JP2019111932A - Desulfurization system for vessel - Google Patents

Abstract

To provide a desulfurization system for a vessel capable of efficiently carrying out a desulfurization process of exhaust gas contained in a generator engine and an auxiliary boiler and suppressing installation space of a reaction tower.SOLUTION: A desulfurization system for a vessel includes: a generator provided to a vessel separate from a main engine and having a generator engine; an auxiliary boiler for generating working fluid supplied to a cargo handling machine having a steam engine and carrying out cargo handling work in the vessel; and a desulfurization device connected to each exhaust opening of the generator engine and the auxiliary boiler and having a common reaction tower for carrying out desulfurization process of the first exhaust gas from the generator engine and of the second exhaust gas from the auxiliary boiler.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship desulfurization system.

  With the recent tightening of emission regulations on ships, the use of fuel oil with a sulfur content of 0.5% or less, or alternative measures with the same effect, is required in general sea areas. To address this, for example, fuel oil with a sulfur content of 0.5% or less is expensive, and as a substitute measure, measures are being made to install a desulfurization device on a ship (see, for example, Patent Document 1) .

JP, 2014-233702, A

  For example, in a large vessel such as a tanker vessel, in order to supply steam to, for example, a generator engine provided separately from the main engine and cargo handling equipment in addition to the main engine used for the main engine driving the propulsion device of the vessel. A plurality of engines, such as an auxiliary boiler, which discharges exhaust gas using fuel oil are mounted. In a ship equipped with such a plurality of engines, there is a demand for a desulfurization system capable of efficiently performing desulfurization treatment while effectively utilizing a limited space on the ship.

  This invention is made in view of the above, and an object of this invention is to provide the desulfurization system for ships which can perform desulfurization processing efficiently, using a limited inboard space effectively.

  The ship desulfurization system according to the present invention is provided to a ship separately from a main engine, and includes a generator having a generator engine and a working fluid supplied to a cargo handling device having a steam engine and performing cargo handling work on the ship. A common reaction tower connected to the auxiliary boiler that generates the exhaust gas, and the exhaust ports of the generator engine and the auxiliary boiler, for desulfurizing the first exhaust gas from the generator engine and the second exhaust gas from the auxiliary boiler And a desulfurization apparatus having the

  Therefore, desulfurization treatment of the first exhaust gas from the generator engine and the second exhaust gas from the auxiliary boiler can be efficiently performed using a common reaction tower. In addition, the installation space of the reaction tower can be reduced. Thereby, the desulfurization treatment can be efficiently performed while effectively utilizing the limited inboard space.

In the above-described ship desulfurization system, the displacement of the first exhaust gas in a predetermined period is C1, the displacement of the second exhaust gas in the predetermined period is C2, and the exhaust discharge pressure of the first exhaust gas in the predetermined period is Assuming that an average value is V1 and a maximum value of a difference between the exhaust gas discharge pressure of the first exhaust gas and the average value in the predetermined period is V2, the displacement C1, the displacement C2, the average V1, and The maximum value V2 is
(V2 / V1) × (C1 / C2) ≦ 0.3
May satisfy the relationship of

  In the configuration in which the generator engine and the auxiliary boiler are connected to a common reaction tower, when the exhaust discharge pressure of the first exhaust gas discharged from the generator engine pulsates, this pulsation is generated by the auxiliary boiler. It has been found that it may affect stable combustion. That is, the pressure in the junction pipe connected to the reaction tower or the reaction tower pulsates due to the pulsation of the exhaust discharge pressure of the first exhaust gas, and the flow rate of the combustion air of the auxiliary boiler also fluctuates under the influence thereof. It will affect stable combustion. Further, the inventor sets the exhaust amount of the first exhaust gas in a predetermined period as C1, the exhaust amount of the second exhaust gas in the predetermined period as C2, and the average value of the exhaust discharge pressure of the first exhaust gas in the predetermined period as V1. Assuming that the maximum value of the difference between the exhaust gas discharge pressure of the first exhaust gas and the average value in the predetermined period is V2, the displacement C1, the displacement C2, the average value V1, and the maximum value V2 are (V2 / V1) × (C1). It has been found that the influence on stable combustion in the auxiliary boiler is reduced when the relationship of /C2)≦0.3 is satisfied. Therefore, in the present aspect, since the above relationship is satisfied, the influence on stable combustion in the auxiliary boiler is reduced.

