KR102109399B1 - heating system for pre-heating ship fuel - Google Patents

Abstract

Provided is a system for preheating fuel for a ship, which is to improve energy efficiency. The system for preheating fuel for a ship comprises: an electric heat tank which has an inner space inside; a steam inlet unit which is provided on one end of the inner space, and communicates with a steam suction line connected to a steam boiler; a steam outlet unit which is provided on the other end of the inner space, and communicates with a steam discharge line having a control valve selectively opening a flow path to one of the steam boiler and a low-temperature heat exchange line; a plurality of electric heat pipe units which cross the inner space to connect the steam inlet unit and the steam outlet unit; a fuel injection hole which supplies fuel to one side of the electric heat space formed between the electric heat pipe units; a fuel discharge hole which is formed on the other side of the electric heat space so that the fuel preheated through the electric heat pipe units is discharged; an induction heating coil unit which is wound around an outer circumference of the electric heat tank, and performs induction heating for the inside of the electric heat space; a temperature sensor which detects the inner temperature in the electric heat space; and a control unit which controls the operation of the induction heating coil unit and the control valve in accordance with the temperature detected by the temperature sensor.

Description

Heating system for pre-heating ship fuel

The present invention relates to a ship fuel preheating system, and more particularly, to a ship fuel preheating system in which energy efficiency is improved.

In general, heavy oil-based oils, such as bunker seed oil, used as fuel oil for marine engines, have a high viscosity at room temperature, so their fluidity is significantly lower than that of diesel oil, and their ignition point is very high. Therefore, in order to increase the fluidity of the marine fuel oil, the fuel oil must be preheated to a certain temperature to satisfy the required viscosity (10 to 15 cst) and ignition point of the engine. To this end, a fuel oil heating system using high-temperature steam was installed and used on a ship.

Since then, it developed in a conventional ship fuel oil heating system using steam and operated a system in parallel by connecting the steam heater heat exchanger and the electric heater heat exchanger using electricity in parallel. That is, when the ship is in operation, steam is generated from high-temperature exhaust gas generated from a boiler or economizer, and the ship fuel is preheated to a predetermined temperature in a heat exchanger to which the steam flows, and then supplied to the main engine and the generator. .

In addition, when steam generation is difficult, such as when the ship is anchored, the fuel stored in the service tank is preheated by an electric heater heat exchanger heated by a heat conduction method by a hot wire, and then supplied to a main engine or a generator. The system was running.

However, in the conventional system, as the two heat exchangers are separately operated according to the condition of the ship, two sets of heat exchange tanks, piping and control valves for preheating of fuel oil must be installed, and a circulation device according to a set temperature is separately installed. do. Due to this, the system is complicated, and the volume of the device is increased, and the manufacturing cost is also increased because relatively many parts are required.

In addition, when reheating the fuel tank storage temperature from 90 ℃, which is the storage temperature of the fuel tank, to 140 ℃, which is the optimal temperature for supplying fuel to the main engine and the generator, two heat exchangers are operated at the same time. When possible, a large amount of energy is consumed. And, when only one of the two heat exchangers is operated, there is a problem in that the complexity of the system is increased because a control algorithm for stopping operation of the other heat exchanger and controlling fuel movement to the heat exchanger must be operated respectively.

At this time, since the conventional fuel oil preheating system mainly used a steam heater, the boiler operation time for steam preheating was high, and about 1 to 1.5 tons of fuel was consumed per day, and the generator must be continuously operated to start the electric heater. did. Due to this, there is a problem in that the operation time of the main engine and the boiler is increased, thereby generating air pollutants and increasing the operation time.

Moreover, the direct heating method using a direct current, which is an existing electric heating method, heats with electric resistance heat generated in an electric coil in a heat exchanger, and uses more than 57% of electricity used for anchoring commercial electricity. In addition, depending on the type of the heating device, its efficiency varies greatly from about 15% to 80%, and thus, there is a problem in that the ratio of wasted energy is high.

Korean Registered Patent No. 10-0694671

In order to solve the above problems, the present invention is to solve the problem of providing a ship fuel preheating system with improved energy efficiency.

