JP3986517B2 - Ballast water heat sterilizer and heat sterilization method thereof - Google Patents

Description

  The present invention relates to a ballast water heat sterilization apparatus using heat supplied from a turbocharger for supplying compressed air to a marine engine and a method for heat sterilization of ballast water using this apparatus.

When the ship is empty or when there is little cargo, it is necessary to ensure the balance of the ship and the depth of submergence of the propeller. Water is injected, and this ballast water is discharged in the sea area where the ship with the different environment moves.
By the way, when ballast water is poured and drained in sea areas with different environments, the coastal ecosystem is destroyed due to the difference in microorganisms contained in the ballast water, resulting in damage to economic activities (fishing activities, etc.) and human health. It appears as a problem (pathogenic bacteria, etc.). In order to prevent such problems, there is a method of exchanging ballast water on the ocean that is not a coastal sea area. There are two methods for exchanging ballast water: one is to drain and pour water into each ballast tank in sequence, and the other is to flood the ballast tank with a large amount of seawater. The former is necessary for ship safety. Sloshing that not only requires extremely complicated operations to always satisfy load uniformity, submersion depth of propeller, etc., but also makes the hull swing even more intense by synchronizing the hull swing due to waves and ballast water. There is a risk of causing a dangerous phenomenon. Further, the latter has problems such as an increase in ballast tank pressure and a large amount of fuel cost due to water injection several times the ballast tank capacity.

  In addition to the above ballast water exchange method, treatment of ballast water itself has also been proposed. As treatment of the ballast water itself, sterilization treatment and filtration treatment with chemicals have been proposed. However, these methods have problems of environmental impact due to chemicals and problems of cost. Also, a sterilization method by heating has been proposed, and this sterilization method by heating uses exhaust heat from various heat generating devices in the engine room of the ship. For example, Japanese Patent Application Laid-Open No. 2003-181443 discloses a technique for heat sterilizing ballast water using high-temperature exhaust gas discharged from a main engine of a ship.

Based on FIG. 5 of this Unexamined-Japanese-Patent No. 2003-181443, said technique is demonstrated.
Ballast water from the ballast pump 118 is heated in the second heat exchanger 120b using the primary cooling water heated in the first heat exchanger 120a by the exhaust gas from the gas turbine 113, which is the main engine. Supplied to the ballast tanks 111 and 112. The temperature of the ballast water is maintained at 40 or more for 8 minutes (or 45 ° C. or more for 3 minutes) by the second heat exchanger 120b, and the control is performed by the temperature control system 121 and the temperature sensor 122. As an effect, the main engine is provided as a gas turbine, and the extremely high temperature exhaust gas discharged from the gas turbine is subjected to heat exchange in the primary heat exchanger by the primary cooling water. The ballast water from the ballast pump is heated by the second heat exchanger with the heated primary cooling water, and the ballast water is efficiently and accurately heated. .

  As described above, there are various heat generating engines in a ship, and one of them is a turbocharger for efficiently burning a marine main engine. A turbocharger is a device that sends a large amount of high-density air to the ship's main engine in order to increase the output of the ship's main engine. This high-density air uses compressed air created by the exhaust pressure of the ship's main engine. Yes. When air is compressed, it generates heat (120-130 ° C in this case). However, when the compressed air that has been heated is directly put into the cylinder of a marine main engine, the density of compressed air that has increased in volume due to heat generation is thin, so the combustion efficiency Becomes worse.

  Therefore, the compressed air is cooled to about 45 ° C. by a heat exchanger (intercooler) that cools the compressed air with seawater. The outline of this conventional turbocharger will be described with reference to FIG.