  The above-described ship desulfurization system is controlled to satisfy the relationship with respect to the displacement C1, the displacement C2, the average value V1, and the maximum value V2 by controlling the load of the generator and the auxiliary boiler. You may provide a part.

  Therefore, by controlling the load of the generator and the auxiliary boiler by the control unit, (V2 / V1) × (C1 / C2) ≦ 0 .. for the displacement C1, displacement C2, average value V1, and maximum value V2. The relationship of 3 can be satisfied efficiently.

  The above-described vessel desulfurization system includes a pipe that connects the exhaust port of the auxiliary boiler to the reaction tower, and the pipe reduces the maximum value V2 to reduce the displacement C1 and the displacement C2. You may have the wide part which satisfies the said relationship about the said average value V1 and the said maximum value V2.

  Therefore, the pulsation of the first exhaust gas is suppressed in the widening portion, and the value of the maximum value V2 is reduced. Therefore, (V2 / V1) × (V2) for the displacement C1, displacement C2, average value V1, and maximum V2. The relationship of C1 / C2) ≦ 0.3 can be satisfied.

  In the above-described ship desulfurization system, the reaction tower may be connected to an exhaust port of the main engine to perform desulfurization treatment of the third exhaust gas from the main engine.

  Therefore, desulfurization treatment of the first exhaust gas, the second exhaust gas, and the third exhaust gas can be efficiently performed using the common reaction tower, and the installation space of the reaction tower can be reduced. In addition, the cargo handling operation is performed while the ship is anchored, that is, when the operation of the main engine is stopped. Therefore, the second exhaust gas from the auxiliary boiler is discharged during a period in which the third exhaust gas from the main engine is not discharged. Therefore, the desulfurization treatment of the first exhaust gas, the second exhaust gas, and the third exhaust gas can be efficiently performed without increasing the volume of the reaction tower.

  According to the present invention, the desulfurization treatment can be efficiently performed from the exhaust gas contained in the generator engine and the auxiliary boiler, and the installation space of the reaction tower can be reduced.

FIG. 1 is a view showing an example of a ship and a ship desulfurization system according to the first embodiment. FIG. 2 is a graph schematically showing how the exhaust gas discharge pressure of the first exhaust gas pulsates. FIG. 3 is a graph schematically showing propagation of pulsation of exhaust discharge pressure. FIG. 4 is a graph showing the fluctuation rate of combustion air in the auxiliary boiler. FIG. 5 is a view showing an example of a ship and a ship desulfurization system according to a second embodiment. FIG. 6 is a graph showing the fluctuation rate of combustion air in the auxiliary boiler.

  Hereinafter, an embodiment of a ship desulfurization system according to the present invention will be described based on the drawings. The present invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by persons skilled in the art or those that are substantially the same.

First Embodiment
FIG. 1 is a view showing an example of a ship 100 and a ship desulfurization system SYS according to the first embodiment. The ship desulfurization system SYS shown in FIG. 1 is mounted on a ship 100 such as a tanker. The ship 100 travels by driving the propulsion device 61 by the main engine 10. As the main engine 10, for example, a diesel engine, a steam turbine engine or the like is used. The main engine 10 has a main engine 11. The main engine 11 is an internal combustion engine including, for example, a cylinder and a piston. Also, the main engine 10 may have a generator connected to the main engine 11. The main engine 11 discharges an exhaust gas (third exhaust gas) G3 from the exhaust port 11a.

  The ship desulfurization system SYS includes a generator 20, an auxiliary boiler 30, a desulfurization device 40, and a control unit 50.

  The generator 20 supplies power to the electric devices 62 such as lighting devices, instruments, and pumps of the ship 100. The generator 20 is provided separately from the main engine 10. In this case, the generator 20 has a generator engine 21 as a power source. As the generator 20, a diesel generator etc. are mentioned, for example. The generator engine 21 has an internal combustion engine including, for example, a cylinder and a piston, and a supercharger provided in the internal combustion engine.

