KR102066631B1 - Engine system of vessel - Google Patents
Engine system of vessel Download PDFInfo
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- KR102066631B1 KR102066631B1 KR1020150113746A KR20150113746A KR102066631B1 KR 102066631 B1 KR102066631 B1 KR 102066631B1 KR 1020150113746 A KR1020150113746 A KR 1020150113746A KR 20150113746 A KR20150113746 A KR 20150113746A KR 102066631 B1 KR102066631 B1 KR 102066631B1
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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
- F02D41/008—Controlling each cylinder individually
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- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/20—Multi-cylinder engines with cylinders all in one line
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
- F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
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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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3827—Common rail control systems for diesel engines
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- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Y02T10/36—
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
본 발명에 따른 선박의 차등 엔진시스템은, 가스와 오일을 연료로 사용 가능하고, 3개 이상의 실린더를 가지는 DF(Duel Fuel) 엔진에서, 출력을 낮추기 위해 각 실린더의 가동율을 차등적으로 조정함으로써, 본 발명에 따른 엔진시스템에 의하면, 운항 상황에 따라 엔진을 보다 효율적으로 가동시켜 엔진의 연비를 증강시키고, 에너지 절약에 도움이 되게 한다.The differential engine system of the ship according to the present invention, in a DF (Duel Fuel) engine having a gas and oil can be used as fuel, by adjusting the operation rate of each cylinder in order to lower the output, According to the engine system according to the present invention, it is possible to operate the engine more efficiently according to the operating situation to increase the fuel economy of the engine, and to help the energy saving.
Description
본 발명은 선박의 추진을 위한 엔진시스템에 관한 것으로서, 특히 엔진의 실린더를 차등 적용시키는 엔진시스템에 관한 것이다.The present invention relates to an engine system for propulsion of a ship, and more particularly to an engine system for differentially applying a cylinder of an engine.
선박을 추진하기 위한 엔진으로는, 디젤 엔진, 스팀 터빈 엔진, 전기 추진 엔진, 가스 터빈 엔진, 이중 연료 엔진, 원자력 엔진 등이 쓰일 수 있다.As an engine for propelling a ship, a diesel engine, a steam turbine engine, an electric propulsion engine, a gas turbine engine, a dual fuel engine, a nuclear engine, etc. can be used.
종래에는 오일을 연료로 하는 디젤엔진이나 스팀터빈엔진이 주로 사용되었는데, 고기술 고부가가치 선박의 대표주자로 불리던 LNG선에 효율이 낮은 외연기관인 스팀터빈엔진이 장착돼 있다는 것은 일종의 모순이었다.In the past, oil-based diesel engines and steam turbine engines were mainly used, but it was a contradiction that LNG turbines, which were called representatives of high-tech, high value-added vessels, were equipped with low-efficiency steam engines.
그래서 등장하게 된 것이 DF 엔진(Duel Fuel Engine)으로서, DF 엔진은 열효율이 우수한 내연기관으로 천연가스와 디젤오일을 모두 연료로 사용할 수 있는 엔진이다.That's why the DF engine (Duel Fuel Engine), which is an internal combustion engine with excellent thermal efficiency, is an engine that can use both natural gas and diesel oil as fuel.
DF 엔진을 활용한 DFDE(Dual Fuel Diesel Electric)는 BOG로 DF 엔진을 돌려 전기를 생산한 뒤, 이 전기로 프로펠러와 연결된 모터를 돌려 선박을 구동하는 방식으로, DF 엔진은 발전용 엔진인 셈이다.DFDE (Dual Fuel Diesel Electric) using the DF engine generates electricity by turning the DF engine with BOG, and then drives the ship by rotating the motor connected to the propeller with the electricity.The DF engine is a power generation engine. .
DFDE의 열효율은 약 41~43% 수준이다. 스팀터빈엔진에 비해 엔진 효율이 30% 이상 높은 셈이다. 이는 연간 수백만 달러의 연료비를 절감할 수 있다는 것을 의미한다. 또한, DFDE는 고온고압의 스팀을 사용하는 스팀터빈엔진에 비해 안전성이 탁월하고, 운항시 발생하는 산화탄소화합물(COx)를 획기적으로 줄인 친환경 시스템이다.The thermal efficiency of DFDE is around 41 ~ 43%. The engine efficiency is more than 30% higher than the steam turbine engine. That means millions of dollars in fuel savings per year. In addition, DFDE is excellent in safety compared to steam turbine engines using high temperature and high pressure steam, and is an eco-friendly system that drastically reduces carbon oxide compounds (COx) generated during operation.