The compressed air produced by the turbocharger 4 is supplied to a cylinder (not shown) of the marine main engine 2 by a scavenging duct 6, and a single heat exchanger 10 is provided in the scavenging duct 6. It is attached. Seawater (the temperature of the seawater varies depending on the sea area and the seasons, except for special sea areas, is approximately 15 ° C to 32 ° C) from the ship bottom suction port 16 is sucked into the seawater by the heat exchanger 10 and the seawater. Heat exchange is performed with the compressed air flowing through the scavenging duct 6, and the seawater after the heat exchange is discharged from the outboard discharge port 18. By such a mechanism, the high-temperature compressed air that was initially 120 to 130 ° C. is cooled to about 45 ° C. and supplied to the cylinder (not shown) of the marine main engine 2.
JP 2003-181443 A

  However, the applicant of the present application aims at a heating temperature of 50 to 60 ° C. in order to further ensure the sterilizing effect of the ballast water. In the technique disclosed in Japanese Patent Laid-Open No. 2003-181443, the temperature of the heated ballast water is about 40 ° C., and does not reach the heating temperature targeted by the applicant of the present application. In the technique disclosed in this publication, the exhaust gas discharged from the main engine is heat-exchanged by the primary heat exchanger with the primary cooling water, and the second heat is generated by the primary cooling water heated thereby. Since the ballast water is heated by the exchanger, the ballast water heating apparatus is also complicated.

  On the other hand, it is conceivable to circulate ballast water as the cooling water for the heat exchanger attached to the scavenging duct of the conventional turbocharger. However, as the temperature of the ballast water rises, the cooling of the heat exchanger of the scavenging duct is cooled. The capacity is reduced and the output of the marine main engine is reduced.

  Therefore, the present invention uses the heat of compressed air that becomes a high temperature of the turbocharger, can achieve a predetermined heating temperature of the ballast water, and does not reduce the output of the marine main engine. In addition, an object is to provide an economical sterilization method applied to this apparatus.

In order to achieve the above object, a ballast water heating and sterilization apparatus according to the first aspect of the present invention includes a first scavenging unit in order from the upstream side to a scavenging duct cooler of a turbocharger that supplies compressed air to a marine main engine. A duct heat exchanger and a second scavenging duct heat exchanger are provided, and a ballast tank and a first cooling pump are annularly connected to the first scavenging duct heat exchanger, and a first ballast water circulation circuit is provided. The bottom suction port and the second cooling pump are connected in this order to the upstream side of the second scavenging duct heat exchanger, and further, the downstream side of the second scavenging duct heat exchanger is A scavenging duct cooling circuit is formed by being connected to the outboard discharge port.
The ballast water heat sterilization apparatus according to claim 2 of the present application is the ballast water heat sterilization apparatus according to claim 1, wherein the first three-way is provided between the ship bottom inlet and the second cooling pump. A valve is interposed, one end of the first three-way valve is connected to the ballast tank, and a second three-way valve is interposed between the second scavenging duct heat exchanger and the outboard discharge port. One end of the second three-way valve is connected to the ballast tank, and the second scavenging duct heat exchanger, the second three-way valve, the ballast tank, the first three-way valve, and the second cooling The pumps are annularly connected in this order to form a second ballast water circulation circuit.
A ballast water heat sterilizer according to claim 3 of the present application is the ballast water heat sterilizer according to claim 1 or claim 2, wherein at least the marine main engine, its lubricating oil, and its steam are used. A pipe branched from a pipe connecting the second cooling pump and the second scavenging duct heat exchanger is connected to the upstream side of the engine room heat exchanger that cools the drain. The downstream side of the exchanger is connected to a pipe line that joins a pipe line that connects the second scavenging duct heat exchanger and the second three-way valve.
Furthermore, the method for heat sterilization of ballast water according to the invention of claim 4 is the method for heat sterilization of the ballast water heat sterilizer according to claim 2, wherein the ballast water is heated until the ballast water reaches a predetermined temperature. Only the second cooling pump is activated, and the first three-way valve and the second three-way valve are “the ballast water circulation side is open”, whereby the second ballast tank water circulation circuit is opened and the scavenging duct cooling circuit is opened. When the ballast water is circulated in the second ballast tank water circulation circuit to cool the scavenging duct and the ballast water is heated, and the ballast water exceeds a predetermined temperature, the first ballast water is further cooled. When the cooling pump is activated and the first three-way valve and the second three-way valve are “ballast water circulation side closed”, the second ballast tank water circulation circuit is shut off. The scavenging duct cooling circuit is opened and seawater flows through the scavenging duct cooling circuit to cool the scavenging duct, while the first ballast tank water circulation circuit is opened and the first ballast tank water circulation is opened. The ballast water is circulated in the circuit to heat the ballast water. When the ballast water reaches a target temperature, the first cooling pump is stopped and the circulation of the ballast water is stopped.
The ballast water heat sterilization method according to the invention of claim 5 is the heat sterilization method of the ballast water heat sterilization apparatus according to claim 3, wherein the ballast water is heated until the ballast water reaches a predetermined temperature. Only the second cooling pump is activated, and the first three-way valve and the second three-way valve are “the ballast water circulation side is open”, whereby the second ballast tank water circulation circuit is opened and the scavenging duct cooling circuit is opened. Is shut off and the ballast water circulates in the second ballast tank water circulation circuit to cool the scavenging duct and the engine room equipment and the ballast water is heated, and when the ballast water exceeds a predetermined temperature, Further, when the first cooling pump is activated and the first three-way valve and the second three-way valve are “ballast water circulation side closed”, the second ballast tank The scavenging water circulation circuit is shut off, the scavenging duct cooling circuit is opened, and seawater flows through the scavenging duct cooling circuit to cool the scavenging duct and the engine room equipment, while the first ballast tank water circulation circuit is opened. When the ballast water circulates in the first ballast tank water circulation circuit and the ballast water is heated and the ballast water reaches a target temperature, the first cooling pump stops and the ballast water circulates. Is stopped.