  The generator engine 21 discharges the first exhaust gas G1 from the exhaust port 21a. An exhaust port 21 a of the generator engine 21 is connected to an exhaust pipe 25. Therefore, the first exhaust gas G1 discharged from the exhaust port 21a flows through the exhaust pipe 25. The exhaust pipe 25 is provided with a pressure sensor 22 for measuring the exhaust discharge pressure of the first exhaust gas G1. The detection result of the pressure sensor 22 is transmitted to the control unit 50.

  For example, when a turbocharger such as a turbocharger is provided, the generator engine 21 discharges the first exhaust gas G1 without suppressing the exhaust discharge pressure in order to effectively use the exhaust energy. In this case, the exhaust discharge pressure P1 of the first exhaust gas G1 discharged from the generator engine 21 pulsates according to the intermittent exhaust from the cylinder inside the generator engine 21.

  FIG. 2 is a graph schematically showing how the exhaust gas discharge pressure of the first exhaust gas G1 pulsates. In FIG. 2, the vertical axis indicates the exhaust gas discharge pressure, and the horizontal axis indicates the passage of time. As shown in FIG. 2, the exhaust discharge pressure P1 of the first exhaust gas G1 vibrates in a cycle corresponding to the cycle of the intermittent exhaust from the cylinders of the generator engine 21 (proportional to the number of cylinders × number of rotations).

  The auxiliary boiler 30 generates a working fluid to be supplied to a cargo handling equipment 63 having a steam engine. In the present embodiment, the working fluid is, for example, steam. The working fluid may be any other fluid as long as it can convert thermal energy into kinetic energy. As the cargo handling equipment 63, a transfer pump etc. which transfer fuel oil, seawater etc. are mentioned, for example. Further, in the ship 100 such as a tanker ship, the cargo handling equipment 63 includes, for example, a cargo oil pump and a cargo oil pump turbine used for the cargo handling operation of oil which is a load. The cargo oil pump turbine includes, for example, a steam turbine. In this case, the auxiliary boiler 30 supplies a large amount of steam to the cargo oil pump turbine as compared with other cargo handling equipment 63 such as, for example, a transfer pump.

  The auxiliary boiler 30 discharges the second exhaust gas G2 from the exhaust port 30a. The exhaust port 30 a of the auxiliary boiler 30 is connected to the exhaust pipe 35. Therefore, the second exhaust gas G2 discharged from the exhaust port 30a flows through the exhaust pipe 35. The exhaust pipe 35 is provided with a pressure sensor 32 for measuring the exhaust discharge pressure of the second exhaust gas G2. The detection result of the pressure sensor 32 is transmitted to the control unit 50.

  The desulfurization device 40 desulfurizes the first exhaust gas G <b> 1 discharged from the generator 20 and the second exhaust gas G <b> 2 discharged from the auxiliary boiler 30. The desulfurization device 40 may be either a dry desulfurization device or a wet desulfurization device. The desulfurization apparatus 40 has a reaction tower 41. A junction pipe 45 is connected to the reaction tower 41. The merging pipe 45 is connected to the exhaust port 21 a of the generator engine 21 via the exhaust pipe 25. The merging pipe 45 is connected to the exhaust port 30 a of the auxiliary boiler 30 via the exhaust pipe 35. The merging pipe 45 joins the first exhaust gas G1 from the generator engine 21 and the second exhaust gas G2 from the auxiliary boiler 30.

  The desulfurization device 40 performs the denitration treatment of the exhaust gas G3 discharged from the exhaust port 11a of the main engine 11. That is, the ship desulfurization system SYS uses the desulfurization system of the main engine 11 as the desulfurization system 40. The merging pipe 45 is connected to the exhaust port 11 a of the main engine 11 via the exhaust pipe 15. Therefore, in the merging pipe 45, the first exhaust gas G1, the second exhaust gas G2, and the exhaust gas G3 of the main engine 11 merge. The respective exhaust gases merged in the merging pipe 45 are sent to the reaction tower 41 and desulfurized.

