JP2021095853A - Engine room air supply system - Google Patents

Engine room air supply system Download PDF

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JP2021095853A
JP2021095853A JP2019226356A JP2019226356A JP2021095853A JP 2021095853 A JP2021095853 A JP 2021095853A JP 2019226356 A JP2019226356 A JP 2019226356A JP 2019226356 A JP2019226356 A JP 2019226356A JP 2021095853 A JP2021095853 A JP 2021095853A
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air supply
air
main engine
engine
engine room
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JP6687213B1 (en
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憲一 柴田
Kenichi Shibata
憲一 柴田
弘行 山本
Hiroyuki Yamamoto
弘行 山本
悠一 藤原
Yuichi Fujiwara
悠一 藤原
雄規 藤井
Yuki Fujii
雄規 藤井
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Tsuneishi Shipbuilding Co Ltd
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Tsuneishi Shipbuilding Co Ltd
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Priority to KR1020200059565A priority patent/KR102253293B1/en
Priority to CN202010573055.7A priority patent/CN112983699B/en
Publication of JP2021095853A publication Critical patent/JP2021095853A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
    • B63J2/02—Ventilation; Air-conditioning
    • B63J2/06—Ventilation; Air-conditioning of engine rooms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0493—Controlling the air charge temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10255—Arrangements of valves; Multi-way valves
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10268—Heating, cooling or thermal insulating means
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/16—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
    • F02M35/165—Marine vessels; Ships; Boats
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

To provide an engine room air supply system capable of improving total fuel consumption of a main engine and a boiler when an outside air temperature decreases in a vessel including the main engine directly sucking air from outside of the vessel and the boiler generating steam by using exhaust heat of the main engine and a burner.SOLUTION: An engine room air supply system for a vessel having a main engine 10 and a boiler 20 generating steam by using exhaust heat of the main engine 10 and a burner 25 includes: a vessel outer air supply port 5 for taking in air 6 from outside of the vessel; an air supply path 50 for directly supplying the air 6 taken in from the vessel outer air supply port 5 to the main engine 10; an engine room inner air supply port 8 provided in the air supply path 50 to take in air 9 from inside of the engine room; adjustment means 30 adjusting a mixing ratio between the air 6 from outside of the vessel and the air 9 from inside of the engine room; and control means 40 controlling the adjustment means 30 so as to improve total fuel consumption of fuel consumption of the main engine 10 and fuel consumption of the boiler 20.SELECTED DRAWING: Figure 2

Description

本発明は、船舶の機関室給気システムに関するものである。 The present invention relates to an engine room air supply system for a ship.

従来、船舶の機関室に設置された主機関は、機関室内の空気を吸入しながら稼働している。そして、機関室に空気を供給するために給気ファンが設けられて、船外の空気を取り入れるようになっている。 Conventionally, the main engine installed in the engine room of a ship operates while sucking the air in the engine room. An air supply fan is provided to supply air to the engine room so that the outboard air can be taken in.

しかしながら、通常、機関室内の空気は機器からの放熱により一般的に外気より高くなり、船によっては１０℃程度高くなるケースも有る。また、給気ファンが故障すると主機関に空気が供給されず、主機関の運行に支障をきたす。 However, the air in the engine room is generally higher than the outside air due to heat dissipation from the equipment, and in some ships, the temperature is about 10 ° C. In addition, if the air supply fan breaks down, air is not supplied to the main engine, which hinders the operation of the main engine.

これに対して、特許文献１には、ウィング部とウィングピラー部とを有する船舶の機関室への給気構造に関する発明が記載されている。そして、船外から空気を取り入れるための給気口をウィングピラー部に設け、取り入れた空気をウィングピラー部の内部の給気経路を経由して主機関の空気吸入口に直接供給するようになっている。これにより、空気導入用の給気ファンを設けることなく、機関室内よりも低温で清浄な空気を主機関に供給し、主機関の燃費を向上するようになっている。 On the other hand, Patent Document 1 describes an invention relating to an air supply structure to an engine room of a ship having a wing portion and a wing pillar portion. Then, an air supply port for taking in air from the outside of the ship is provided in the wing pillar section, and the taken in air is directly supplied to the air intake port of the main engine via the air supply path inside the wing pillar section. ing. As a result, the main engine is supplied with clean air at a temperature lower than that in the engine room without providing an air supply fan for introducing air, and the fuel efficiency of the main engine is improved.

