KR102517593B1 - Ship - Google Patents

Abstract

The consumption amount is measured with good precision for each type of fuel oil.
The ship 1 has a first fuel oil tank 11 storing first fuel oil, a second fuel oil tank 12 storing second fuel oil different from the first fuel oil, and first fuel A first fuel oil path (L1) for discharging the first fuel oil from the oil tank (11), a second fuel oil path (L2) for discharging the second fuel oil from the second fuel oil tank (12), A merging path L3 provided at the rear end of the first fuel oil path L1 and the second fuel oil path L2 and allowing the fuel oil from these paths to merge, and the fuel oil from the merging path L3 is introduced and combusted The combustion engine 15 to make, the first fuel oil consumption measuring unit 13 that measures the consumption of the first fuel oil at a front end of the merging path L3, and the front end of the merging path L3, the second It has a second fuel oil consumption measurement unit 14 for measuring the consumption of fuel oil.

Description

Ship {SHIP}

This application claims priority based on Japanese Patent Application No. 2017-176714 filed on September 14, 2017. The entire content of the above Japanese patent application is incorporated herein by reference.

[0001] The present invention relates to ships, and more particularly to calculating fuel consumption according to the type of fuel.

As a method of measuring the consumption of fuel oil supplied from a fuel tank in a ship, a method using a liquid level gauge provided in a fuel tank has conventionally been used. On the other hand, in Patent Literature 1, a fuel remaining amount measuring device for automobiles that measures the consumption of fuel oil without using a liquid level gauge is proposed.

Patent Document 1: Japanese Unexamined Patent Publication No. 11-148851

In recent years, legal expenses related to fuel consumption reporting have been advanced in the shipping industry, and it has become required to measure and report fuel consumption with high precision for each type of fuel oil. However, in conventional ships, it has not been required to measure the consumption of fuel oil for each type with high precision.

The present invention has been made in view of the above, and an object of the present invention is to provide a ship capable of accurately measuring consumption for each type of fuel oil.

In order to achieve the above object, a ship according to one embodiment of the present invention provides a first fuel oil tank for storing first fuel oil, and a second fuel oil for storing second fuel oil different from the first fuel oil. A tank, a first fuel oil path for discharging the first fuel oil from the first fuel oil tank, a second fuel oil path for discharging the second fuel oil from the second fuel oil tank, A merging path provided at the rear end of the fuel oil path and the second fuel oil path and merging fuel oil from the first fuel oil path and the second fuel oil path, and fuel oil from the merging path is introduced for combustion A combustion engine that causes a combustion engine, a first fuel oil consumption measuring unit that measures the consumption of the first fuel oil at a stage prior to the confluence path, and a second fuel oil consumption measurement unit that measures the consumption amount of the second fuel oil at a stage prior to the confluence path. It has a fuel oil consumption measurement unit.

According to the ship, when two different types of fuel oil are supplied to a combustion engine via a confluence path, a first fuel oil consumption measuring unit is provided at the front end of the confluence path, and the second fuel oil consumption measurement unit is provided at the front end of the confluence path. A consumption measurement unit is provided. Therefore, it becomes possible to measure the consumption amount for each type of fuel oil with good precision.

Here, one of the first fuel oil consumption measurement unit and the second fuel oil consumption measurement unit is a flow meter for measuring the amount of fuel oil flowing into the confluence path, provided on a path preceding the confluence path. can do.

As described above, since one of the first fuel oil consumption measurement unit and the second fuel oil consumption measurement unit is a flow meter for measuring the amount of fuel oil flowing in the merging path, the movement amount of fuel oil can be directly measured by the flow meter. It becomes possible to measure the consumption of fuel oil in the path provided with good precision.

Further, on the first fuel oil path, an intermediate tank for storing the first fuel oil is further provided, and the first fuel oil consumption measurement unit measures the amount of discharge of the first fuel oil from the first fuel oil tank. It may be an aspect having a flow meter and a storage flow measurement unit for measuring the storage amount of the first fuel oil in the intermediate tank.