  The control unit 50 controls the operation of the ship 100. The control unit 50 may be realized by a control circuit having a processing device such as a central processing unit (CPU) or a storage device such as a random access memory (RAM) or a read only memory (ROM). controller). The control unit 50 includes a main engine control unit 51, a generator control unit 52, and a boiler control unit 53. The main engine control unit 51 controls the operation of the main engine 10 of the ship 100. The generator control unit 52 controls the operation of the generator 20. The boiler control unit 53 controls the operation of the auxiliary boiler 30.

  When the above ship 100 travels, the main engine 10 operates under the control of the main engine control unit 51, and the propulsion device 61 is driven by the main engine 10. In this case, the exhaust gas G3 is discharged from the main engine 11 of the main engine 10. The exhaust gas G3 is sent to the reaction tower 41 via the exhaust pipe 15 and the joining pipe 45, and is desulfurized.

  Moreover, in order to use the electrically-driven apparatus 62 of the ship 100, the generator 20 operate | moves by control of the generator control part 52. FIG. In this case, the first exhaust gas G1 is discharged from the generator engine 21 of the generator 20. The first exhaust gas G1 is sent to the reaction tower 41 via the exhaust pipe 25 and the joining pipe 45, and is desulfurized.

  On the other hand, when the ship 100 is anchored, the operation of the main engine 10 is stopped by the control of the main engine control unit 51, and the propulsion device 61 is stopped. In this case, the main engine 11 of the main engine 10 is stopped, and the emission of the exhaust gas G3 is stopped. With a ship such as a tanker, while the ship 100 is anchored, the loading operation of oil, which is a load, is performed. In this case, the auxiliary boiler 30 is operated by the control of the boiler control unit 53 in order to supply steam to the cargo oil pump turbine which is the cargo handling equipment 63. The second exhaust gas G2 is discharged from the exhaust port 30a of the auxiliary boiler 30. The second exhaust gas G2 is sent to the reaction tower 41 via the exhaust pipe 35 and the joining pipe 45, and is desulfurized.

  In the ship 100, since the electric device 62 is used even while being anchored, the generator 20 is in operation by the control of the generator control unit 52. Therefore, when the cargo handling work is performed while the ship 100 is anchored, the discharge of the exhaust gas G3 from the main engine 11 stops, and the first exhaust gas G1 discharged from the generator engine 21 and the second discharged from the auxiliary boiler 30 The exhaust gas G2 is sent to the junction pipe 45.

  The above-described ship desulfurization system SYS is configured such that the generator engine 21 and the auxiliary boiler 30 are connected to the common reaction tower 41. Specifically, the exhaust port 21 a of the generator engine 21 and the exhaust port 30 a of the auxiliary boiler 30 are connected to the junction pipe 45 of the reaction tower 41. In the configuration described above, when the exhaust discharge pressure of the first exhaust gas G1 discharged from the generator engine 21 pulsates in this configuration, the pulsation of the exhaust discharge pressure causes combustion of the auxiliary boiler 30 via the junction pipe 45. It has been found that it propagates to the air flow rate and affects the stable combustion in the auxiliary boiler.

  FIG. 3 is a graph schematically showing propagation of pulsation of exhaust discharge pressure. In FIG. 3, the vertical axis indicates the exhaust gas discharge pressure, and the horizontal axis indicates the passage of time. In FIG. 3, a curve (denoted by P1) indicating the exhaust discharge pressure P1 of the generator engine 21 and a straight line (denoting P2) indicating the exhaust discharge pressure P2 of the auxiliary boiler 30 and an exhaust discharge pressure P3 of the merging pipe 45 And a straight line (denoted P4) indicating the exhaust discharge pressure P4 of the reaction tower 41.

  As shown in FIG. 3, due to the pulsation of the exhaust discharge pressure P1 of the first exhaust gas G1, the exhaust discharge pressure P3 of the junction pipe 45 pulsates. The pressure difference between the exhaust discharge pressure P2 of the auxiliary boiler 30 connected to the junction pipe 45 and the exhaust discharge pressure P3 of the junction pipe 45 fluctuates due to the pulsation of the exhaust discharge pressure P3. The air flow rate may vibrate to affect the stable combustion of the auxiliary boiler 30.