特開２０１３−１１９３６８号公報Japanese Unexamined Patent Publication No. 2013-119368

ところで、船舶の機関室内には、主機関の排熱を利用して蒸気を生成するボイラが設置されており、船内での蒸気需要に対応するようになっている。こうしたボイラは、主機関の排ガス量や排ガス温度によっては、十分な蒸気を生成することができないため、船内需要に対応するため不足分の蒸気をバーナーによる追い焚きにより生成するようになっている。 By the way, a boiler that generates steam by utilizing the exhaust heat of the main engine is installed in the engine chamber of the ship to meet the steam demand in the ship. Since such a boiler cannot generate sufficient steam depending on the amount of exhaust gas and the temperature of the exhaust gas of the main engine, the shortage of steam is generated by reheating with a burner in order to meet the demand on board.

一方、特許文献１に記載された発明のように、船外から取り入れた空気を主機関の空気吸入口に直接供給するように構成した場合、冬場など外気温低下時には、主機関に供給される給気温度の低下とともに主機関の排ガス温度も低下し、主機関の排熱だけではボイラで十分な蒸気を生成することができなくなってしまい、ボイラの圧力が低下してバーナーによる追い焚きが必要になるため、主機関とボイラとの合算の燃費悪化が懸念される。 On the other hand, when the air taken in from the outside of the ship is directly supplied to the air intake port of the main engine as in the invention described in Patent Document 1, the air is supplied to the main engine when the outside air temperature drops such as in winter. As the air supply temperature drops, the exhaust gas temperature of the main engine also drops, and the boiler cannot generate sufficient steam with the exhaust heat of the main engine alone. Therefore, there is a concern that the combined fuel consumption of the main engine and the boiler will deteriorate.

本発明は、上記従来の課題を解決するものであり、船外から直接空気を吸引する主機関と、主機関の排熱及びバーナーにより蒸気を生成するボイラとを備えた船舶において、外気温低下時の主機関とボイラとの合算の燃費を改善することのできる機関室給気システムを提供するものである。 The present invention solves the above-mentioned conventional problems, and lowers the outside temperature in a ship provided with a main engine that directly sucks air from the outside of the ship and a boiler that generates steam by exhaust heat of the main engine and a burner. It provides an engine room air supply system that can improve the combined fuel efficiency of the main engine and the boiler at the time.

上記課題を解決するため、本発明の機関室給気システムは、主機関と、該主機関の排熱及びバーナーにより蒸気を生成するボイラとを備えた船舶の機関室給気システムであって、船外からの空気を取り入れるための船外給気口と、該船外給気口から取り入れた空気を前記主機関に直接供給するための給気経路と、該給気経路に設けられた機関室内からの空気を取り入れるための機関室内給気口と、前記船外からの空気と前記機関室内からの空気との混合割合を調整する調整手段と、前記主機関の燃費と前記ボイラの燃費とを合算した燃費が向上するように前記調整手段を制御する制御手段とを有することを特徴とする。 In order to solve the above problems, the engine room air supply system of the present invention is a ship engine room air supply system including a main engine and a boiler that generates steam by exhaust heat of the main engine and a burner. An outboard air supply port for taking in air from the outboard, an air supply path for directly supplying the air taken in from the outboard air supply port to the main engine, and an engine provided in the air supply path. An engine room air supply port for taking in air from the room, an adjusting means for adjusting the mixing ratio of the air from the outside of the ship and the air from the engine room, the fuel consumption of the main engine, and the fuel consumption of the boiler. It is characterized by having a control means for controlling the adjusting means so as to improve the total fuel efficiency.

また好ましくは、前記制御手段が、前記ボイラの圧力に基づいて前記調整手段を制御することを特徴とする。 It is also preferable that the control means controls the adjusting means based on the pressure of the boiler.

また好ましくは、前記制御手段が、前記主機関の給気温度に基づいて前記調整手段を制御することを特徴とする。 Further, preferably, the control means controls the adjusting means based on the air supply temperature of the main engine.

また好ましくは、前記制御手段が、前記主機関の排ガス量、排ガス温度及び負荷の少なくとも１つに基づいて前記調整手段を制御することを特徴とする。 It is also preferable that the control means controls the adjusting means based on at least one of the exhaust gas amount, the exhaust gas temperature and the load of the main engine.