As described above, according to the first aspect of the present invention, since the heat exchangers constituting the ballast water circulation circuit and the scavenging duct cooling circuit are separately provided, the following effects can be obtained. That is,
(1) Since the scavenging duct is cooled exclusively by the scavenging duct cooling circuit, the cooling capacity of the scavenging duct does not decrease even if the supply air heat that flows through the scavenging duct is used for heating the ballast water. .
(2) Since the first scavenging duct heat exchanger constituting the ballast water circulation circuit is disposed on the upstream side of the scavenging duct, the ballast water is heated by the high-temperature compressed air, and the ballast water is heated. High efficiency.
(3) In the present invention, ballast water is directly used as cooling water. For this reason, the temperature of ballast water can be raised efficiently.

  Further, according to the invention of claim 2, since the second ballast water circulation circuit is formed by being connected to the scavenging duct cooling circuit, the ballast water is heated while circulating the ballast water, It is economical because the scavenging duct can be cooled.

According to the third aspect of the present invention, since the engine room heat exchanger is connected to the scavenging duct cooling circuit, the following effects are obtained. That is,
(1) It is economical because one circuit can cool the scavenging duct and the engine room equipment. The engine room equipment here refers to equipment that is subject to the central cooling system with one cooler for equipment that requires cooling, such as the main engine, lubricating oil, and steam drains installed in the engine room. pointing.
(2) When the ballast water is heated using the second ballast water circulation circuit according to the second aspect, the heat of the engine room equipment can be used together with the heat of the scavenging duct. Can be heated.