On the other hand, the inventor sets the displacement of the first exhaust gas G1 in a predetermined period to C1, sets the displacement of the second exhaust gas G2 in the predetermined period to C2, and sets the exhaust discharge pressure of the first exhaust gas G1 in the predetermined period. Assuming that the average value is V1 (see FIG. 2) and the maximum value of the difference between the exhaust gas discharge pressure of the first exhaust gas G1 and the average value in the predetermined period is V2 (see FIG. 2), the displacement C1, displacement C2, average The value V1 and the maximum value V2 are
(V2 / V1) × (C1 / C2) ≦ 0.3 (1)
It has been found that the effect on stable combustion in the auxiliary boiler 30 is reduced, and the effect on stable combustion may be negligible, if the relationship

  In the above equation (1), the value of (V2 / V1) indicates the ratio of the pulsation change to the average value V1 of the exhaust gas discharge pressure of the first exhaust gas G1. The value of (C1 / C2) indicates the ratio of the displacement C1 of the first exhaust gas G1 of the generator engine 21 to the displacement C2 of the second exhaust gas G2 of the auxiliary boiler 30.

  FIG. 4 is a graph showing the fluctuation rate of the combustion air in the auxiliary boiler 30. As shown in FIG. In FIG. 4, the vertical axis indicates the fluctuation rate of the combustion air in the auxiliary boiler 30, and the horizontal axis indicates the value of (V2 / V1) × (C1 / C2) which is the left side of the above equation (1). As shown in FIG. 4, the relationship between the value of (V 2 / V 1) × (C 1 / C 2) in the above equation (1) and the fluctuation ratio of the combustion air in the auxiliary boiler 30 is indicated by a curve L 1.

  The inventor found that stable combustion is possible in the auxiliary boiler 30 when the fluctuation rate of the combustion air is X%. Here, the value of X is a value which becomes the stable combustion limit, and is, for example, 10 (%) or more and 20 (%) or less. Therefore, according to the graph of FIG. 4, when the variation ratio of the combustion air is X% or less, that is, when the value of (V2 / V1) × (C1 / C2) is 0.3 or less, in the auxiliary boiler 30 Stable combustion is possible.

  So, in this embodiment, in order to make the value of (V2 / V1) x (C1 / C2) in the above-mentioned formula (1) into 0.3 or less in control part 50, operation of generator 20 and the above-mentioned auxiliary boiler 30 Control. For example, when the auxiliary boiler 30 is operated at a low load, such as when starting up the auxiliary boiler 30, the flow rate of combustion air in the auxiliary boiler 30 is set low. That is, the value of C2 in the above equation (1) is set small. In such a case, when the displacement C1 of the first exhaust gas G1 of the generator engine 21 is set large, the value on the left side of the above equation (1) becomes large.

  Therefore, the control unit 50 controls the operation of the generator engine 21 so that the value of the displacement C1 of the first exhaust gas G1 decreases when the auxiliary boiler 30 is operated at a low load, so that (V2 / V1) × Make the value of (C1 / C2) 0.3 or less. In this case, the control unit 50 may control the operation of the generator engine 21 and the auxiliary boiler 30 based on the detection result transmitted from the pressure sensors 22 and 32. Thereby, the auxiliary boiler 30 can perform stable combustion even at the time of low load operation.

  Further, for example, when the control unit 50 approaches a condition that does not satisfy the relationship of the equation (1) from the state of satisfying the relationship of the equation (1), the control unit 50 performs control to reduce the output of the generator 20 Alternatively, the control may be performed to maintain the state satisfying the relationship of the above equation (1) by controlling the output of the auxiliary boiler 30 to increase.

  As described above, the ship desulfurization system SYS according to the present embodiment is provided to the ship 100 separately from the main engine 10, and is supplied to the generator 20 having the generator engine 21 and the cargo handling equipment 63 having the above period. The first exhaust gas G1 from the generator engine 21 and the second exhaust gas from the auxiliary boiler 30 are connected to the auxiliary boiler 30 that generates the steam and the exhaust port 21a of the generator engine 21 and the exhaust port 30a of the auxiliary boiler 30. And a desulfurizing apparatus having a common reaction tower 41 for desulfurizing the G2.