また好ましくは、前記船外給気口が、ウィングピラー部に設けられていることを特徴とする。 Further, it is preferable that the outboard air supply port is provided in the wing pillar portion.

本発明の機関室給気システムは、主機関と、主機関の排熱及びバーナーにより蒸気を生成するボイラとを備えた船舶の機関室給気システムである。そして、船外からの空気を船外給気口から取り入れ、船外給気口から取り入れた空気を給気経路により主機関に直接供給するようになっている。また、給気経路には機関室内からの空気を取り入れるための機関室内給気口が設けられており、船外からの空気と機関室内からの空気との混合割合を調整手段で調整するようになっている。さらに、主機関の燃費とボイラの燃費とを合算した燃費が向上するように制御手段が調整手段を制御するようになっている。従って、外気温低下時に主機関の排ガス温度が低下してボイラのバーナーによる追い焚きが必要になった場合に、機関室内の空気の混合割合を高めて主機関への給気温度を上昇させて排ガス温度を上昇させ、ボイラのバーナーによる追い焚きを抑制して主機関とボイラとの合算の燃費を改善することができる。 The engine room air supply system of the present invention is a ship engine room air supply system including a main engine and a boiler that generates steam by exhaust heat of the main engine and a burner. Then, the air from the outboard is taken in from the outboard air supply port, and the air taken in from the outboard air supply port is directly supplied to the main engine through the air supply route. In addition, the air supply path is provided with an air supply port in the engine room for taking in air from the engine room, so that the mixing ratio of the air from the outside of the ship and the air from the engine room is adjusted by the adjusting means. It has become. Further, the control means controls the adjusting means so that the total fuel consumption of the fuel consumption of the main engine and the fuel consumption of the boiler is improved. Therefore, when the exhaust gas temperature of the main engine drops when the outside air temperature drops and it becomes necessary to reheat with a boiler burner, the air mixing ratio in the engine room is increased to raise the supply air temperature to the main engine. It is possible to raise the exhaust gas temperature, suppress the reheating by the burner of the boiler, and improve the combined fuel consumption of the main engine and the boiler.

また、制御手段が、ボイラの圧力に基づいて調整手段を制御するようにした場合には、ボイラの圧力を判断基準として、合算の燃費が向上するように制御することができる。 Further, when the control means controls the adjusting means based on the pressure of the boiler, it can be controlled so that the total fuel consumption is improved by using the pressure of the boiler as a determination standard.

また、制御手段が、主機関の給気温度に基づいて調整手段を制御するようにした場合には、主機関の給気温度を判断基準として、合算の燃費が向上するように制御することができる。 Further, when the control means controls the adjusting means based on the supply air temperature of the main engine, the control means may be controlled so as to improve the total fuel consumption by using the supply air temperature of the main engine as a judgment standard. it can.

また、制御手段が、主機関の排ガス量、排ガス温度及び負荷の少なくとも１つに基づいて調整手段を制御するようにした場合には、主機関の排ガス量、排ガス温度及び負荷の少なくとも１つを判断基準として、合算の燃費が向上するように制御することができる。 Further, when the control means controls the adjusting means based on at least one of the exhaust gas amount, the exhaust gas temperature and the load of the main engine, at least one of the exhaust gas amount, the exhaust gas temperature and the load of the main engine is controlled. As a judgment criterion, it can be controlled so that the total fuel consumption is improved.

このように、本発明の機関室給気システムによれば、船外から直接空気を吸引する主機関と、主機関の排熱及びバーナーにより蒸気を生成するボイラとを備えた船舶において、外気温低下時の主機関とボイラとの合算の燃費を改善することができる。 As described above, according to the engine room air supply system of the present invention, the outside temperature in a ship provided with a main engine that directly sucks air from the outside of the ship and a boiler that generates steam by exhaust heat of the main engine and a burner. It is possible to improve the combined fuel consumption of the main engine and the boiler at the time of deterioration.