In order to solve the above problems, the present invention is an electric heating tank having an internal space therein; A steam inlet part provided at one end of the interior space and communicating with a steam suction line connected to a steam boiler; A steam outlet provided at the other end of the interior space and communicating with a steam discharge line provided with a control valve for selectively opening a flow path with any one of the steam boiler and the low temperature heat exchange line; A plurality of heat pipe parts connecting the steam inlet part and the steam outlet part by traversing the interior space; A fuel injection port for supplying fuel to one side of the heat transfer space formed between the heat transfer pipe parts; A fuel discharge port on the other side of the heat transfer space so that the fuel preheated through the heat pipe parts is discharged; An induction heating coil part wound around the outer periphery of the heat transfer tank to induction heat the inside of the heat transfer space, and an induction heating coil part formed to surround the outside of the induction coil but having an inner circumferential surface coated with an insulating coating and a protective casing made of a semi-magnetic material; A temperature sensor provided at the fuel outlet to sense the temperature inside the heat transfer space; And a control unit controlling the driving of the induction heating coil unit and the control valve according to the temperature sensed by the temperature sensor, wherein the steam inlet unit divides one side end of the internal space communicating with the steam suction line. It is formed, the steam outlet portion is formed by dividing the other end portion of the interior space in communication with the steam discharge line, and the heat transfer tube portion so that the fuel can be preheated by the heat exchange of the steam heating method and the induction heating method The heat transfer tank is provided with a magnetic metal capable of heat conduction, and the fuel injection port is provided with a flow rate gauge that senses a flow rate, but when the flow rate detected by the flow rate gauge is less than a predetermined flow rate, the control part is transferred to the induction heating coil part. The emergency temperature sensor that cuts off the application of power and detects the surface temperature of the heat exchanger part However, when the temperature sensed by the emergency temperature sensor reaches a third temperature set lower than the flash point of the fuel, the application of power to the induction heating coil part is emergencyly blocked, and the temperature sensed by the temperature sensor is the power device. When the preheating temperature for supplying and using is higher than a predetermined first temperature, the controller controls the control valve to cut off the application of power to the induction heating coil part and to connect the steam discharge line to the low temperature heat exchange line, When the temperature sensed by the temperature sensor is greater than or equal to the second temperature set lower than the first temperature, the controller applies electric power to the induction heating coil part and the steam discharge line is the fuel included in the steam boiler and the low temperature heat exchange line. The control valve is controlled to be simultaneously connected to the injection preheating unit, and the temperature sensed by the temperature sensor. Is less than the second temperature, the controller provides a fuel pre-heating system for ships is characterized by controlling the control valve so that applying power to the induction heating part nose and connected to the steam discharge line to the steam boiler.

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Through the above solution, the present invention provides the following effects.

First, since the preheating structure using steam and the induction heating preheating structure using electricity are integrally provided in one heat exchanger when preheating the ship's fuel oil, additional facilities including piping, control valves, and circulation devices required for each heater configuration are simplified. Through this, space utilization and economic efficiency can be significantly improved.

Second, the induction heating method applied to the preheating of the fuel oil reduces the time required for heating the structure as the structure itself preheating the fuel oil is generated by the heat of loss of high-frequency current, and can be exchanged with the fuel oil in a short time. Therefore, the preheating time of the fuel oil is shortened, and the speed of operation can be significantly improved.

Third, when the flow rate of the fuel injected into the fuel injection port is smaller than the reference value due to the blockage of the pipe or the failure of the pump device, the detection signal of the flow rate gauge is transmitted to control the operation of the heat exchanger, so that the heat exchanger It is possible to prevent overheating of the device due to the lack of internal heating of the driving safety can be improved.

Fourth, when the fuel temperature to be preheated exceeds a preset temperature, the emergency temperature sensor immediately detects it and delivers it to a control unit that controls the power supply for induction heating, so it can quickly respond to a rapid temperature rise. The durability of the product can be improved by preventing damage to parts.