LNG선과 달리, 오늘날 운항하는 대부분의 상선은 벙커C유를 연료로 하는 선박용 디젤엔진을 장착하고 있다. 디젤엔진으로 프로펠러를 직접 돌리는 것이다.Unlike LNG carriers, most commercial vessels today are equipped with marine diesel engines powered by bunker C oil. The propellers are directly driven by diesel engines.
디젤엔진으로 프로펠러를 직접 구동하는 것이 DF엔진으로 전기를 생산해 모터를 돌리는 것보다 추진 효율이 더 좋기 때문에, LNG선의 경우에도 BOG 문제만 해결할 수 있다면 디젤엔진을 장착하는 것이 더 나은 것이다.Since driving a propeller directly with a diesel engine produces better propulsion than generating electricity with a DF engine and turning the motor, it is better to install a diesel engine if the LNG can only solve the BOG problem.
그 후, 천연가스를 연료로 사용하면서 프로펠러를 직접 구동하는 새로운 엔진이 개발되었다.Since then, new engines have been developed that use natural gas as fuel and directly drive the propellers.
만디젤(MAN D&T) 사가 개발한 ME-GI(Main engine Electric control Gas Injection)엔진과 바칠라(Wartsila) 사의 X-DF(Extra long stroke Duel Fuel) 엔진이 그것이다.These include the Main Engine Electric Control Gas Injection (ME-GI) engine developed by MAN D & T and the Extra long stroke Duel Fuel (X-DF) engine from Wartsila.
이 두 엔진은 벙커C유와 천연가스 모두를 연료로 사용할 수 있는 이중연료엔진일 뿐 아니라, 기존의 선박용 디젤엔진과 마찬가지로 프로펠러를 직접 구동하기 때문에 엔진 효율이 높다는 장점이 있다.These two engines are not only dual fuel engines that can use both bunker C oil and natural gas as fuel, but they also have the advantage of high engine efficiency because they directly drive the propellers like conventional marine diesel engines.
DFDE 시스템보다 연비가 약 10% 가량 우수하다고 한다.The fuel economy is about 10% better than the DFDE system.
이와 같은 새로운 엔진시스템은 종전의 DFDE 시스템보다 엔진 효율이 높을 뿐 아니라, 잉여 BOG까지 재액화할 수 있다는 장점에 힘입어 최근 많은 선사의 주목을 받고 있다. 그런 만큼 점차 시장점유율을 확대해, 머지않아 DFDE 시스템을 대체할 것으로도 전망된다.This new engine system has received much attention in recent years thanks to its higher engine efficiency than previous DFDE systems and the ability to reliquefy excess BOG. As such, it is expected to gradually expand its market share and replace the DFDE system in the near future.
본 발명은 이러한 DF 엔진시스템에 관한 것이며, LNG 운반선 등에서 DF 엔진은 복수 개가 설치될 수 있으며, 각각의 DF 엔진은 가스를 연료로 사용할 수 있는 가스 모드와 오일을 연료로 사용할 수 있는 오일 모드로 구동될 수 있다.The present invention relates to such a DF engine system, a plurality of DF engine in the LNG carrier, etc. can be installed, each DF engine is driven in a gas mode that can use gas as fuel and an oil mode that can use oil as fuel Can be.
더욱이, 최근, DF 엔진에 가스와 오일을 동시에 연료로 사용할 수 있는 퓨얼 쉐어링 모드(fuel sharing mode)로 DF 엔진을 구동할 수 있는 방법이 개발되었다.Moreover, recently, a method has been developed for driving the DF engine in a fuel sharing mode in which gas and oil can be used as fuel in the DF engine.
본 발명은 DF엔진을 채용하는 엔진시스템으로서, 운항 상황에 따라 엔진을 보다 효율적으로 가동시켜 엔진의 연비를 증강시키고, 에너지 절약에 도움이 되는 엔진시스템을 제공하는 데 그 목적이 있다.An object of the present invention is to provide an engine system that employs a DF engine, which increases the fuel efficiency of an engine by operating the engine more efficiently according to the operating situation, and helps to save energy.