本発明の実施形態に係る機関室給気システムを備えた船舶の模式図である。It is a schematic diagram of the ship provided with the engine room air supply system which concerns on embodiment of this invention. 本発明の実施形態に係る機関室給気システムの構成図である。It is a block diagram of the engine room air supply system which concerns on embodiment of this invention. 従来例に係る機関室給気システムの構成図である。It is a block diagram of the engine room air supply system which concerns on the conventional example. 燃費のシミュレーション結果を示すグラフである。It is a graph which shows the simulation result of fuel consumption.

次に、図１乃至図４を参照して、本発明の実施形態に係る機関室給気システムについて説明する。図１は、本実施形態に係る機関室給気システムを備えた船舶１００の模式図である。なお図１は、船舶１００の居住区部分を後方から見ながら垂直方向に輪切りにした状態を示している。 Next, the engine room air supply system according to the embodiment of the present invention will be described with reference to FIGS. 1 to 4. FIG. 1 is a schematic view of a ship 100 provided with an engine room air supply system according to the present embodiment. Note that FIG. 1 shows a state in which the residential area portion of the ship 100 is sliced vertically while being viewed from the rear.

船舶１００の上甲板上には、操舵室や船員の居室等を有する居住区１が設置されている。居住区１から船幅方向には、左舷及び右舷に向けて、ウィング部２，２が突出している。また、ウィング部２，２を下方から支持するために、ウィング部２，２と上甲板上との間には、ウィングピラー部３，３が設置されている。図１に示したウィングピラー部は、１本の柱状部材であるが、このような構成に限らず、例えば２本の柱状部材を脚立のような八の字に配置した構成とするなどその形状は様々である。 On the upper deck of the ship 100, a residential area 1 having a wheelhouse, a sailor's room, and the like is installed. Wings 2 and 2 project from the residential area 1 toward the port and starboard sides in the width direction of the ship. Further, in order to support the wing portions 2 and 2 from below, wing pillar portions 3 and 3 are installed between the wing portions 2 and 2 and the upper deck. The wing pillar portion shown in FIG. 1 is a single columnar member, but the shape is not limited to this, for example, two columnar members are arranged in a figure eight like a stepladder. Is various.

ウィングピラー部３，３のうち一方（右舷側：図１の右側）のウィングピラー部３の上部には、船外給気口５が設けられている。船外給気口５は、ウィングピラー部３の前面（船舶の進行方向側の面）に設けることにより、船舶航行中に受ける風が船外給気口５から流入しやすくなるため好ましい。ただし、本実施形態においては、後述するように主機関が船外から直接空気を吸入するので、必ずしも前面に設ける必要はなく、側面や後面であってもよい。また、船外給気口５の高さは、海水飛沫の混入を抑制するために、上部に設けることが好ましい。 An outboard air supply port 5 is provided on the upper portion of the wing pillar portion 3 on one of the wing pillar portions 3 and 3 (starboard side: right side in FIG. 1). It is preferable to provide the outboard air supply port 5 on the front surface of the wing pillar portion 3 (the surface on the traveling direction side of the ship) because the wind received during the navigation of the ship can easily flow in from the outboard air supply port 5. However, in the present embodiment, since the main engine directly sucks air from the outside of the ship as described later, it is not always necessary to provide the air on the front surface, and the air surface may be on the side surface or the rear surface. Further, the height of the outboard air supply port 5 is preferably provided at the upper part in order to suppress the mixing of seawater droplets.

ウィングピラー部３の内部は空洞となっており、船外給気口５から取り入れられた空気の通路となっている。ウィングピラー部３の下端部は、上甲板の下方に埋設された給気管７の一端に接続されている。そして、給気管７の他端が機関室６０の内部に通じている。機関室６０には、主機関１０が設置されている。主機関１０には燃焼用空気を吸入するための空気吸入口（図示しない）が設けられており、給気管７と空気吸入口とが、接続管（図示しない）により直接接続されている。このように、ウィングピラー３と給気管７とにより、船外給気口５から取り入れた空気を主機関１０に直接供給するための給気経路５０が構成されている。 The inside of the wing pillar portion 3 is hollow, and serves as a passage for air taken in from the outboard air supply port 5. The lower end of the wing pillar portion 3 is connected to one end of the air supply pipe 7 embedded below the upper deck. The other end of the air supply pipe 7 leads to the inside of the engine room 60. The main engine 10 is installed in the engine room 60. The main engine 10 is provided with an air intake port (not shown) for sucking combustion air, and the air supply pipe 7 and the air intake port are directly connected by a connecting pipe (not shown). As described above, the wing pillar 3 and the air supply pipe 7 constitute an air supply path 50 for directly supplying the air taken in from the outboard air supply port 5 to the main engine 10.