Furthermore, the invention according to claim 4 of the present application has the following effects. That is,
(1) Until the ballast water reaches a predetermined temperature, the second ballast water circulation circuit is opened to heat the ballast water. In this case, only the second cooling pump is activated and the ballast water is started. It is very economical because it heats the water and cools the scavenging duct.
(2) When the ballast water exceeds a predetermined temperature, the first cooling pump is started together with the second cooling pump, the second ballast water circulation circuit is shut off, and the first ballast water circulation circuit is opened, While the ballast water is heated by the first ballast water circulation circuit, the scavenging duct cooling circuit is opened and the scavenging duct is cooled by fresh seawater flowing through the scavenging duct cooling circuit, so when the ballast water is heated At the same time, since the cooled compressed air is supplied to the marine main engine, the output of the marine main engine is not reduced.
(3) In the case of the above (2), the scavenging duct is provided with the first scavenging duct heat exchanger and the second scavenging duct heat exchanger, and the scavenging duct is cooled by the first scavenging duct. Since it is cooled by the circuit and also by the first ballast water circulation circuit, the temperature of the compressed air can be lowered more efficiently.
(4) When the ballast water reaches the target temperature, the first cooling pump is stopped and the circulation of the ballast water is also stopped, which saves fuel costs.

  And according to the invention concerning Claim 5 of this application, in order to use the heat sterilization apparatus of the ballast water of Claim 3, in addition to the effect of said heat sterilization method, while sterilizing ballast water, it is an engine room. Equipment can be cooled.

  Hereinafter, an embodiment according to the best mode for carrying out the present invention will be described with reference to FIGS. 1 and 2 are schematic views of a heat sterilization apparatus for ballast water according to the present embodiment, where a thick solid line in FIG. 1 indicates a first ballast water circulation circuit, and a thick dotted line indicates a scavenging duct cooling circuit. The thick solid line in FIG. 2 shows the second ballast water circulation circuit. FIG. 3 is a heat sterilization flowchart of the heat sterilization apparatus for ballast water according to the present embodiment.

1 and 2, reference numeral 2 is a main engine, reference numeral 4 is a turbocharger, reference numeral 6 is a scavenging duct, reference numeral 8 is a ballast tank, reference numeral 10 is a scavenging duct heat exchanger, reference numerals 10a and 10b are first scavenging air, respectively. The duct heat exchanger and the second scavenging duct heat exchanger, reference numeral 12 is an engine room heat exchanger, reference numeral 14 is a cooling pump, reference numerals 14a and 14b are first and second cooling pumps, respectively. A ship bottom suction port, reference numeral 18 is an outboard discharge port, reference numeral 20 is a three-way valve, reference numerals 20a and 20b are first three-way valves and second two-way valves, reference numeral 22 is a ballast tank opening / closing valve, reference numeral 24 is a temperature sensor, Reference numerals 24a and 24b are a first temperature sensor and a second temperature sensor, reference numeral 26 is a ballast temperature control device, and reference numerals 26a and 26b are first ballasts, respectively. In degrees controller and the second ballast temperature controller.
In addition, about the said code | symbol, the same code | symbol is attached | subjected to the element same as what was shown in FIG. 4, and the overlapping description about the structure and effect is abbreviate | omitted.

The compressed air produced by the turbocharger 4 is supplied to the main engine 2 by the scavenging duct 6. The scavenging duct 6 has a first scavenging duct heat exchanger 10 a and a second scavenging duct in order from the upstream side. A heat exchanger 10b is provided. The engine room equipment is cooled by a single cooler, and an engine room heat exchanger 12 is disposed in this cooler.
In FIG. 1 and FIG. 2, only two ballast tanks 8a and 8b are shown in the ballast tank 8, but a large number of ballast tanks are provided in the ship, and the ballast tanks 8a and 8b are It is only an example.

  As shown by the thick solid line in FIG. 1, the first ballast water circulation circuit is connected to the first scavenging duct heat exchanger 10a, the ballast tank 8, the first cooling pump 14a, and pipes connecting the respective devices to each other. It is comprised, and the arrow A in FIG. 1 has shown the circulation direction of the ballast water. Further, a temperature sensor 24a is attached to the pipe line forming the first ballast water circulation circuit, and information of the first temperature sensor 24a is sent to the first ballast temperature control device 26a. Further, ballast tank opening / closing valves 22, 22... Are interposed in pipes in the vicinity of unillustrated water inlets and drain outlets of the ballast tanks 8 a, 8 b,. 22 is remotely controlled and opened and closed by the first ballast temperature control device 26a.