본 발명의 일 실시 예에 의한 선박의 차등 엔진시스템은, 가스와 오일을 연료로 사용 가능하고, 3개 이상의 실린더를 가지는 DF(Duel Fuel) 엔진에서, 출력을 낮추기 위해 각 실린더의 가동율을 차등적으로 조정하는 것을 특징으로 한다.The differential engine system of a ship according to an embodiment of the present invention, in a DF (Duel Fuel) engine that can use gas and oil as fuel, and has three or more cylinders, the differential operation rate of each cylinder to reduce the output It is characterized by adjusting.
여기서, 상기 각 실린더에 공급하는 가스 또는 오일의 양을 조정함으로써, 상기 각 실린더의 가동율을 차등적으로 조정하는 것을 특징으로 한다.Here, the operation rate of each said cylinder is differentially adjusted by adjusting the quantity of the gas or oil supplied to each said cylinder.
또는, 일부의 실린더에 공급하는 가스 또는 오일을 차단시킬 수 있다.Alternatively, the gas or oil supplied to some cylinders can be shut off.
또한, 각 실린더의 가동율을 차등적으로 적용하여 상대적으로 가동율이 높은 실린더는 증발가스를 연료로 사용하는 가스 모드로 구동하는 것을 다른 특징으로 한다.In addition, by applying the operation rate of each cylinder differentially, the cylinder having a relatively high operation rate is characterized in that it is driven in the gas mode using the evaporated gas as fuel.
그리고, 각 실린더의 가동율을 차등적으로 적용하여 상대적으로 가동율이 높은 실린더는 증발가스와 오일을 모두 를 연료로 사용하는 퓨얼 쉐어링 모드(duel sharing mode)로 구동하는 것을 또 다른 특징으로 한다.In addition, by applying the operation rate of each cylinder differentially, the cylinder having a relatively high operation rate is characterized in that it is driven in a fuel sharing mode (duel sharing mode) using both evaporation gas and oil as fuel.
본 발명의 다른 일 실시 예에 의한 선박의 차등 엔진시스템은, 가스와 오일을 연료로 사용 가능하고, 3개 이상의 실린더를 가지는 DF(Duel Fuel) 엔진에서, 각 실린더 내의 압력을 차등적으로 조정하는 것을 특징으로 한다.Differential engine system of the ship according to another embodiment of the present invention, the gas and oil can be used as fuel, in a DF (Duel Fuel) engine having three or more cylinders, to differentially adjust the pressure in each cylinder It is characterized by.
여기서, 상기 각 실린더에 압축공기를 공급하는 터빈을 제어하여 상기 각 실린더에 공급하는 압축공기의 양을 조정함으로써, 상기 각 실린더 내의 압력을 차등적으로 조정하는 것을 특징으로 한다.Here, the pressure in each cylinder is differentially adjusted by controlling the turbine which supplies compressed air to each said cylinder, and adjusting the quantity of the compressed air supplied to each said cylinder.
그리고, 상기 각 실린더에 공급하는 가스 또는 오일의 양을 상기 각 실린더에 공급하는 압축공기의 양에 대응되게 조정하는 것을 또한 특징으로 한다.In addition, the amount of gas or oil to be supplied to each cylinder is characterized in that it is adjusted to correspond to the amount of compressed air to be supplied to each cylinder.
본 발명에 의한 선박의 차등 엔진시스템에 의하면, 가스와 오일을 모두 연료로서 사용이 가능한 DF 엔진에서, 저부하로 운항시에는 그 연료 공급을 제어하여 엔진의 일부 실린더의 가동율을 낮춰서 보다 효율적인 운영이 가능하게 한다.According to the differential engine system of a ship according to the present invention, in a DF engine capable of using both gas and oil as fuel, when operating at low load, the fuel supply is controlled to lower the operation rate of some cylinders of the engine, thereby making it more efficient to operate. Make it possible.
도 1은 본 발명의 선박의 차등 엔진시스템에 의한 차등 가동의 예시를 표시한 것이다.Figure 1 shows an example of the differential operation by the differential engine system of the ship of the present invention.