主機関１０の運行時には、船外給気口５、ウィングピラー３、給気管７、接続管を経由して、船外の空気が主機関１０の空気吸入口に直接供給される。また、機関室６０内の空気は、煙突４を経由して船外に排出される。 When the main engine 10 is in operation, the outboard air is directly supplied to the air intake port of the main engine 10 via the outboard air supply port 5, the wing pillar 3, the air supply pipe 7, and the connecting pipe. Further, the air in the engine room 60 is discharged to the outboard via the chimney 4.

機関室６０内における給気経路５０の途中には、機関室内からの空気９を取り入れるための機関室内給気口８が設けられている。機関室内給気口８には、後述する調整手段（３方切換ダンパー）が設けられており、給気経路５０に機関室内からの空気９を流入させて、船外空気６と機関室内空気９と混合させて混合割合を調整することができるようになっている。 In the middle of the air supply path 50 in the engine room 60, an engine room air supply port 8 for taking in the air 9 from the engine room is provided. The engine room air supply port 8 is provided with an adjusting means (three-way switching damper) described later, and air 9 from the engine room is allowed to flow into the air supply path 50 to allow the outboard air 6 and the engine room air 9 to flow. It is possible to adjust the mixing ratio by mixing with.

図２は、本発明の実施形態に係る機関室給気システムの構成図である。船外給気口５から取り入れられた船外空気６は、給気経路５０を経由して主機関１０へと供給される。また、給気経路５０に設けられた機関室内給気口８から取り入れられた機関室内空気９も給気経路５０を経由して主機関１０へと供給される。機関室内給気口８には、調整手段として３方切換ダンパー３０が設けられており、主機関１０へと供給される船外空気６と機関室内空気９との混合割合が調整できるようになっている。 FIG. 2 is a block diagram of an engine room air supply system according to an embodiment of the present invention. The outboard air 6 taken in from the outboard air supply port 5 is supplied to the main engine 10 via the air supply path 50. Further, the engine room air 9 taken in from the engine room air supply port 8 provided in the air supply path 50 is also supplied to the main engine 10 via the air supply path 50. The engine room air supply port 8 is provided with a three-way switching damper 30 as an adjusting means, and the mixing ratio of the outboard air 6 supplied to the main engine 10 and the engine room air 9 can be adjusted. ing.

主機関１０から排出された排ガス１１は、ボイラ２０を経由した後で排出される。ボイラ２０は、ポンプ２２により蒸気ドラム２１に供給された水から、排ガス１１の排熱により蒸気を生成する。生成された蒸気は、船内の蒸気需要へと送られて使用される。 The exhaust gas 11 discharged from the main engine 10 is discharged after passing through the boiler 20. The boiler 20 generates steam from the water supplied to the steam drum 21 by the pump 22 by the exhaust heat of the exhaust gas 11. The generated steam is sent to the steam demand on board for use.

圧力スイッチ２４は、蒸気ドラム２１内の圧力を検出し、所定の圧力以下となった場合に、追い焚き手段であるバーナー２５を稼働させる。また、圧力コントローラー２６は、蒸気ドラム２１内の圧力を検出し、必要に応じてダンプ弁２７を開閉する。 The pressure switch 24 detects the pressure in the steam drum 21, and when the pressure becomes equal to or lower than a predetermined pressure, the burner 25, which is a reheating means, is operated. Further, the pressure controller 26 detects the pressure in the steam drum 21 and opens and closes the dump valve 27 as needed.

圧力変換器２８は、蒸気ドラム２１内の圧力を検出し、検出した圧力を制御用の電流信号に変換する。そして、変換された制御用信号に基づいて、制御手段４０が調整手段３０（３方切換ダンパー）の制御を行う。制御手段４０の制御は、主機関１０の燃費とボイラ２０の燃費とを合算した燃費が向上するように行われる。 The pressure converter 28 detects the pressure in the steam drum 21 and converts the detected pressure into a control current signal. Then, the control means 40 controls the adjusting means 30 (three-way switching damper) based on the converted control signal. The control of the control means 40 is performed so that the total fuel consumption of the fuel consumption of the main engine 10 and the fuel consumption of the boiler 20 is improved.