When the first cooling pump 14a is activated, ballast water circulates in the direction of arrow A in the first ballast water circulation circuit. That is, the ballast water in the ballast tank 8 is sent from the drain port of the ballast tank 8 to the first ballast water circulation circuit and enters the first scavenging duct heat exchanger 10a via the first cooling pump 14a. After exchanging heat with the compressed air flowing through the scavenging duct 6, it returns to the ballast tank 8.
In this embodiment, when the ballast water is heated by the first ballast water circulation circuit, the ballast water is heated for each ballast tank. That is, first, the ballast tank open / close valves 22 and 22 attached to the ballast tank 8a are “open” (in this case, the ballast tank open / close valves 22 and 22 attached to the ballast tank 8 other than the ballast tank 8a are “closed”. The ballast water in the ballast tank 8a is circulated and heated in the first ballast water circulation circuit. When the ballast water reaches the target temperature (50 to 60 ° C. in this embodiment), the first temperature sensor 24a senses the temperature of the ballast water and sends a signal to that effect to the first ballast temperature control device 26a. Send. Upon receiving the signal, the first ballast temperature control device 26a sets the ballast tank on / off valves 22 and 22 attached to the ballast tank 8a to “closed” and opens the ballast tank on / off valves 22 and 22 attached to the ballast tank 8b to “open”. " Then, the ballast water in the ballast tank 8b is circulated in the first ballast water circulation circuit and heated.
In this way, the ballast water in the ballast tanks 8a, 8b,... Is sequentially heated and sterilized.

  On the other hand, the scavenging duct cooling circuit includes a ship bottom inlet 16, a first three-way valve 20a, a second cooling pump 12b, a second scavenging duct heat exchanger 10b, and a second as shown by a thick dotted line in FIG. From the main circuit composed of the three-way valve 20b, the outboard discharge port 18 and pipes connecting the respective devices to each other, and the pipe connecting the second cooling pump 12b and the second scavenging duct heat exchanger 10b. The branched pipe line is connected to the upstream side of the engine room heat exchanger 12, and the downstream side of the engine room heat exchanger 12 joins the pipe line connecting the second scavenging duct heat exchanger 10b and the second three-way valve 20b. 1, the arrow B and the arrow B1 in FIG. 1 indicate the flow direction of seawater in the main circuit, and the arrow B and the arrow B2 indicate the flow of seawater in the subcircuit. Shows direction.

When the second cooling pump 14b is activated, fresh seawater is drawn from the ship bottom suction port 16 and delivered in the direction of arrow B. In this case, the first three-way valve 20a and the second three-way valve 20b are open in a direction in which the scavenging duct cooling circuit side is opened, and fresh seawater sucked from the ship bottom inlet 16 is in the first three-way A part of the fresh seawater sent from the second cooling pump 14b is sent to the second scavenging duct heat exchanger 10b, reaching the second cooling pump 14b via the valve 20a (arrow B). (Arrow B1) On the other hand, the other seawater is sent to the engine room heat exchanger 12 (arrow B2).
Then, the seawater sent to the second scavenging duct heat exchanger 10b enters the second scavenging duct heat exchanger 10b, exchanges heat with the compressed air flowing through the scavenging duct 6, and then the second scavenging duct heat exchanger 10b. Seawater discharged from the scavenging duct heat exchanger 10b (arrow B1), while seawater sent to the engine room heat exchanger 12 enters the engine room heat exchanger 12, exchanges heat with the engine room equipment, and then the engine. It is discharged from the room heat exchanger 12 (arrow B2). Further, the seawater after the heat exchange discharged from the second scavenging duct heat exchanger 10b and the engine room heat exchanger 12 is discharged out of the ship from the outboard discharge port 18 via the second three-way valve 20b. (Arrow B).