본 발명과 본 발명의 동작상의 이점 및 본 발명의 실시에 의하여 달성되는 목적을 충분히 이해하기 위해서는 본 발명의 바람직한 실시 예를 예시하는 첨부 도면 및 첨부 도면에 기재된 내용을 참조하여야만 한다.In order to fully understand the present invention, the operational advantages of the present invention, and the objects achieved by the practice of the present invention, reference should be made to the accompanying drawings which illustrate preferred embodiments of the present invention and the contents described in the accompanying drawings.
그리고, 본 발명의 바람직한 실시 예를 설명하기 위해 필요한 공지의 기술은 필요에 따라 그 설명을 생략하거나 줄이도록 한다.And, well-known technology required to describe the preferred embodiment of the present invention to omit or reduce the description as necessary.
본 발명의 일 실시 예에 의한 선박의 차등 엔진시스템은, 선박이 운항 환경에 따라 저출력으로 운항을 변경하는 경우에, 3개 이상의 실린더를 가진 DF(Duel Fuel) 엔진의 각 실린더의 가동율을 차등적으로 조정하는 시스템이다.The differential engine system of a ship according to an embodiment of the present invention, when the vessel changes the operation at low power in accordance with the operating environment, the differential operation rate of each cylinder of the DF (Duel Fuel) engine having three or more cylinders System to adjust.
도 1은 그러한 예시를 도시한 것으로서, (a)와 (b) 각각에서 4개의 실린더를 예로 들어 설명한다.1 illustrates such an example, taking four cylinders in each of (a) and (b) as an example.
선박이 정상적인 운항일 때, 각 실린더가 80% 내지 90%로 가동되어 선박이 추진되는 상황에서, 저출력으로 운항이 변경되는 등으로의 부하 저하시에 이를 각각 45%씩으로 낮춰서 가동하도록 제어하는 것이 아니라, 1, 4번 실린더는 80%로 가동하고, 2, 3번 실린더는 10%씩으로 가동되도록 조정하는 것이다.When the ship is in normal operation, each cylinder is operated at 80% to 90%, and when the ship is propelled, it is not controlled to operate by lowering it to 45% each when the load decreases due to the change of operation at low power. , Cylinders 1 and 4 operate at 80% and cylinders 2 and 3 operate at 10% increments.
여기서, 실린더는 임의로 도면상 좌측에서 우측으로 번호를 붙여 설명한다.Here, cylinders are arbitrarily numbered from left to right in the drawings and described.
4개의 실린더의 가동을 균등하게 줄여서 운전하는 것에 비해 차등적으로 특정 실린더의 가동을 대폭 감소시킴으로써 연비에 보다 도움이 된다.Compared to running the four cylinders evenly, the differential operation of the specific cylinders significantly reduces the fuel economy.
또한, 1, 4번 실린더는 90%로 가동하고, 2,3번 실린더를 휴지 상태로도 조정할 수 있다.In addition, cylinders 1 and 4 operate at 90%, and cylinders 2 and 3 can be adjusted even at rest.
이러한 모드로의 운전도 균등한 경우에 비해서는 효율적이지만, 본 발명은 차등적이되, 휴지상태는 아닌 도 1과 같은 가동율의 운전을 보다 지향한다.Although the operation in this mode is also more efficient than the equivalent case, the present invention is more differential, but more directed to the operation rate of operation as shown in FIG.
우선, 본 발명에서의 DF 엔진은 가스와 오일을 연료로서 사용이 가능한 것으로서, 이에는 X-DF 엔진 또는 MEGI 엔진 등이 있다.First, the DF engine in the present invention can use gas and oil as fuels, which include an X-DF engine or a MEGI engine.
이러한 DF 엔진은 가스와 오일을 동시에 또는 선택적으로 공급하기 위한 특수성에 따른 복잡한 연료공급체계를 가지고, 이를 여러 경우에 수에 맞게 제어하기 때문에 휴지 상태에서 다시 전환하는 것은 보다 비효율적이다.Such DF engines have a complex fuel supply system that is specific to the supply of gas and oil simultaneously or selectively, and in many cases can be controlled in number, so switching back from idle is more inefficient.
그리고, 가스모드 등의 경우에도 파일럿 오일을 필요로 하여 휴지 상태에서 다시 가동을 위한 전환이 보다 불리해진다.Further, even in the gas mode or the like, pilot oil is required, and switching for operation again from the idle state becomes more disadvantageous.