As described above, when the intermediate tank is provided on the first fuel oil path, by combining the flow meter for measuring the amount of discharge from the first fuel oil tank and the storage volume measuring unit for measuring the amount of storage of the first fuel oil in the intermediate tank, It becomes possible to measure the consumption amount of the 1st fuel oil in an intermediate tank with good precision.

The flow meter may be a mass flow meter. Further, the flow meter may be configured to include a volumetric flow meter and a temperature measuring unit or a density measuring unit. By making the flowmeter such a structure, it becomes possible to measure the consumption of fuel oil in the path provided with the flowmeter with good precision.

In addition, the storage flow measurement unit may include a level gauge for measuring the liquid level of the first fuel oil in the intermediate tank, and a temperature measurement unit or a density measurement unit.

Since the storage volume measuring unit includes a level gauge for measuring the liquid level of the first fuel oil in the intermediate tank and a temperature measuring unit or a density measuring unit, the amount of storage of the first fuel oil in the intermediate tank can be more simply measured using the level gauge. .

ADVANTAGE OF THE INVENTION According to this invention, the ship which can measure consumption amount for each kind of fuel oil with good precision is provided.

1 is a schematic configuration diagram of a fuel oil management system included in a ship according to a first embodiment.
2 is a schematic configuration diagram of a fuel oil management system included in a ship according to a second embodiment.
3 is a schematic configuration diagram of a fuel oil management system included in a ship according to a third embodiment.
Fig. 4 is a diagram showing a modified example of the third embodiment.

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing this invention is described in detail with reference to an accompanying drawing. However, in the description of the drawings, the same reference numerals are given to the same elements, and overlapping descriptions are omitted.

(First Embodiment)

1 is a schematic configuration diagram of a fuel oil management system 2 included in a ship 1 according to a first embodiment of the present invention. The fuel oil management system 2 is a system that manages the fuel oil used in the ship 1, and is provided in the ship 1. As shown in FIG. 1, the fuel oil management system 2 includes a first fuel oil tank 11, a second fuel oil tank 12, a first fuel oil consumption measurement unit 13, and a second It has a fuel oil consumption measurement part (14) and a combustion engine (15).

In the fuel oil management system 2, as described above, two fuel oil tanks in which at least two types of fuel oil (first fuel oil and second fuel oil) are individually stored are provided. That is, in the 1st fuel oil tank 11 and the 2nd fuel oil tank 12, fuel oil of a mutually different kind is stored. The two types of fuel oil supplied from these fuel oil tanks are supplied to the same combustion engine 15 . The combustion engine 15 is an engine that burns and consumes fuel oil, and examples thereof include a main engine, a generator, and a boiler.

Therefore, in the fuel oil management system 2, the first fuel oil path L1 through which the first fuel oil supplied from the first fuel oil tank 11 flows, and the second fuel oil supplied from the second fuel oil tank 12 The second fuel oil path (L2) through which fuel oil flows, and the merging path (L3) in which both the first fuel oil from the first fuel oil path (L1) and the second fuel oil from the second fuel oil path (L2) flow have The first fuel oil flowing through the first fuel oil path L1 is supplied to the combustion engine 15 via the confluence path L3. Moreover, the 2nd fuel oil flowing through the 2nd fuel oil path L2 is supplied to the combustion engine 15 via the merging path L3. The type of fuel oil supplied to the combustion engine 15 and its supply amount are controlled by a control unit (not shown). Based on instructions from the controller, the type and amount of fuel oil supplied to the combustion engine 15 are controlled by opening and closing the valve or operating the pump.