As shown by the thick solid line in FIG. 2, the second ballast water circulation circuit is connected to the second scavenging duct heat exchanger 10b, the ballast tank 8, the second cooling pump 14b, and pipes connecting the respective devices to each other. The main circuit configured, and the pipe branched from the pipe connecting the second cooling pump 12b and the second scavenging duct heat exchanger 10b are connected to the upstream side of the engine room heat exchanger 12 to exchange the engine room heat. The downstream side of the vessel 12 is composed of a second scavenging duct heat exchanger 10b and a secondary circuit to which a pipeline joined to the pipeline connecting the second three-way valve 20b is connected, as shown in FIG. Arrow C and arrow C1 indicate the circulation direction of the ballast water in the main circuit, and arrow C and arrow C2 indicate the circulation direction of the ballast water in the sub circuit.
Further, a second temperature sensor 24b is attached to the pipe line forming the second ballast water circulation circuit, and information of the second temperature sensor 24b is sent to the second ballast temperature control device 26b. The first three-way valve 20a and the second three-way valve 20b are opened / closed by the second ballast temperature control device 26b.

When the second cooling pump 14b is activated, ballast water circulates in the direction of arrow C in the second ballast water circulation circuit. That is, in this case, the first three-way valve 20a and the second three-way valve 20b are “open” in the direction in which the second ballast water circulation circuit is opened, and the ballast water in the ballast tank 8 is It is sent out from the drain of the ballast tank 8 to the second ballast water circulation circuit, enters the first scavenging duct heat exchanger 10a through the first three-way valve 20a (arrow C), and from the second cooling pump 14b. Part of the ballast water to be sent is sent to the second scavenging duct heat exchanger 10b (arrow C1), while the ballast water is sent to the engine room heat exchanger 12 (arrow C2).
Then, the ballast water sent to the second scavenging duct heat exchanger 10b enters the second scavenging duct heat exchanger 10b, exchanges heat with the compressed air flowing through the scavenging duct 6, and then the second After being discharged from the scavenging duct heat exchanger 10b (arrow C1), the ballast water sent to the engine room heat exchanger 12 enters the engine room heat exchanger 12 and exchanges heat with the engine room equipment. The engine room heat exchanger 12 is discharged. Furthermore, the ballast water after the heat exchange discharged from the second scavenging duct heat exchanger 10b and the engine room heat exchanger 12 returns to the ballast tank 8 (arrow C).

  When the ballast water reaches a predetermined temperature (38 ° C. in the present embodiment), the second temperature sensor 24b senses the temperature of the ballast water and transmits a signal to that effect to the second ballast temperature control device 26b. . Upon receiving the signal, the second ballast temperature control device 26b activates the first cooling pump 14a, and the first three-way valve 20a and the second three-way valve 20b are “closed” with respect to the second ballast water circulation circuit. Then, the scavenging duct cooling circuit side becomes “open”, the second ballast water circulation circuit is cut off, and the scavenging duct cooling circuit is opened. As described above, the ballast water circulates in the second ballast water circulation circuit, while fresh seawater flows in the scavenging duct cooling circuit.

  In the present embodiment, a pipe line connecting the ballast tank 8 of the first ballast water circulation circuit and the first cooling pump 14a, and a pipe line connecting the first scavenging duct heat exchanger 10a and the ballast tank 8 are used. Each of the three-way valves is connected to a ship bottom suction port separate from the ship bottom suction port 16 and an outboard discharge port separate from the outboard discharge port 18. That is, the first ballast water circulation circuit includes the ship bottom suction port → the three-way valve → the first cooling pump 14a → the first scavenging duct heat exchanger 10a → the three-way valve → the outboard discharge port. Is formed. This circuit has the same configuration as that of the scavenging duct cooling circuit, and when the scavenging duct cooling circuit is troubled, the scavenging duct cooling circuit can be substituted for cooling the scavenging duct cooling circuit.