Fifth, by controlling the control valve and the control unit according to the temperature of the discharged fuel sensed by the temperature sensor to selectively operate induction heating and steam heating, it responds flexibly to changes in fuel temperature and stably controls the preheating temperature. Since it can be maintained, the flexibility and stability of operation can be improved.

1 is a cross-sectional perspective view showing a ship fuel preheating system according to an embodiment of the present invention.
Figure 2 is a longitudinal cross-sectional view showing a ship fuel preheating system according to an embodiment of the present invention.
Figure 3 is a block diagram showing a ship fuel preheating system according to an embodiment of the present invention.
Figure 4 is a flow chart showing a control method of a ship fuel preheating system according to an embodiment of the present invention.

Hereinafter, a ship fuel preheating system according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 and 2 is a cross-sectional view and a longitudinal cross-sectional view showing a ship fuel preheating system according to an embodiment of the present invention, Figure 3 is a block diagram showing a ship fuel preheating system according to an embodiment of the present invention, Figure 4 Is a flow chart showing a control method of the ship fuel preheating system 100 according to an embodiment of the present invention.

1 to 3, the ship fuel preheating system 100 according to an embodiment of the present invention includes a heat transfer tank 10, a steam inlet portion 12, a steam outlet portion 13, a heat transfer pipe portion 14 ), A fuel injection port 15a, a fuel discharge port 15b, an induction heating coil unit 20, a temperature sensor 15d, and a control unit 30.

Here, the heat transfer tank 10 is provided as a receptor having an internal space in which the heat transfer pipe part 14, etc., which will be described later, are installed so that fuel and steam are mutually partitioned therein. In addition, the heat transfer tank 10 is preferably provided with a metal structure so as to support the pressure of the fluid such as fuel and steam passing through the interior space.

At this time, it is preferable that the inner space is understood as the entire space inside the heat transfer tank 10, and the heat transfer pipe portion 14 is inside the pipe through which the steam flows and outside the heat transfer pipe portion 14 through which the fuel passes. It can be divided into a heat transfer space (14a).

In addition, the steam inlet part 12 and the steam outlet part 13 are provided at both ends of the interior space. Here, the steam inlet part 12 is provided at one end of the interior space and communicates with the steam suction line 11a connected to the steam boiler 50 for generating steam. In addition, the steam inlet portion 12 and the steam outlet portion 13 is a space through which hot steam passes, and is preferably provided with a heat-resistant material to prevent damage to the device due to heat.

At this time, the steam boiler 50 is preferably understood as a device for generating high temperature steam by heating the water inside, and the fuel may be preheated by heat exchange while the high temperature steam passes through the interior space.

In addition, the steam outlet portion 13 is formed by dividing the other end of the interior space, and communicates with the steam discharge line 11b through which the steam passing through the interior space is discharged.

In detail, a suction line flange portion is formed to protrude in a radially outer side of the end of the steam inlet portion 12 in communication with the steam suction line 11a. In addition, a discharge line flange portion is formed to protrude in a radially outer side of the end of the steam outlet portion 13 in communication with the steam discharge line 11b. At this time, the steam discharge line is preferably provided with a control valve 40 to selectively open a flow path with any one of the steam boiler 50 and the low temperature heat exchange line.

In addition, the control valve 40, which will be described later, is provided at an intersection where the steam discharge line and the steam boiler 50 and the low temperature heat exchange line are connected, and selectively flows through the opening and closing of the control valve 40. It is preferable to understand it as an opening flow path control device.

Here, the low-temperature heat exchange line is preferably understood as various heat exchange devices that transfer heat of steam superheated in the ship fuel preheating system 100 to be used for reheating or heating. In detail, the low temperature heat exchange line includes a fuel injection preheating unit 60, a cabin heater 90, an auxiliary heater for the main engine, and an auxiliary heater for the generator for preheating before fuel enters the ship fuel preheating system 100. It can contain.

At this time, the fuel injection preheating unit 60 is provided in the service tank 61 for storing surplus fuel and is provided as an auxiliary heat exchanger for maintaining the fuel temperature in the service tank 61. That is, the high-temperature steam introduced into the fuel injection preheating unit 60 may be used for preheating the fuel so as to maintain an appropriate storage temperature of 90 ° C for the fuel oil in the service tank 61.