  Therefore, desulfurization treatment of the first exhaust gas G1 from the generator engine 21 and the second exhaust gas G2 from the auxiliary boiler 30 can be efficiently performed using the common reaction tower 41. In addition, the installation space of the reaction tower 41 can be reduced. Thereby, the desulfurization treatment can be efficiently performed while effectively utilizing the limited inboard space.

In the ship desulfurization system SYS according to the present embodiment, the exhaust amount of the first exhaust gas G1 in a predetermined period is C1, and the exhaust amount of the second exhaust gas G2 in the predetermined period is C2, and the exhaust discharge of the first exhaust gas G1 in the predetermined period Assuming that the average value of the pressure is V1 and the maximum value of the difference between the exhaust gas discharge pressure of the first exhaust gas G1 and the average value in a predetermined period is V2, the displacement C1, the displacement C2, the average V1 and the maximum V2 are ,
(V2 / V1) × (C1 / C2) ≦ 0.3
Satisfy the relationship.

  Therefore, according to the findings of the present inventor, by setting the value of (V2 / V1) × (C1 / C2) to 0.3 or less, the fluctuation ratio of the combustion air can be made equal to or less than the stable combustion limit. Stable combustion is possible in the auxiliary boiler 30.

  The ship desulfurization system SYS according to the present embodiment controls the operation of the generator 20 and the auxiliary boiler 30 to satisfy the relationship of (V2 / V1) × (C1 / C2) ≦ 0.3. May be provided. Therefore, stable combustion in the auxiliary boiler 30 becomes possible by controlling the operation of the generator 20 and the auxiliary boiler 30 by the control unit 50.

  In the ship desulfurization system SYS according to the present embodiment, the reaction tower 41 is connected to the exhaust port 11 a of the main engine 11 and performs the desulfurization treatment of the third exhaust gas G3 from the main engine 11. Therefore, the desulfurization treatment of the first exhaust gas G1, the second exhaust gas G2, and the third exhaust gas G3 can be efficiently performed using the common reaction tower 41, and the installation space of the reaction tower 41 can be suppressed. In addition, the cargo handling operation is performed while the ship is anchored, that is, when the operation of the main engine 11 is stopped. Therefore, the second exhaust gas G2 from the auxiliary boiler 30 is discharged during a period in which the exhaust gas G3 from the main engine 11 is not discharged. Therefore, the desulfurization treatment of the first exhaust gas G1, the second exhaust gas G2, and the exhaust gas G3 from the main engine 11 can be efficiently performed without increasing the capacity of the reaction tower 41 or the merging pipe 45.

Second Embodiment
FIG. 5 is a view showing an example of a ship 200 and a ship desulfurization system SYS2 according to the second embodiment. The ship desulfurization system SYS2 shown in FIG. 5 is different from that of the first embodiment in the configuration of the exhaust pipe connecting the exhaust port 21a of the generator engine 21 and the merging pipe 45, and the other configurations are the first. It is the same as that of the embodiment.

  As shown in FIG. 5, the exhaust pipe 125 in the ship desulfurization system SYS2 has a widened portion 125a. The widened portion 125a is set to have a larger diameter than the other portions. The exhaust pipe 125 has the same configuration as the exhaust pipe 25 of the first embodiment except that the widening portion 125 a is provided. The widening portion 125a is provided, for example, at a connection portion with the junction pipe 45, but is not limited to this, and may be provided at another portion.

  FIG. 6 is a graph showing the fluctuation rate of the combustion air in the auxiliary boiler 30. In FIG. 6, the vertical axis indicates the fluctuation rate of the combustion air in the auxiliary boiler 30, and the horizontal axis indicates the size of the volume of the widening portion 125 a in the exhaust system of the generator engine 21. As shown in FIG. 6, the relationship between the fluctuation ratio of the combustion air in the auxiliary boiler 30 and the size of the volume in the exhaust system of the generator engine 21 is shown by a curve L2. As shown in FIG. 6, as the volume of the widened portion 125 a in the exhaust system of the generator engine 21 is larger, the fluctuation ratio of the combustion air in the auxiliary boiler 30 is smaller.