合算した燃費を向上させるには、例えば、蒸気ドラム２１内の圧力を監視しながら、バーナー２５を極力起動させないようにダンパー制御することで行うことができる。すなわち、ボイラ２０の追い焚きが発生する（バーナー２５を起動させる必要のある）蒸気ドラム２１内の圧力を基準圧力とし、調整手段３０（３方切換ダンパー）の開度を比例制御して、基準圧力より下がれば機関室内空気９からの給気を増やし、基準圧力より上がれば船外給気６の給気を増やすようにすればよい。 The combined fuel consumption can be improved, for example, by controlling the damper so as not to start the burner 25 as much as possible while monitoring the pressure in the steam drum 21. That is, the pressure in the steam drum 21 where the reheating of the boiler 20 occurs (the burner 25 needs to be activated) is used as the reference pressure, and the opening degree of the adjusting means 30 (three-way switching damper) is proportionally controlled to be the reference. If the pressure drops below the pressure, the air supply from the engine room air 9 may be increased, and if the pressure rises above the reference pressure, the supply air of the outboard air supply 6 may be increased.

図３は、従来例に係る機関室給気システムの構成図である。本実施形態と比較すると、機関室内給気口８、調整手段（３方切換ダンパー）３０、制御手段４０が設けられておらず、主機関１０へは船外給気口５からの船外空気６のみが供給されるようになっている。 FIG. 3 is a configuration diagram of an engine room air supply system according to a conventional example. Compared with this embodiment, the engine room air supply port 8, the adjusting means (three-way switching damper) 30, and the control means 40 are not provided, and the outboard air from the outboard air supply port 5 is provided to the main engine 10. Only 6 is supplied.

図４に、コンピュータシミュレーションによる実施例を示す。シミュレーション条件は以下の通りである。
＜主機燃費＞
Ｉ．Ｓ．Ｏ．条件（機関室温度：２５℃、冷却水温度：２５℃）における主機燃費率をベースとし、外気温（＝吸気温度）の変化を主機燃費率に考慮し主機燃費として算出した。
＜ボイラ燃費＞
主機負荷：Ｃ．Ｓ．Ｏ．（常用航海速力）、機関室温度：２５℃における主機の排ガス量・温度からボイラを選定した。船内必要蒸気量は常用航海中（主機負荷Ｃ．Ｓ．Ｏ．）かつ冬場の温度条件（外気温：２℃、海水：５℃、機関室温度：２５℃）で算出した。
外気温をグラフに記載の温度とした場合の主機排ガス量・温度に対し、選定したボイラから得られる蒸気量を確認し、船内必要蒸気量に対しての不足分を算出し追い焚きによる燃費悪化分として計上してグラフを作成した。
＜実施例＞
図２に示す構成（本発明の実施形態）の機関室給気システム
＜比較例１＞
図３に示す構成（従来例）の機関室給気システム（船外空気のみを吸入）
＜比較例２＞
通常の機関室給気システム（機関室内空気のみを吸入） FIG. 4 shows an example by computer simulation. The simulation conditions are as follows.
<Main engine fuel efficiency>
I. S. O. Based on the main engine fuel consumption rate under the conditions (engine room temperature: 25 ° C., cooling water temperature: 25 ° C.), the change in the outside air temperature (= intake air temperature) was taken into consideration in the main engine fuel consumption rate and calculated as the main engine fuel consumption.
<Boiler fuel economy>
Main engine load: C.I. S. O. (Regular voyage speed), engine room temperature: The boiler was selected based on the amount and temperature of the main engine's exhaust gas at 25 ° C. The required amount of steam on board was calculated under normal voyage (main engine load CSO) and winter temperature conditions (outside air temperature: 2 ° C, seawater: 5 ° C, engine room temperature: 25 ° C).
Check the amount of steam obtained from the selected boiler with respect to the amount and temperature of the main engine exhaust gas when the outside air temperature is the temperature shown in the graph, calculate the shortfall with respect to the required amount of steam inside the ship, and deteriorate fuel efficiency due to reheating. The graph was created by counting as minutes.
<Example>
Engine room air supply system having the configuration shown in FIG. 2 (the embodiment of the present invention) <Comparative Example 1>
Engine room air supply system with the configuration shown in Fig. 3 (conventional example) (inhaling only outboard air)
<Comparative example 2>
Normal engine room air supply system (inhales only engine room air)