In addition, after being used for preheating of the fuel, the cooled steam flows back into the steam boiler 50 in the form of cooling water to be converted into high-temperature steam, and is introduced into the heat transfer tank 10 to be circulated in a manner used for heat exchange. Can be.

In addition, the cabin heater 90 refers to a heater disposed in each cabin connected to a pipe through which the steam flows for heating in the cabin, and since high-temperature steam can be directly used for heating in the cabin, it is used for cabin heating. The required fuel consumption can be reduced.

In addition, the auxiliary heater for the main engine is preferably understood as an auxiliary heat exchanger for preheating the components and peripheral devices of the main engine 70 in preparation for exposure to high temperature fuel flowing into the main engine 70. That is, since the temperature difference between the peripheral device and the fuel is reduced by preheating the cooling water supplied to the main engine 70 to a predetermined temperature, damage to the device due to thermal shock can be prevented.

Here, the auxiliary heater for the generator is preferably understood as a device for preheating the preheated water supplied to the generator 80 before or when the generator 80 is not operated. Accordingly, the engine of the generator 80 is maintained at a constant temperature, and a normal power can be obtained.

At this time, the steam used and cooled for preheating in the cabin heater 90, the auxiliary heater for the main engine, and the auxiliary heater for the generator is regenerated as high temperature steam in the steam boiler 50 again in the form of cooling water. Then, it may be introduced into the heat transfer tank 10 and circulated in a manner used for heat exchange.

In addition, the heat transfer pipe portion 14 is provided in plural and is disposed to traverse the interior space so as to exchange heat with the fuel inside the heat transfer space 14a, the steam inlet portion 12 and the steam outlet portion 13 It is preferable to form a length corresponding to the distance between each other to connect.

In addition, it is preferable to be provided with a magnetic metal capable of heat conduction so that the fuel can be preheated by heat exchange in steam heating and heat exchange in induction heating. That is, the heat pipe portion 14 may be heated by induction heating to function as a medium for transferring heat to the fuel.

 And, the fuel injection port (15a) is formed on one side of the heat transfer space (14a) formed between the heat pipe section 14, the fuel discharge port (15b) is formed on the other side of the heat transfer space (14a) the main engine It is connected to 70 and the generator 80. Further, a flow rate gauge 15c is provided at one side of the fuel injection port 15a to sense the flow rate of the incoming fuel.

Here, the steam flowing into the steam inlet portion 12 passes through the inside of the heat transfer pipe portion 14, and the fuel passes through the heat transfer space 14a provided as an empty space between the plurality of heat transfer pipes. The heat may be heated while exchanging heat with the steam.

That is, the fuel passing through the empty space between the heat pipe parts 14 is preheated to a sufficient temperature by the steam flowing inside the heat pipe part 14 or the induced current formed by the induction heating coil part 20. After that, it is supplied to the main engine 70 and the generator 80.

In addition, the induction heating coil portion 20 is formed to be wound around the outer periphery of the heat transfer tank 10 so that the inside of the heat transfer space 14a is heated by induction heating due to the induction of the high frequency current. It includes a protective casing 22 formed to surround the outside of the wound induction coil 21.

In detail, the cross-sectional area of the induction coil 21 may be provided as one of circular, elliptical, and rectangular, and when it is necessary to adjust the coil value according to the coil height adjustment or there is a structural restriction, an elliptical coil with high convenience of use may be used. Can be.

In addition, the number and diameter of the induction coil 21 so that the fuel inside the heat transfer space 14a is heated to a predetermined temperature reference range when anchored by an induction heating method using an AC current. It is preferable that the number of turns is determined. In addition, the induction coil 21 is designed to intersect in a portion heated to be coupled to the load as close as possible to deliver the maximum energy load, but is preferably designed so that the magnetic force line is not canceled by the induced current from the opposite side.