또한, 육상의 경우와 달리 해상에서는 선박에 위험이 발생하면, 자체적인 해결 이외에 다른 도움을 시간 내에 기대하기는 어려운 점이 있다. 그러므로, 휴지에서 급박한 전환 등은 오히려 비안정적인 바, 본 발명에서는 휴지가 아닌 차등적인 운전을 보다 지향한다.In addition, unlike in the case of land, if there is a danger on the ship, it is difficult to expect help in time other than its own solution. Therefore, the impending transition and the like at rest is rather unstable, and the present invention is more directed toward differential driving rather than rest.
(b)의 경우는 각 실린더가 50% 내지 60%로 가동되어 선박이 추진되는 상황에서, 저출력으로 운항이 변경되는 등으로의 부하 저하시에 이를 각각 30%씩으로 낮춰서 가동하도록 제어하는 것이 아니라, 1, 4번 실린더는 50%로 가동하고, 2, 3번 실린더는 10%씩으로 가동되도록 조정하는 것이다.In the case of (b), when the cylinder is operated at 50% to 60% and the ship is being propelled, it is not controlled to operate by lowering it to 30% each when the load decreases due to the change of operation at low power, Cylinders 1 and 4 operate at 50% and cylinders 2 and 3 operate at 10% increments.
이러한 실린더별 차등 적용은 실린더에 공급되는 가스 또는 오일의 양을 조정하는 것에 의해 제어한다.This differential application of cylinders is controlled by adjusting the amount of gas or oil supplied to the cylinders.
또한, 본 발명의 다른 일 실시예에 의한 선박의 차등 엔진 시스템은, 선박이 운항 환경에 따라 저출력으로 운항을 변경하는 경우에, 3개 이상의 실린더를 가진 DF(Duel Fuel) 엔진의 각 실린더 내의 압력을 차등적으로 조정하는 것을 특징으로 한다.In addition, the differential engine system of the ship according to another embodiment of the present invention, the pressure in each cylinder of the DF (Duel Fuel) engine having three or more cylinders when the vessel changes the operation to low power in accordance with the operating environment It is characterized in that to differentially adjust.
즉, 엔진에 가스 또는 오일을 공급하는 연료공급장치 뿐 아니라, 압축공기 공급장치를 제어할 수 있다.That is, not only a fuel supply device for supplying gas or oil to the engine, but also a compressed air supply device can be controlled.
압축공기는 터빈 등에 의해서 실린더 내의 연소를 위해 공급되며, 본 발명의 다른 일 실시예는 터빈을 제어함으로써 각각의 실린더로 공급되는 압축공기를 차등 적용시킨다.Compressed air is supplied for combustion in the cylinder by a turbine or the like, and another embodiment of the present invention differentially applies compressed air supplied to each cylinder by controlling the turbine.
또한, 이에 대응되도록 가스 또는 오일의 양을 차등 조절하는 것에 의해 앞선 실시예와 같은 차등 운전을 구현한다.In addition, by differentially adjusting the amount of gas or oil to correspond to this, it implements the differential operation as in the previous embodiment.
한편, 이와 같이 제어되어 상대적으로 가동율이 높은 실린더, 즉 도시에서 1,4번 실린더는 증발가스를 연료로 사용하는 가스 모드로 구동되거나, 또는 증발가스와 오일을 모두를 연료로 사용하는 퓨얼 쉐어링 모드(fuel sharing mode)로 구동될 수 있다.On the other hand, the cylinders controlled in this way, which are relatively high in operation, that is, cylinders 1 and 4 in the city are driven in a gas mode using evaporated gas as fuel, or a fuel sharing mode using both evaporated gas and oil as fuel. (fuel sharing mode) can be driven.
본 발명과 같은 차등적인 실린더의 제어는 가스 모드 또는 퓨얼 쉐어링 모드인 경우에 보다 요구되는 상황이다.Differential cylinder control such as the present invention is a more demanding situation in the gas mode or fuel sharing mode.