図４に示すように、実施例は外気温が低い条件から高い条件まで良好な燃費であるのに対して、比較例１は外気温が低い場合の燃費が悪化し、比較例２は外気温が高い場合の燃費が悪化することがわかる。 As shown in FIG. 4, the example has good fuel efficiency from low to high outside air temperature, whereas the comparative example 1 has poor fuel efficiency when the outside air temperature is low, and the comparative example 2 has an outside air temperature. It can be seen that the fuel efficiency deteriorates when the temperature is high.

本実施形態に係る機関室給気システムは、主機関１０と、主機関１０の排熱及びバーナー２５により蒸気を生成するボイラ２０とを備えた船舶１００の機関室給気システムである。そして、船外からの空気を船外給気口５から取り入れ、船外給気口５から取り入れた空気を給気経路５０により主機関１０に直接供給するようになっている。また、給気経路５０には機関室内からの空気を取り入れるための機関室内給気口８が設けられており、船外からの空気と機関室内からの空気との混合割合を調整手段３０で調整するようになっている。さらに、主機関１０の燃費とボイラ２０の燃費とを合算した燃費が向上するように制御手段４０が調整手段３０を制御するようになっている。従って、外気温低下時に主機関１０の排ガス温度が低下してボイラ２０のバーナー２５による追い焚きが必要になった場合に、機関室内の空気の混合割合を高めて主機関１０への給気温度を上昇させて排ガス温度を上昇させ、ボイラ２０のバーナー２５による追い焚きを抑制して燃費を改善することができる。 The engine room air supply system according to the present embodiment is an engine room air supply system of a ship 100 including a main engine 10 and a boiler 20 that generates steam by exhaust heat of the main engine 10 and a burner 25. Then, the air from the outboard is taken in from the outboard air supply port 5, and the air taken in from the outboard air supply port 5 is directly supplied to the main engine 10 by the air supply path 50. Further, the air supply path 50 is provided with an engine room air supply port 8 for taking in air from the engine room, and the mixing ratio of the air from the outside of the ship and the air from the engine room is adjusted by the adjusting means 30. It is designed to do. Further, the control means 40 controls the adjusting means 30 so that the total fuel consumption of the fuel consumption of the main engine 10 and the fuel consumption of the boiler 20 is improved. Therefore, when the exhaust gas temperature of the main engine 10 drops when the outside air temperature drops and reheating by the burner 25 of the boiler 20 becomes necessary, the mixing ratio of the air in the engine room is increased to supply the air temperature to the main engine 10. The exhaust gas temperature can be raised, and the reheating by the burner 25 of the boiler 20 can be suppressed to improve the fuel efficiency.

また、制御手段４０が、ボイラ２０の圧力に基づいて調整手段を制御することで、ボイラ２０の圧力を判断基準として、合算の燃費が向上するように制御することができる。 Further, the control means 40 controls the adjusting means based on the pressure of the boiler 20, so that the total fuel consumption can be improved by using the pressure of the boiler 20 as a determination standard.

このように、本実施形態に係る機関室給気システムによれば、船外から直接空気を吸引する主機関と、主機関の排熱及びバーナーにより蒸気を生成するボイラとを備えた船舶において、外気温低下時の主機関とボイラとの合算の燃費を改善することができる。 As described above, according to the engine room air supply system according to the present embodiment, in a ship provided with a main engine that directly sucks air from the outside of the ship and a boiler that generates steam by exhaust heat of the main engine and a burner. It is possible to improve the combined fuel consumption of the main engine and the boiler when the outside temperature drops.

以上、本発明の実施形態に係る機関室給気システムについて説明したが、本発明は上述した実施の形態に限定されるわけではなく、その他種々の変更が可能である。例えば、上記実施形態では、船外給気口をウィングピラー部に設けたが、船外からの空気を取り入れることができるものであればよい。 Although the engine room air supply system according to the embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and various other modifications can be made. For example, in the above embodiment, the outboard air supply port is provided in the wing pillar portion, but any air supply port that can take in air from the outboard may be used.