Here, the induction heating method is a system in which the object to be heated is heated by using an induction current by a high-frequency current rather than thermal conduction, and is understood as a principle in which the object is rapidly heated by overcurrent and heat loss of hysterisis. This is preferred. At this time, the heating body heated by the induction current in the ship fuel preheating system 100 may include the heat transfer tank 10 and the heat transfer tube portion 14 made of a magnetic metal, factors such as frequency range Depending on the fuel itself may be heated.

In addition, since there is a difference in the frequency range in which the fuel itself is heated and the frequency range in which the heat-transfer metal provided by the heat transfer tank 10 and the heat transfer pipe part 14 is heated, it is important to select an appropriate frequency.

At this time, when the fuel itself is preheated by the generated induction current, a separate medium for heat exchange is not required, and thus the heating rate may be improved, but safety may be deteriorated since there is a risk of overheating and explosion of the fuel.

Accordingly, the ship fuel preheating system 100 is preferably driven so that the fuel is preheated by applying induction heating of a heat conduction method using the heat transfer tank 10 and the heat transfer pipe section 14 as a medium.

In detail, when heating the fuel oil by applying the induction heating method using a high frequency, the electrical energy of the eddy current induced in the internal space through which the fuel oil passes is lost and converted into heat energy and heated. That is, it is preferable that the heat transfer tank 10 and the plurality of heat transfer pipe parts 14 made of a magnetic metal are self-heated and understood as a principle of heat exchange with fuel flowing between the heat transfer tube parts 14.

In addition, when the fuel itself is preheated by the generated induction current, since a separate medium for heat exchange is not required, the heating preparation time is shortened, so that the heating speed and efficiency can be significantly improved.

And, when using high-frequency power as a heat source, the frequency characteristics may be changed by the material of the induction heating coil portion 20. For example, if the material of the induction heating coil 20 is the same, the depth of penetration decreases as the frequency increases, and the epidermal action in which the current is concentrated only on the surface of the heating body may be strong.

Accordingly, the heat release from the surface increases, and the heating efficiency inside the space where the ship fuel oil flows by the induction heating method may be lowered, so that the skin effect and the critical frequency corresponding to the material and size of the induction heating coil part are combined It is preferable that the frequency is determined in consideration.

That is, the induction heating method of the ship fuel preheating system 100 can be locally heated according to the shape of the heating coil by using the induction coil 21 of the induction heating coil part 20, so that internal and surface selective In addition to heating, it is easy to control the amount of heat generated by adjusting the frequency and output of the applied high-frequency current.

Accordingly, it is possible to shorten the heating time of the ship fuel oil, obtain high heating efficiency, and precisely control the heating speed and temperature atmosphere, so that the ease of operation of the ship fuel preheating system 100 can be significantly improved.

In addition, the inside of the protective casing 22 is preferably treated with an insulating coating to prevent induction heating of equipment adjacent to the system and to prevent electrical hazards such as contact with the coil and electric shock. Here, the insulating coating may be provided with a paramagnetic and semi-magnetic material such as aluminum or synthetic resin, and the inner circumferential surface of the protective casing 22 is coated with the insulating material.

Here, the paramagnetic material is a material exhibiting magnetism when a magnetic field is applied from the outside, and includes aluminum, tin, tungsten, and the like. In addition, when the external magnetic field is applied, the anti-magnetic material is a material having magnetization formed in a direction opposite to the external magnetic field, and it is preferable to understand copper and glass as the anti-magnetic material.

Then, the temperature sensor 15d passes through the interior space and is formed in the fuel outlet 15b to detect whether the temperature of the heated fuel has reached an appropriate supplyable temperature. At this time, it is preferable that the temperature information of the fuel sensed by the temperature sensor 15d is connected to be transferred to the control unit 30 in which the movement path, steam heating and induction heating of the fuel according to the temperature range are controlled.

On the other hand, the emergency temperature sensor (14b) is attached to one side of the surface of the heat transfer pipe portion (14) to sense the temperature of the fuel in progress, and the temperature information of the fuel detected by the emergency temperature sensor (14b) is derived It is preferable to be connected to be transferred to the control unit 30 that controls the application of power to the heating coil unit 20.