The 1st fuel oil consumption measurement part 13 is provided in the 1st fuel oil path L1 or the previous stage rather than it. The first fuel oil consumption measurement unit 13 has a function of measuring the consumption of the first fuel oil, that is, the weight of the first fuel oil supplied to the combustion engine 15 via the first fuel oil path L1. As a method of measuring the amount of the first fuel oil supplied to the combustion engine 15 from the first fuel oil path L1, schematically, the combustion engine 15 flows through the first fuel oil path L1 using a flow meter or the like. ) Measure the flow rate (volume) of the first fuel oil supplied and measure the volume change of the first fuel oil stored in the first fuel oil tank 11 using a method of calculating the weight from the flow rate and a liquid level gauge, etc. and calculating the weight from the change in volume. When calculating the weight from the volume of the fuel oil, the density of the fuel oil is required. However, since the density changes with the temperature, temperature-related information is required for correction. Flowmeters include volumetric flowmeters and mass flowmeters. The volume flow meter appropriately provides a temperature sensor (temperature measurement unit) or density sensor (density measurement unit) for temperature correction of the density for converting the obtained volume flow rate into mass flow rate, but since the mass flow meter can directly measure mass, No temperature sensor is required. Since the liquid level gauge can only measure volume, a temperature sensor (temperature measuring unit) or a density sensor (density measuring unit) is provided. However, the device structure of the 1st fuel oil consumption measurement part 13 can be changed suitably. In addition, since the density sensor can directly measure the density, it is not necessary to perform temperature correction. In addition, as for density sensors, those that measure the degree of absorption when γ-rays pass through a material, those that measure using changes in free frequencies due to changes in density, and the like are commercially available.

The 2nd fuel oil consumption measuring part 14 is provided in the 2nd fuel oil path (L2) or the previous stage rather than it. The second fuel oil consumption measuring unit 14 has a function of measuring the consumption of the second fuel oil, that is, the weight of the second fuel oil supplied to the combustion engine 15 via the second fuel oil path L2. Therefore, like the first fuel oil consumption measurement unit 13, the second fuel oil consumption measurement unit 14 is a flow meter in the second fuel oil path L2 or a liquid level gauge in the second fuel oil tank 12 and a temperature sensor for measuring the temperature of the second fuel oil. However, the device configuration of the second fuel oil consumption measurement unit 14 can be appropriately changed.

In the ship including the fuel oil management system 2, when a plurality of different types of fuel oil (in the fuel oil management system 2, two types) are supplied to the combustion engine via the joining path L3, A fuel oil consumption amount measurement unit is provided to measure the consumption amount of fuel oil in a path through which each fuel oil flows individually or in an anterior stage thereof. In the case of the fuel oil management system 2, the first fuel oil consumption measurement unit 13 is provided in the first fuel oil path L1 or the front end thereof (ie, the front end of the joining path L3), and the second The 2nd fuel oil consumption measuring part 14 is provided in the fuel oil path L2 or its front end (ie, the front end rather than the confluence path L3). Therefore, it becomes possible to measure the consumption amount for each type of fuel oil with good precision.

Just as the European Regulation on Fuel Efficiency Reporting (EU-MRV) was recently adopted to identify CO ₂ emissions as part of environmental regulation, the amount of CO ₂ generated varies for each type of fuel in the shipping industry. It is required to measure the amount of consumption with good precision every time. However, in conventional ships, measuring fuel oil consumption has been performed for the purpose of fuel economy management and the like in own ships. However, since it is not legally required to manage the consumption amount for each type of fuel oil with high precision as in the above EU-MRV rule, especially when using a plurality of types of fuel oil in a combustion engine, the amount of fuel oil for each type The consumption amount was not measured with high precision, and an apparatus configuration for measuring the consumption amount for each type was not provided.

In contrast, in the vessel 1 including the fuel oil management system 2 according to the present embodiment, the fuel oil consumption is measured at the front end of each fuel oil convergence in the merging path L3. to be individually measured for each type with good accuracy. When using fuel oil in the combustion engine 15, one of the different fuel oils is supplied to the combustion engine 15 actually. Therefore, it is also possible to measure the consumption of fuel oil for each type in the confluence path L3. However, since there is a possibility that a plurality of types of fuel oil may be mixed at the time of changing fuel oil in the confluence path L3, it is considered difficult to accurately measure the consumption for each type of fuel oil. On the other hand, in the ship 1 including the fuel oil management system 2 according to the present embodiment, the consumption of mixed fuel oil is measured by setting the configuration in which the consumption of fuel oil is measured at the front end of the joining path L3. that can be avoided

In addition, when the first fuel oil consumption measurement unit 13 or the second fuel oil consumption measurement unit 14 includes a flow meter provided in the fuel oil path, the flow rate of fuel oil supplied to the combustion engine 15 is directly measured. Since it can also be measured, it becomes possible to measure the consumption amount of fuel oil with good precision.