Below, the heat sterilization method of the heat sterilization apparatus of the ballast water based on a present Example is demonstrated.
The ballast tanks 8a, 8b,... Are provided with liquid level gauges, and the seawater is supplied to the ballast tanks 8a, 8b,. Water is poured into the inside (step S1). Initially, the first three-way valve 20a and the second three-way valve 20b are "open" on the ballast water circulation side, the second ballast water circulation circuit is opened, and the second cooling pump 12b is activated ( Step S2). The ballast water in the ballast tanks 8a, 8b, ... is heated by the second scavenging duct heat exchanger 10b and the engine room heat exchanger 12 while circulating in the second ballast water circulation circuit (step) S3).

  When the circulating ballast water reaches a predetermined temperature (38 ° C. in the present embodiment as described above), the first ballast water temperature control device 26a that has received the signal information from the first temperature sensor 24a. Thus, the first cooling pump 12a is activated (the second cooling pump 12b is also continuously operated), and the first three-way valve 20a and the second three-way valve 20b are “closed” to the ballast water circulation side (step S4). ). By the series of operations of the three-way valve, the second ballast water circulation circuit is shut off and the scavenging duct cooling circuit is opened.

  When the first cooling pump 12a is activated, the ballast water is heated by the first scavenging duct heat exchanger 10a while circulating in the first ballast water circulation circuit. In this case, as described above, the ballast water is heated. Ballast water is heated for each tank (step S5a). On the other hand, fresh seawater is drawn into the open scavenging duct cooling circuit from the ship bottom inlet 16 and flows therethrough, and the scavenging duct 6 is passed through the second scavenging duct heat exchanger 10b and the engine room heat exchanger 12. And the equipment in the engine room is cooled, and the cooling water (seawater) after heat exchange is discharged out of the ship through the outboard discharge port 18 (step S5b).

When the ballast water in all the ballast tanks 8 reaches the target temperature of 50 ° C., all the ballast tank opening / closing valves are received by the first ballast water temperature control device 26a receiving the signal information from the first temperature sensor 24a. 22 becomes “closed”, the first cooling pump 12a stops (step S6a), and the second cooling pump 12b continues to operate (step S6b). Then, the circulation and heating of the ballast water are stopped (step S7a).
On the other hand, the scavenging duct cooling circuit continues to be opened, the second cooling pump 12b continues to operate, the scavenging duct 6 and the equipment in the engine room continue to be cooled by fresh seawater, and the cooling water after heat exchange ( Seawater) is discharged out of the ship through the outboard discharge port 18 (step S7b).

  When the ship enters a predetermined sea area and no ballast water is required, the ballast tank opening / closing valves 22 and 22 are opened, and the ballast water sterilized by heat by a device not shown is discharged outside the ship (step S8). ).

FIG. 1 is a schematic diagram of a heat sterilization apparatus for ballast water according to the present embodiment. A thick solid line indicates a first ballast water circulation circuit, and a thick dotted line indicates a scavenging duct cooling circuit. FIG. 2 is a schematic diagram of a heat sterilization apparatus for ballast water according to the present embodiment, and a thick solid line indicates a second ballast water circulation circuit. FIG. 3 is a heat sterilization flowchart of the heat sterilization apparatus for ballast water according to the present embodiment. FIG. 4 is a schematic diagram of a scavenging duct cooling device in a conventional example. It is a schematic diagram of the heat sterilization apparatus of the ballast water based on the invention disclosed by Unexamined-Japanese-Patent No. 2003-181443.