In detail, the temperature information sensed by the emergency temperature sensor 14b identifies the heating state of the fuel, and the control unit 30 controls power application to the induction heating coil unit 20 or adjusts the induction heating frequency. have. For example, there may be a case where the temperature rises more rapidly than the normal temperature rise due to various factors. When the heating coil is overheated due to abnormal temperature rise, there is a risk of fire if the equipment inside the induction heating device is damaged or severe.

Therefore, the real-time temperature measurement by the emergency temperature sensor 14b quickly responds to an abnormality that may occur when heating the fuel, and functions to be discharged after reaching the optimal fuel temperature that can be supplied, so the ship fuel preheating system The safety and accuracy of 100 can be improved.

In addition, the control unit 30 corresponds to the flow rate sensed by the flow rate gauge 15c and the temperature sensed by the temperature sensor 15d and the emergency temperature sensor 14b, and the induction heating coil part 20 and The driving of the control valve 40 can be controlled. At this time, the control unit 30 is preferably connected to the flow gauge (15c), the temperature sensor (15d) and the emergency temperature sensor (14b) in order to receive the flow rate and temperature detection signals.

In addition, the control unit 30 is preferably connected to the induction coil 21 and the control valve 40 so as to control the driving of the induction heating coil unit 20 and the control valve 40. At this time, the control unit 30 may be provided with a device for opening and closing the power line connected to the induction heating coil unit 20.

In addition, the control unit 30 converts the digital information output by the temperature sensor 15d into analog information, the induction heating coil unit 20 for fluid operation of the ship fuel preheating system 100 It may include a device for adjusting the frequency of the high-frequency power applied to.

Here, the flow rate gauge 15c for detecting the amount of fuel flowing into the heat transfer tank 10 is provided on one side inside the fuel injection port 15a. In addition, the flow gauge 15c is mutually connected to the control unit 30 so that power supply to the induction heating coil unit 20 can be controlled according to the sensed flow rate information.

 At this time, when the amount of fuel introduced is small, it is possible to block the application of power to the induction heating coil unit 20 to prevent overheating of the fuel, and when an excessive amount of fuel is introduced, the induction heating coil unit 20 A control algorithm may be formed such that rapid heating by induction heating is performed by applying furnace power. As such, the ship fuel preheating system 100 can be stably operated by fluidly responding to fluctuations in flow rate.

That is, when the flow rate of the fuel flowing into the heat transfer tank 10 is sensed below a predetermined flow rate range, it is preferable to be controlled to block the application of power to the induction heating coil part 20. Accordingly, since heating of the fuel is stopped inside the heat transfer tank 10, explosion due to overheating may be prevented, and damage to various supporting parts may be prevented, thereby improving durability and stability of the product.

For example, when the flow rate flowing into the fuel injection port fluctuates rapidly due to an abnormality in the pump of the fuel supply line connected to the fuel injection port 15a, the flow rate caused by the flow rate gauge 15c in the control unit 30 is abnormal. Symptoms may be detected. Accordingly, since the control unit 30 immediately cuts off the power supply line to the induction heating coil unit 20, the control unit 30 can quickly respond to the flow rate change.

Hereinafter, as shown in FIG. 4, the ship fuel preheating system in which the driving of the control valve 40 and the supply of power to the induction heating coil part 20 are controlled by the temperature sensor 15d and the control unit 30 ( The control method of 100) is as follows.

First, when the fuel preheated by the ship fuel preheating system 100 passes through the fuel discharge port 15b, the temperature of the fuel through which the temperature sensor 15d provided inside the fuel discharge port 15b is discharged Detects (s10).

Then, the control unit 30 determines whether the temperature of the fuel detected by the temperature sensor 15d is lower than a preset second temperature lower than the first temperature (S20).

At this time , when the temperature of the fuel is detected to be lower than the preset second temperature lower than the first temperature, the control unit 30 applies power to the induction heating coil unit 20, and the steam discharge line 11b The control valve 40 is controlled to be connected to the steam boiler 50 (s30).

That is, the control unit 30 opens a power line connected to the induction heating coil unit 20 from the ship's power supply unit so that the fuel is sufficiently preheated to reach the first temperature. In addition, the control unit 30 controls the control valve 40 to connect the steam discharge line 11b to the steam boiler so that steam used for preheating of fuel can be heated.