On the other hand, when the first fuel oil consumption measuring unit 13 or the second fuel oil consumption measuring unit 14 includes a level gauge provided in the fuel oil tank, the fuel oil is measured from the fluctuation of the liquid level of the fuel oil in the fuel oil tank. Since consumption can be measured and it becomes unnecessary to provide a new measurement system or the like on the fuel oil path side, processing of the path can be performed freely. However, there are cases where an error is included in the calculation of the fuel oil consumption based on the measurement of the liquid level fluctuation of the fuel oil in the tank by the level gauge. For example, when the tank bottom area is large, a slight consumption of fuel oil may not be accurately measured from the liquid level fluctuation. Therefore, calculation of fuel oil consumption using a level gauge in the tank is suitably used when the bottom area of the tank is small to some extent.

(Second Embodiment)

1st Embodiment demonstrated the case where two types of fuel oil (1st fuel oil and 2nd fuel oil) were supplied with respect to one combustion engine 15 from each fuel oil tank. However, in practice, since a purifier or the like is provided between the tank for storing fuel oil and the combustion engine, a tank (intermediate tank) for storing fuel oil after being purified may be provided at a later stage. Moreover, a ship may have a plurality of combustion engines and supply fuel oil from the same fuel oil tank to the plurality of combustion engines. In the second embodiment, two types of fuel oil are supplied to a plurality of combustion engines, and an intermediate tank is provided on the path of each fuel oil.

Fig. 2 is a diagram explaining a ship 1A including a fuel oil management system 3 according to a second embodiment. In FIG. 2, a case in which fuel oil corresponding to the first fuel oil is diesel oil (D.O.) and fuel oil corresponding to the second fuel oil is heavy fuel oil (HFO) will be described. Moreover, in FIG. 2, as the combustion engine 15, three combustion engines of generator 15A (G/E), main engine 15B (M/E), and boiler 15C (BLR) are provided. Hereinafter, diesel oil may be described as DO, and heavy fuel oil may be described as HFO.

Of the fuel oil management system 3 of the ship 1A shown in FIG. 2, first, the flow path on the diesel oil DO side will be described. First, as a tank corresponding to the first fuel oil tank, a DO storage tank 11A (DO Storage Tank) is provided. DO from this DO storage tank 11A is introduced into the purifier 21 (Purifier) through a path L11. Further, DO after being cleaned by the purifier 21 is introduced into the DO service tank 22 (DO Service Tank) as an intermediate tank through a path L12. Further, a conveyance path L13 is provided from the DO service tank 22 to the DO storage tank 11A when DO overflows in the DO service tank 22. Thus, on the DO side, a circulation path including the DO storage tank 11A, the purifier 21, and the DO service tank 22 is formed.

Part of the DO diverged from the DO service tank 22 is supplied via a path L14 to a merging path L31 that supplies fuel oil to the generator 15A and the main engine 15B. Also, part of the DO branched off from the path L11 is supplied via the path L15 to the merging path L32 that supplies fuel oil to the boiler 15C.

Of the paths on the DO side, paths L11 to L15 are paths through which only DO flows, and correspond to the first fuel oil path. Among these paths, the path that only DO flows and connects to the confluence path L31 becomes the path L14. In addition, only DO flows and a path connected to the confluence path L32 becomes the path L15. Therefore, as shown in FIG. 2, by providing the flow meter 131 and the flow meter 132 on the path L14 and the path L15, respectively, branching from the circulation path on the DO side, the combustion engine 15 (generator) 15A, main cycle 15B, and boiler 15C], the flow rate of DO flowing through the joining paths L31 and L32, that is, the amount of DO consumption can be measured. In this way, the flowmeters 131 and 132 function as fuel oil consumption measurement units (first fuel oil consumption measurement units) on the DO (first fuel oil) side. However, in order to calculate the consumption (weight) of DO, a thermometer for measuring the temperature of DO may be provided separately.