즉, 증발가스를 오일과 함께 연료로 사용할 수 있도록 DF 엔진을 구동시키는 엔진시스템에서 증발가스의 상황에 따라서, 선박의 연료 효율을 극대화하기 위해서, 엔진은 가스모드, 오일모드 또는 퓨얼 쉐어링 모드로 전환되도록 제어한다.In other words, in order to maximize the fuel efficiency of the ship, the engine switches to gas mode, oil mode or fuel sharing mode according to the condition of the boil-off gas in the engine system which drives the DF engine to use the boil-off gas with fuel as fuel. Control as possible.
기존의 DF엔진은 천연가스와 연료유를 모두 연료로 사용할 수 있기는 하였지만, 둘 중 어느 한 가지만을 사용하여야 하고, 천연가스와 연료유를 동시에 연료로 사용할 수는 없었다. 즉, 기존의 DF엔진은 오일 모드(FO Mode; Fuel Oil Mode)와 가스 모드(Gas Mode) 둘 중 어느 하나의 상태로 구동되었다.Although the existing DF engine could use both natural gas and fuel oil as fuel, it was necessary to use only one of them. It was not possible to use both natural gas and fuel oil as fuel. That is, the existing DF engine was driven in one of two modes, FO Mode (Fuel Oil Mode) and Gas Mode (Gas Mode).
퓨얼 쉐어링 모드(FSM; Fuel Sharing Mode)란 DF엔진이 천연가스와 연료유를 동시에 연료로 사용하는 상태를 말한다. 가스 모드(Gas Mode) 또는 오일 모드(FO Mode) 중 어느 하나의 모드에서만 작동될 수 있었던 기존의 DF엔진을, 연료유와 가스를 동시에 분사해도 기존의 연소 성능을 가지도록 개선하여, 가스 모드, 오일 모드 뿐만 아니라, 퓨얼 쉐어링 모드로도 구동될 수 있도록 하였다.Fuel Sharing Mode (FSM) refers to a state in which a DF engine uses both natural gas and fuel oil as fuel. The existing DF engine, which could only be operated in either Gas Mode or FO Mode, has been improved to have conventional combustion performance even when fuel oil and gas are injected simultaneously. In addition to the oil mode, it can also be operated in fuel sharing mode.
가스 모드(Gas Mode), 오일 모드(FO Mode) 및 퓨얼 쉐어링 모드(FSM) 중 어느 하나의 상태로 운전되는 DF엔진은, 퓨얼 쉐어링 모드(FSM)로 전환되는 단계, 퓨얼 쉐어링 모드(FSM)에서 연소되는 가스의 비율을 결정하는 단계, 퓨얼 쉐어링 모드(FSM)에서 소모된 가스량을 계산하는 단계 및 연료 분배 모드(FSM)에서의 엔진의 상태를 피드백(Feedback)하는 단계를 포함하는 과정을 통해, 퓨얼 쉐어링 모드(FSM)로 운전될 수 있다.The DF engine operating in any one of Gas Mode, Oil Mode (FO Mode) and Fuel Sharing Mode (FSM) is switched to Fuel Sharing Mode (FSM), in Fuel Sharing Mode (FSM). Determining a percentage of the gas to be combusted, calculating the amount of gas consumed in fuel sharing mode (FSM) and feeding back the state of the engine in fuel distribution mode (FSM), It may be operated in fuel sharing mode (FSM).
하기의 표 1은, 4행정 발전용 DF엔진이 일정한 속도로 회전하는 경우, 엔진의 부하에 따른 연료의 소모량을 나타낸 표이다. 표 1을 참조하면, 엔진의 부하가 증가할수록 연료소모량은 선형적으로 감소하는 것을 알 수 있다. 즉, 엔진을 높은 부하에서 운전할수록 엔진의 효율이 좋아진다.Table 1 below is a table showing the consumption of fuel according to the load of the engine when the four-stroke power generation DF engine rotates at a constant speed. Referring to Table 1, it can be seen that as the engine load increases, the fuel consumption decreases linearly. In other words, the efficiency of the engine improves as the engine runs at a high load.
퓨얼 쉐어링 모드(FSM)로도 운전되는 DF엔진은, 종래의 DF엔진에 비하여, 저장탱크 내부에서 발생되는 증발가스를 최대한 사용할 수 있다는 장점이 있다.The DF engine, which is also operated in fuel sharing mode (FSM), has the advantage of using the evaporated gas generated inside the storage tank as much as possible compared to the conventional DF engine.