Here, the first temperature is preferably understood as the temperature of the fuel that is sufficiently preheated so that the fuel can be supplied to and used by power devices such as the main engine 70 and the generator 80. In general, the optimum temperature of the fuel supplied to the main engine 70 and the generator 80 is about 140 ° C, and the first temperature can be set around 140 ° C.

In addition, the control unit 30 determines whether the temperature of the fuel detected by the temperature sensor 15d is lower than the first temperature and higher than the second temperature (S40).

Here, the temperature range below the first temperature and above the second temperature is preferably understood as a case in which heating of the fuel has progressed to some extent. Accordingly, the control unit 30 can prevent the fuel from overheating above the first temperature through selective application of electric power supplied to the induction heating coil unit 20 and adjustment of the control valve 40. .

In detail, the control unit 30 applies power to the induction heating coil unit 20, and the steam discharge line 11b is simultaneously connected to the steam boiler 50 and the fuel injection preheating unit 60. The control valve 40 is controlled (s50). That is, the control unit 30 maintains preheating of fuel, but controls the control valve 40 so that the steam discharge line is simultaneously connected to the fuel injection preheating unit 60 so that superheated steam can be discharged. do.

On the other hand, when the temperature sensed by the temperature sensor 15d is sensed above a predetermined first temperature, the control unit 30 induction heating so that the induction heating type preheating by the induction heating coil unit 20 is stopped. The application of power to the coil unit 20 is cut off. At the same time, the control unit 30 controls the control valve 40 to open the flow path to connect the steam discharge line 11b to the low temperature heat exchange line (s60).

At this time, when the fuel is detected above the first temperature, it is preferable that it is determined that the optimum temperature that can be supplied to the main engine 70 and the generator 80 is reached. Accordingly, the control unit 30 blocks the application of power to the induction heating coil unit 20 and the steam connection to the steam boiler 50 to stop preheating of the fuel. In addition, the control unit 30 controls the control valve 40 so that the steam discharge line 11b is connected to the low temperature heat exchange line so that superheated steam can be discharged.

Accordingly, the ship fuel preheating system 100 controls the control valve 40 and the control unit 30 according to the temperature of the discharged fuel sensed by the temperature sensor 15d to induce heating and steam heating. By selectively applying the method, it is possible to flexibly respond to the temperature change of the fuel and stably maintain the preheating temperature, so that flexibility and stability of operation can be improved.

Then, the control method of the ship fuel preheating system 100 to which power is selectively applied to the induction heating coil unit 20 by the emergency temperature sensor 14b and the control unit 30 will be described in detail as follows. .

First, a first step of collecting temperature information of the fuel inside the heat transfer space 14a. At this time, if the collected temperature information is less than the lower limit of the preset temperature range, power is supplied by opening the power supply line connected to the induction heating coil part 20 so as to apply power to the induction heating coil part 20. And a second step of transmitting an operation signal.

Accordingly, the ship fuel preheating system 100 operates as a steam heater heat exchanger in which one device heats fuel using steam during operation, and operates as an electric heater heat exchanger of induction heating using electricity during anchoring. Therefore, since the boiler operating time for the operation of the steam heater can be shortened, the fuel consumption can be reduced to improve the economic efficiency.

In detail, the ship fuel preheating system 100 is operated as a steam heater for heating fuel oil using hot steam generated from the steam boiler 50 and an economizer (not shown) during operation. At this time, the economizer (not shown) is a device for recycling exhaust gas emitted from the engine of the ship, and is preferably understood as a means for improving energy efficiency. Meanwhile, during anchoring, it acts as an electric heater heat exchanger and is operated for heating fuel oil stored in the service tank 61.

Here, the method of switching between the steam heater and the electric heater follows the steps below. First, the steam capacity data is collected and stored through the steam flow sensor 13a provided in the steam heater, and it is determined based on the steam capacity data to determine whether the fuel oil temperature reaches 130 ° C to 150 ° C. The calculated value is calculated in real time. Subsequently, when it is determined that the shortage is determined by comparing the calculated value with a preset value, the calculation control unit includes a step of sending a heating signal to the power supply unit so that the electric heat exchanger is heated.

