel engine |
JPS6453436U (en) * | 1987-09-29 | 1989-04-03 | ||
KR910002117B1 (en) * | 1987-11-13 | 1991-04-04 | 쌍용중공업 주식회사 | System for supplying fuel for marine generating diesel engine |
DE19828772B4 (en) * | 1998-06-27 | 2005-11-24 | Man B & W Diesel A/S | Internal combustion engine |
JP3588433B2 (en) | 2000-02-03 | 2004-11-10 | 新潟原動機株式会社 | Diesel engine operating equipment |
JP5057397B2 (en) | 2008-08-04 | 2012-10-24 | 株式会社コンヒラ | Combustion system and combustion method |
CA2758737A1 (en) * | 2009-04-20 | 2010-10-28 | Dgc Industries Pty Ltd | A dual fuel supply system for an indirect-injection system of a diesel engine |
WO2011088830A1 (en) * | 2010-01-25 | 2011-07-28 | York Industries International Hk. Ltd | Dual fuel supply system, methods for switching between different fuel types and method for retro-fitting a heavy fuel system |
KR101177695B1 (en) * | 2010-02-11 | 2012-08-29 | 삼성중공업 주식회사 | Engine driving Apparatus |
KR101623087B1 (en) * | 2010-05-27 | 2016-05-23 | 대우조선해양 주식회사 | Method of supplying multiple fuels for vessel |
KR101205875B1 (en) * | 2010-12-03 | 2012-11-28 | 삼성중공업 주식회사 | automatic fuel oil change-over device |
-
2012
- 2012-12-20 DE DE201210025020 patent/DE102012025020A1/en not_active Withdrawn
-
2013
- 2013-12-10 IT IT002051A patent/ITMI20132051A1/en unknown
- 2013-12-17 KR KR1020130157357A patent/KR102038713B1/en active IP Right Grant
- 2013-12-18 FI FI20136280A patent/FI125999B/en not_active IP Right Cessation
- 2013-12-20 JP JP2013263557A patent/JP5922085B2/en active Active
- 2013-12-20 CN CN201310708153.7A patent/CN103883446B/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
CN103883446A (en) | 2014-06-25 |
JP5922085B2 (en) | 2016-05-24 |
DE102012025020A1 (en) | 2014-06-26 |
JP2014122632A (en) | 2014-07-03 |
FI20136280A (en) | 2014-06-21 |
ITMI20132051A1 (en) | 2014-06-21 |
CN103883446B (en) | 2017-04-26 |
KR102038713B1 (en) | 2019-10-30 |
KR20140080426A (en) | 2014-06-30 |
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