また、上記実施形態では、制御手段が調整手段を制御する場合の判断基準をボイラ圧力としたが、その他にも主機関の給気温度、主機関の排ガス量、排ガス温度、負荷等とすることもできる。その場合には、主機関の給気温度、主機関の排ガス量、排ガス温度、負荷等に対し、ボイラ２０の追い焚きが発生する（バーナー２５を起動させる必要のある）基準値を設定し、基準値を上回るか下回るかに応じて、調整手段３０（３方切換ダンパー）の開度を比例制御すればよい。 Further, in the above embodiment, the criterion for determining when the control means controls the adjusting means is the boiler pressure, but in addition, the supply air temperature of the main engine, the exhaust gas amount of the main engine, the exhaust gas temperature, the load, etc. are used. You can also. In that case, the reference value at which the boiler 20 is reheated (the burner 25 needs to be started) is set for the supply air temperature of the main engine, the exhaust gas amount of the main engine, the exhaust gas temperature, the load, and the like. The opening degree of the adjusting means 30 (three-way switching damper) may be proportionally controlled according to whether the value exceeds or falls below the reference value.

１ 居住区
２ ウィング部
３ ウィングピラー部
４ 煙突
５ 船外給気口
６ 船外空気
７ 給気管
８ 機関室内給気口
９ 機関室内空気
１０ 主機関
１１ 排ガス
２０ ボイラ
２１ 蒸気ドラム
２２ ポンプ
２３ 水又は蒸気
２４ 圧力スイッチ
２５ 追い焚き手段（バーナー）
２６ 圧力コントローラー
２７ ダンプ弁
２８ 圧力変換器
３０ 調整手段（３方切換ダンパー）
４０ 制御手段
５０ 給気経路
６０ 機関室
１００ 船舶 1 Residential area 2 Wing section 3 Wing pillar section 4 Chimney 5 Outboard air supply port 6 Outboard air 7 Air supply pipe 8 Engine room air supply port 9 Engine room air 10 Main engine 11 Exhaust gas 20 Boiler 21 Steam drum 22 Pump 23 Water or Steam 24 Pressure switch 25 Reheating means (burner)
26 Pressure controller 27 Dump valve 28 Pressure transducer 30 Adjusting means (3-way switching damper)
40 Control means 50 Air supply route 60 Engine room 100 Ship

Claims (4)

主機関と、該主機関の排熱及びバーナーにより蒸気を生成するボイラとを備えた船舶の機関室給気システムであって、
船外からの空気を取り入れるための船外給気口と、該船外給気口から取り入れた空気を前記主機関に直接供給するための給気経路と、該給気経路に設けられた機関室内からの空気を取り入れるための機関室内給気口と、前記船外からの空気と前記機関室内からの空気との混合割合を調整する調整手段と、前記主機関の燃費と前記ボイラの燃費とを合算した燃費が向上するように前記調整手段を制御する制御手段とを有することを特徴とする機関室給気システム。 An engine room air supply system for a ship equipped with a main engine and a boiler that generates steam by exhaust heat of the main engine and a burner.
An outboard air supply port for taking in air from the outboard, an air supply path for directly supplying the air taken in from the outboard air supply port to the main engine, and an engine provided in the air supply path. An air supply port in the engine room for taking in air from the room, an adjusting means for adjusting the mixing ratio of the air from the outboard and the air from the engine room, the fuel consumption of the main engine, and the fuel consumption of the boiler. An engine room air supply system comprising a control means for controlling the adjusting means so as to improve the total fuel efficiency. 前記制御手段が、前記ボイラの圧力に基づいて前記調整手段を制御することを特徴とする請求項１に記載の機関室給気システム。 The engine room air supply system according to claim 1, wherein the control means controls the adjusting means based on the pressure of the boiler. 前記制御手段が、前記主機関の給気温度に基づいて前記調整手段を制御することを特徴とする請求項１に記載の機関室給気システム。 The engine room air supply system according to claim 1, wherein the control means controls the adjusting means based on the air supply temperature of the main engine. 前記制御手段が、前記主機関の排ガス量、排ガス温度及び負荷の少なくとも１つに基づいて前記調整手段を制御することを特徴とする請求項１に記載の機関室給気システム。 The engine room air supply system according to claim 1, wherein the control means controls the adjusting means based on at least one of the exhaust gas amount, the exhaust gas temperature, and the load of the main engine.
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