  In this embodiment, by increasing the volume of the widened portion 125a in the exhaust system of the generator engine 21, the pulsation change of the exhaust discharge pressure of the first exhaust gas G1, that is, the average of the exhaust discharge pressure of the first exhaust gas G1 in a predetermined period It is possible to reduce the value of the maximum value V2 of the difference from the value. Therefore, the value of (V2 / V1) can be reduced on the left side of the above equation (1). The diameter of the widened portion 125a may be set so that, for example, as in the first embodiment, the displacement C1, the displacement C2, the average value V1, and the maximum value V2 satisfy the relationship of the above equation (1). it can.

  As described above, in the ship desulfurization system SYS2 according to the present embodiment, the fluctuation ratio of the combustion air is made equal to or less than the stable combustion limit by providing the widened portion 125a so as to satisfy the relationship of the above equation (1). This enables stable combustion in the auxiliary boiler 30. In the present embodiment, the control unit 50 may control the operations of the generator engine 21 and the auxiliary boiler 30 based on the detection results transmitted from the pressure sensors 22 and 32. Thus, stable combustion can be performed more reliably in the auxiliary boiler 30.

  The technical scope of the present invention is not limited to the above embodiment, and appropriate modifications can be made without departing from the scope of the present invention. Although the desulfurization system for desulfurizing the exhaust gas G3 of the main engine 11 is used as the desulfurization apparatus 40 in the ship desulfurization system SYS, SYS2 of the above embodiment, the invention is not limited thereto. For example, even if a desulfurization device for desulfurizing the first exhaust gas G1 from the generator engine 21 and the second exhaust gas G2 from the auxiliary boiler 30 separately from the desulfurization device for the main engine 11 is provided as the desulfurization device 40 Good.

10 main engine 11 main engine 11a, 21a, 30a exhaust port 15, 25, 35, 125 exhaust pipe 20 generator 21 generator engine 22, 32 pressure sensor 30 auxiliary boiler 40 desulfurizer 41 reaction tower 45 joining pipe 50 control unit 51 Main engine control unit 52 Generator control unit 53 Boiler control unit 61 Propulsion device 62 Electric equipment 63 Load handling equipment 100, 200 Ship 125a Widening part C1, C2 Displacement G1 First exhaust gas G2 Second exhaust gas G3 Third exhaust gas L1, L2 curve P1, P2, P3, P4 Exhaust discharge pressure SYS, SYS2 Desulfurization system for ships

Claims (5)

A generator provided separately from the main engine on the ship and having a generator engine;
An auxiliary boiler that has a steam engine and generates a working fluid to be supplied to cargo handling equipment that performs cargo handling work on the ship;
A desulfurizer comprising a common reaction tower connected to the exhaust ports of the generator engine and the auxiliary boiler for desulfurizing the first exhaust gas from the generator engine and the second exhaust gas from the auxiliary boiler; Desulfurization system for ships. The displacement of the first exhaust gas in a predetermined period is C1, the displacement of the second exhaust gas in the predetermined period is C2, and the average value of the exhaust discharge pressure of the first exhaust gas in the predetermined period is V1. Assuming that the maximum value of the difference between the exhaust gas pressure of the first exhaust gas and the average value in the period is V2, the displacement C1, the displacement C2, the average value V1, and the maximum value V2 are
(V2 / V1) × (C1 / C2) ≦ 0.3
The ship desulfurization system according to claim 1, which satisfies the following relationship: The control part which satisfies the said relation about the said displacement amount C1, the said displacement amount C2, the said average value V1, and the said maximum value V2 is controlled by controlling the load of the said generator and the said auxiliary boiler. Ship desulfurization system. It has piping which connects the exhaust port of the above-mentioned auxiliary boiler, and the above-mentioned reaction tower,
The piping has a widened portion that satisfies the relationship for the displacement C1, the displacement C2, the average value V1, and the maximum value V2 by reducing the maximum value V2. The ship desulfurization system according to 3. The ship according to any one of claims 1 to 4, wherein the reaction tower is connected to an exhaust port of a main engine provided in the main engine, and performs desulfurization treatment of the third exhaust gas from the main engine. Desulfurization system.

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