10,000kW의 용량을 가지는 DF엔진이 네 대 설치된 선박에서, 선박이 필요로 하는 엔진의 전체 부하가 32,000kW이고, 저장탱크 내부의 증발가스는 30,000kW의 부하를 생산할 수 있는 양이며, 엔진의 최대 부하는 90%인 경우를 예로 들어 설명하면 다음과 같다.In a ship equipped with four DF engines with a capacity of 10,000 kW, the total load of the engine required by the vessel is 32,000 kW, and the amount of boil-off gas inside the storage tank is capable of producing a load of 30,000 kW. The case where the load is 90% will be described as an example.
종래의 DF엔진의 경우에는, 가스가 연료유보다 비용이 저렴하다는 점을 고려하여, 가스 모드인 엔진 세 대가 각각 9,000kW의 부하를 감당하고, 남은 5,000kW는 오일 모드인 엔진 한 대가 감당하도록 운전하는 것이 바람직하다. 그런데, 이 경우 27,000kW에 해당하는 증발가스만 사용되고, 남은 3,000kW에 해당하는 증발가스는 버려지게 된다는 문제점이 있었다.In the case of the conventional DF engine, considering that gas is less expensive than fuel oil, three engines in gas mode each bear a load of 9,000 kW, and the remaining 5,000 kWs are operated in an oil mode engine. It is desirable to. However, in this case, only the evaporation gas corresponding to 27,000 kW is used, and the remaining evaporation gas corresponding to the remaining 3,000 kW was discarded.
퓨얼 쉐어링 모드(FSM)로도 운전되는 DF엔진의 경우에는, 가스가 연료유보다 비용이 저렴하다는 점을 고려하여, 가스 모드인 엔진 세 대가 각각 9,000kW의 부하를 감당하고, 남은 5,000kW는 퓨얼 쉐어링 모드인 엔진 한 대가 천연가스 3,000kW 및 연료유 2,000kW의 비율로 감당하도록 운전하면 되므로, 버려지는 증발가스를 최소화할 수 있다.For DF engines that also operate in fuel sharing mode (FSM), considering that gas is less expensive than fuel oil, three engines in gas mode each bear a load of 9,000 kW, while the remaining 5,000 kW is fuel sharing. One engine in mode can operate at a ratio of 3,000kW of natural gas and 2,000kW of fuel oil, thereby minimizing waste evaporated gas.
또한, 퓨얼 쉐어링 모드(FSM)로도 운전되는 DF엔진은, 종래의 DF엔진과 비교하여, 연료유가 엔진 효율이 높은 지점에서 연소된다는 장점이 있다. 즉, 같은 양의 부하를 생산하는 연료유가, 종래의 DF엔진에 비해 퓨얼 쉐어링 모드(FSM)로도 운전되는 DF엔진의 경우에 더 적게 사용된다. 연료유가 300kW의 부하를 생산하는 경우를 예를 들어서 설명하면 다음과 같다.In addition, the DF engine which is also operated in fuel sharing mode (FSM) has the advantage that the fuel oil is combusted at the point of high engine efficiency compared with the conventional DF engine. That is, fuel oil producing the same amount of load is used less in the case of DF engines that are also operated in fuel sharing mode (FSM) than in conventional DF engines. A case where the fuel oil produces a load of 300 kW is described as follows.
종래의 DF엔진의 경우, 1,000kW 용량을 가지는 DF엔진을 30%의 부하로 연료유 모드로 운전한다면, 표 1을 참조하면, 231.0g/kWh × 300kW ＝ 69300.0g/h의 연료유를 연료로 소모한다.In the case of a conventional DF engine, if a DF engine having a capacity of 1,000 kW is operated in a fuel oil mode with a load of 30%, referring to Table 1, a fuel oil of 231.0 g / kWh × 300 kW = 69300.0 g / h is used as a fuel. Consume.
퓨얼 쉐어링 모드(FSM)로도 운전되는 DF엔진의 경우, 1,000kW 용량을 가지는 DF엔진을 50%의 부하로 퓨얼 쉐어링 모드(FSM)로 운전하고, 가스가 200kW의 부하를, 연료유가 300kW의 부하를 생산하도록 비율을 설정하면, 표 1을 참조하면, 204.0g/kWh × 300kW ＝ 61200.0g/h의 연료유를 연료로 소모한다.For DF engines that are also operated in fuel sharing mode (FSM), the DF engine with 1,000 kW capacity is operated in fuel sharing mode (FSM) with 50% load, the gas loads 200kW and the fuel oil loads 300kW. When the ratio is set to produce, referring to Table 1, 204.0 g / kWh x 300 kW = 61200.0 g / h of fuel oil is consumed as fuel.