Explanation of symbols

2 Main engine 4 Turbocharger 6 Scavenging duct 8 Ballast tank 10 Scavenging duct heat exchanger 12 Engine room heat exchanger 14 Cooling pump 16 Bottom inlet 18 Outboard outlet 20 Three-way valve 22 Ballast tank opening / closing valve 24 Temperature sensor 26 Ballast temperature Control device

Claims (5)

A first scavenging duct heat exchanger and a second scavenging duct heat exchanger are arranged in order from the upstream side in a scavenging duct cooler of a turbocharger that supplies compressed air to a marine main engine,
In the first scavenging duct heat exchanger, a ballast tank and a first cooling pump are annularly connected to form a first ballast water circulation circuit,
A ship bottom inlet and a second cooling pump are connected in this order to the upstream side of the second scavenging duct heat exchanger,
Furthermore, the scavenging duct cooling circuit is formed by connecting the downstream side of the second scavenging duct heat exchanger to the outboard discharge port, and the heat sterilizing apparatus for ballast water. A first three-way valve is interposed between the ship bottom suction port and the second cooling pump, and one end of the first three-way valve is connected to the ballast tank,
A second three-way valve is interposed between the second scavenging duct heat exchanger and the outboard outlet, and one end of the second three-way valve is connected to the ballast tank,
The second scavenging duct heat exchanger, the second three-way valve, the ballast tank, the first three-way valve, and the second cooling pump are annularly connected in this order to form a second ballast water circulation circuit. The heat sterilization apparatus for ballast water according to claim 1, wherein the apparatus is formed. At least upstream of the engine room heat exchanger that cools the marine main engine, its lubricating oil, and its steam drain, branches off from a pipe connecting the second cooling pump and the second scavenging duct heat exchanger. Connected pipes,
The pipe line joining the pipe line connecting the second scavenging duct heat exchanger and the second three-way valve is connected to the downstream side of the engine room heat exchanger. The heat sterilization apparatus of the ballast water of Claim 1 or Claim 2. Until the ballast water reaches a predetermined temperature, only the second cooling pump is activated, and the first three-way valve and the second three-way valve are “the ballast water circulation side is open”. The ballast tank water circulation circuit is opened, the scavenging duct cooling circuit is shut off, the ballast water circulates in the second ballast tank water circulation circuit to cool the scavenging duct, and the ballast water is heated,
When the ballast water exceeds a predetermined temperature, the first cooling pump is further activated, and the first three-way valve and the second three-way valve become “the ballast water circulation side is closed”, whereby the second The ballast tank water circulation circuit is shut off and the scavenging duct cooling circuit is opened to allow seawater to flow through the scavenging duct cooling circuit to cool the scavenging duct, while the first ballast tank water circulation circuit is opened and the Ballast water circulates in the first ballast tank water circulation circuit and the ballast water is heated,
The ballast water heat sterilization method according to claim 2, wherein when the ballast water reaches a target temperature, the first cooling pump is stopped and circulation of the ballast water is stopped. Until the ballast water reaches a predetermined temperature, only the second cooling pump is activated, and the first three-way valve and the second three-way valve are “the ballast water circulation side is open”. The ballast tank water circulation circuit is opened, the scavenging duct cooling circuit is shut off, and the ballast water circulates in the second ballast tank water circulation circuit to cool the scavenging duct and the engine room equipment, and the ballast water is heated. And
When the ballast water exceeds a predetermined temperature, the first cooling pump is further activated, and the first three-way valve and the second three-way valve become “the ballast water circulation side is closed”, whereby the second The ballast tank water circulation circuit is shut off, the scavenging duct cooling circuit is opened, and seawater flows through the scavenging duct cooling circuit to cool the scavenging duct and the engine room equipment, while the first ballast tank water circulation circuit The ballast water is circulated in the first ballast tank water circulation circuit that is open and the ballast water is heated,
4. The heat sterilization method for a ballast water heat sterilizer according to claim 3, wherein when the ballast water reaches a target temperature, the first cooling pump is stopped and circulation of the ballast water is stopped.

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