Here, the steam flow sensor 13a may be installed in a pipe through which the generated steam passes and heat exchange is performed, and the predetermined reference value is the optimum temperature of the fuel to the main engine 70 and the generator 80. It is desirable to understand the numbers to be supplied.

At this time, the terms "include", "compose" or "prepare" as described above means that the corresponding component can be intrinsic unless otherwise stated, and other components are excluded. It should not be interpreted as being able to further include other components. All terms, including technical or scientific terms, have the same meaning as generally understood by a person skilled in the art to which the present invention belongs, unless otherwise defined. Commonly used terms, such as predefined terms, should be interpreted as being consistent with the contextual meaning of the related art, and are not to be interpreted as ideal or excessively formal meanings unless explicitly defined in the present invention.

As described above, the present invention is not limited to each of the above-described embodiments, and it is possible to be modified by a person skilled in the art to which the present invention pertains without departing from the scope of the claims of the present invention. The implementation of such modifications is within the scope of the present invention.

100: ship fuel preheating system 10: electric heating tank
20: induction heating coil 30: control
40: control valve 50: steam boiler
60: fuel injection preheating unit 70: main engine
80: generator 90: cabin heater

Claims (14)

An electric heating tank having an internal space therein;
A steam inlet part provided at one end of the interior space and communicating with a steam suction line connected to a steam boiler;
A steam outlet provided at the other end of the interior space and in communication with a steam discharge line provided with a control valve that selectively opens a flow path with any one of the steam boiler and the low temperature heat exchange line;
A plurality of heat pipe parts connecting the steam inlet part and the steam outlet part by traversing the interior space;
A fuel injection port for supplying fuel to one side of the heat transfer space formed between the heat transfer pipe parts;
A fuel discharge port on the other side of the heat transfer space so that the fuel preheated through the heat transfer pipe parts is discharged;
An induction heating coil part wound around the outer periphery of the heat transfer tank to induction heat the inside of the heat transfer space, and an induction heating coil part formed to surround the outside of the induction coil but having an inner circumferential surface coated with an insulating coating and a protective casing of a semi-magnetic material;
A temperature sensor provided at the fuel outlet to sense the temperature inside the heat transfer space; And
It includes a control unit for controlling the driving of the induction heating coil portion and the control valve in accordance with the temperature detected by the temperature sensor,
The steam inlet portion is formed by dividing one end portion of the inner space communicating with the steam suction line, and the steam outlet portion is formed by dividing the other end portion of the inner space communicating with the steam discharge line, and is a steam heating method. The heat transfer pipe part and the heat transfer tank are made of a magnetic metal capable of heat conduction so that the fuel can be preheated by heat exchange by induction heating and heat exchange,
The fuel injection port is provided with a flow rate gauge that detects a flow rate, and when the flow rate detected by the flow rate gauge is less than a predetermined flow rate, the controller blocks power application to the induction heating coil part,
Further comprising an emergency temperature sensor for sensing the surface temperature of the heat pipe portion, when the temperature sensed by the emergency temperature sensor reaches a third temperature set lower than the flash point of the fuel emergency shut off the application of power to the induction heating coil part And
When the temperature detected by the temperature sensor is equal to or greater than a preset first temperature, which is a preheating temperature to be supplied to and used by the power unit, the control unit blocks power application to the induction heating coil unit and exchanges the steam discharge line with the low temperature heat exchange. Control the control valve to be connected to the line,
When the temperature sensed by the temperature sensor is greater than or equal to the second temperature set lower than the first temperature, the controller applies electric power to the induction heating coil part and the steam discharge line is fuel included in the steam boiler and the low temperature heat exchange line. The control valve is controlled to be simultaneously connected to the injection preheating unit,
When the temperature sensed by the temperature sensor is less than the second temperature, the control unit applies power to the induction heating coil part and controls the control valve to connect the steam discharge line to the steam boiler. Preheating system. delete delete delete delete delete delete delete delete delete delete delete delete delete

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