The results of measurement by the flowmeters 131 and 132 provided on the DO side path (and, if necessary, the result of measurement by the thermometer) are sent to the calculation/recording unit 40 shown in FIG. 2, and the calculation/recording unit 40 ), these measurement results can be summarized, and the consumption of DO can be calculated. In this case, the calculating/recording unit 40 also functions as a fuel oil consumption measurement unit (first fuel oil consumption measurement unit) on the DO (first fuel oil) side.

Next, the flow path on the heavy fuel oil (HFO) side will be described. First, as a tank corresponding to the second fuel oil tank, an HFO storage tank 12A (HFO Storage Tank) is provided. HFO from this HFO storage tank 12A is introduced into an HFO Settling Tank 31 as an intermediate tank through a path L21. Moreover, HFO from the HFO stationary tank 31 is introduced into the purifier 32 (Purifier) via the path L22. In addition, HFO after cleaning by the purifier 32 is introduced into the HFO service tank 33 (HFO Service Tank) as an intermediate tank through a path L23. Further, from the HFO service tank 33 to the HFO stationary tank 31, a conveyance path L24 is provided in case HFO overflows in the HFO service tank 33. In this way, on the HFO side, a circulation path including the HFO stationary tank 31, the purifier 32, and the HFO service tank 33 is formed at the rear end of the HFO storage tank 12A.

A portion of HFO diverged from the HFO service tank 33 is supplied via a path L25 to a merging path L31 that supplies fuel oil to the generator 15A and the main engine 15B. Moreover, some HFO branched from the HFO stationary tank 31 is supplied via the path L26 with respect to the merging path L32 which supplies fuel oil to the boiler 15C.

Among the paths on the HFO side, paths L21 to L26 are paths through which only HFO flows, and correspond to the second fuel oil path. Among these paths, a path connecting to the confluence path L31 through which only HFO flows becomes the path L25. In addition, only HFO flows and a path connecting to the confluence path L32 becomes a path L26. Therefore, as shown in FIG. 2, by providing the flow meter 141 and the flow meter 142 on the path L25 and the path L26, respectively, branching from the circulation path on the HFO side, the combustion engine 15 (generator) 15A, main cycle 15B, and boiler 15C], the HFO flow rate flowing through the merging paths L31 and L32 connected to the boiler 15C, that is, the HFO consumption amount can be measured. In this way, the flowmeters 141 and 142 function as a fuel oil consumption measurement unit (second fuel oil consumption measurement unit) on the HFO (second fuel oil) side. However, in order to calculate the consumption amount (weight) of HFO, a thermometer for measuring the temperature of HFO may be provided separately.

The results of measurement by the flowmeters 141 and 142 provided on the path on the HFO side (and, if necessary, the result of measurement by the thermometer) are sent to the calculation/recording unit 40 shown in FIG. 2, and the calculation/recording unit 40 ), these measurement results can be summarized, and the HFO consumption can be calculated. In this case, the calculation/recording unit 40 also functions as a fuel oil consumption measurement unit (second fuel oil consumption measurement unit) on the HFO (second fuel oil) side.

Further, 201, 202 and 203 are pumps, and each operates for supplying fuel oil.

In the example shown in Fig. 2, in both DO and HFO, a flow meter is provided on a path connected to the merging paths L31 and L32, and the fuel oil consumption is measured using this flow meter. In this way, by adopting a configuration in which a flow meter is used as a fuel oil consumption measuring unit for measuring the consumption of fuel oil, the consumption of DO and HFO can be measured with good accuracy.

(Third Embodiment)

Fig. 3 is a diagram explaining a ship 1B including a fuel oil management system 4 according to a third embodiment. Compared with the fuel oil management system 3 according to the second embodiment, the fuel oil management system 4 has a different configuration of the fuel oil consumption measurement unit on the HFO side, but the other configurations are different from those of the fuel oil management system 3. same. Therefore, descriptions of parts having the same configuration will be omitted, and only differences will be described.