300kW의 부하를 생산하기 위하여 사용되는 연료유가, 종래의 DF엔진은 69300.0g/h의 양이 사용되고, 퓨얼 쉐어링 모드(FSM)로 운전되는 DF엔진은 61200.0g/h의 양이 사용되어, 종래의 DF엔진보다 퓨얼 쉐어링 모드(FSM)로도 운전되는 DF엔진이 연료유가 엔진 효율이 높은 지점에서 연소된다는 것을 확인할 수 있다.The fuel oil used to produce 300 kW load is 69300.0 g / h for conventional DF engines and 61200.0 g / h for DF engines operated in fuel sharing mode (FSM). The DF engine, which operates in fuel sharing mode (FSM) rather than the DF engine, shows that the fuel oil burns at the point where the engine efficiency is high.
본 발명은 엔진 실린더의 가동율을 차등적으로 운용하여 연비를 보다 개선시킬 수 있는 엔진시스템으로서, 앞서 살핀 가스모드, 오일모드 및 퓨얼쉐어링모드로의 전환 제어가 고려되는 경우에 보다 효율적으로 고려된다.The present invention is an engine system that can further improve fuel efficiency by operating the operation rate of the engine cylinder differentially, and is considered more efficient when the control of switching to the salping gas mode, the oil mode and the fuel sharing mode is considered.
이상과 같이 본 발명에 따른 선박의 차등 엔진시스템은, 예시된 도면을 참조하여 설명하였으나, 본 발명은 이상에서 설명된 실시 예와 도면에 의해 한정되지 않으며, 특허청구범위 내에서 본 발명이 속하는 기술분야에서 통상의 지식을 가진 자들에 의해 다양한 수정 및 변형이 이루어질 수 있음은 물론이다.As described above, the differential engine system of a ship according to the present invention has been described with reference to the illustrated drawings, but the present invention is not limited to the embodiments and drawings described above, and the present invention belongs to the claims. Of course, various modifications and variations can be made by those skilled in the art.
Claims (8)
각 실린더의 가동율을 차등적으로 적용하여 상대적으로 가동율이 높은 실린더는 증발가스를 연료로 사용하는 가스 모드로 구동하는 것을 특징으로 하는,
선박의 차등 엔진시스템.In the DF (Duel Fuel) engine, which can use gas and oil as fuel, and has three or more cylinders, the operation rate of each cylinder is differentially adjusted to reduce the power,
By applying the operation rate of each cylinder differentially, a cylinder having a relatively high operation rate is driven in a gas mode using evaporated gas as fuel,
Differential engine system of ship.
상기 각 실린더에 공급하는 가스 또는 오일의 양을 조정함으로써, 상기 각 실린더의 가동율을 차등적으로 조정하는 것을 특징으로 하는,
선박의 차등 엔진시스템.The method according to claim 1,
By adjusting the amount of gas or oil supplied to each cylinder, the operation rate of each cylinder is adjusted differentially,
Differential engine system of ship.
일부의 실린더에 공급하는 가스 또는 오일을 차단시키는 것을 특징으로 하는,
선박의 차등 엔진시스템.The method according to claim 2,
Characterized in that the gas or oil to be supplied to some of the cylinders is cut off,
Differential engine system of ship.
각 실린더의 가동율을 차등적으로 적용하여 상대적으로 가동율이 높은 실린더는 증발가스와 오일 모두를 연료로 사용하는 퓨얼 쉐어링 모드(fuel sharing mode)로 구동하는 것을 특징으로 하는,
선박의 차등 엔진시스템.In the DF (Duel Fuel) engine, which can use gas and oil as fuel, and has three or more cylinders, the operation rate of each cylinder is differentially adjusted to reduce the power,
By applying the operation rate of each cylinder differentially, the cylinder having a relatively high operation rate is driven in fuel sharing mode using both boil-off gas and oil as fuel.
Differential engine system of ship.
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