The flow path on the heavy fuel oil (HFO) side is the same as that of the fuel oil management system 3. That is, on the HFO side, a circulation path including the HFO stationary tank 31, the purifier 32, and the HFO service tank 33 is formed at the rear end of the HFO storage tank 12A. In addition, part of the HFO diverged from the HFO service tank 33 is supplied via a path L25 to a merging path L31 that supplies fuel oil to the generator 15A and the main engine 15B. Moreover, some HFO branched from the HFO stationary tank 31 is supplied via the path L26 with respect to the merging path L32 which supplies fuel oil to the boiler 15C.

Here, in the fuel oil management system 4 according to the third embodiment, the HFO consumption is measured by combining a flow meter and a liquid level meter. First, by providing a flow meter on the path L21, the amount of HFO discharged from the HFO storage tank 12A is measured. On the other hand, for the HFO stationary tank 31 and the HFO service tank 33, which are intermediate tanks at the rear end of the HFO storage tank 12A, by providing level gauges 144 and 145, respectively, the height of the liquid level is used to measure each tank. Measure the amount of HFO retained. From these results, the amount obtained by subtracting the increased amount of HFO stored in the HFO stationary tank 31 and the HFO service tank 33 from the amount of HFO discharged from the HFO storage tank 12A is a generator 15A as a combustion engine, It becomes the consumption amount of HFO in main machine 15B and boiler 15C. The calculation of the consumption amount of HFO based on this measurement result can be set as the structure performed by the arithmetic/recording part 40 similarly to 2nd Embodiment.

In this way, it is good also as a structure which measures the consumption amount of fuel oil by combining the flowmeter 143 and the liquid level gauges 144 and 145. In this case, the flowmeter 143 functions as a flowmeter that measures the amount of fuel oil discharged from the HFO storage tank (fuel oil tank). In addition, the level gauges 144 and 145 function as a storage flow measurement unit for measuring the storage amount of fuel oil in the intermediate tank. However, as described above, only the liquid level meter can measure only the volume, so it is provided by combining the liquid level meter with a temperature sensor (temperature measuring unit) or a density sensor (density measuring unit).

In the fuel oil management system 4 according to the third embodiment, compared with the fuel oil management system 3 according to the second embodiment, the following effects are obtained. First, in the fuel oil management system 3 according to the second embodiment, the flowmeter 141 is provided on the upstream side of the pump 202 . In this case, there are cases where the pressure loss of the flow meter does not satisfy the suction performance of the pump 202 depending on the arrangement of the flow meter. For this reason, the operation of the system as a whole may become difficult. In contrast, in the fuel oil management system 4 according to the third embodiment, since there is no need to arrange a flow meter between the pump 202 and the HFO service tank 33, the above problems can be avoided. can In addition, in the fuel oil management system 4 according to the third embodiment, compared to the fuel oil management system 3 according to the second embodiment, the number of flow meters can be reduced by one, and the cost related to installation and management of the flow meter can reduce

However, in the third embodiment, the amount (volume) of HFO stored in the tank is measured with the level gauges 144 and 145 for the HFO stationary tank 31 and the HFO service tank 33, but in the HFO storage tank 12A For this, the amount of HFO discharged from the tank is measured using the flow meter 143. Instead of such a configuration, the HFO storage tank 12A may also have a configuration in which the amount of HFO discharged from the tank is measured using a level gauge. However, as described above, when the capacity of the tank is large, there is a possibility that an error is included in the measurement of the volume by the level gauge. Therefore, by selecting which one of the liquid level meter and the flow meter to be used based on the capacity of the tank or the like, it becomes possible to measure the consumption amount with higher accuracy. In the configuration shown in the third embodiment, since the capacity of the HFO stationary tank 31 and the HFO service tank 33 is often relatively small with respect to the HFO storage tank 12A, as described above, the HFO stationary tank ( 31) and the HFO service tank 33 using a level gauge to measure the amount of HFO in the tank, it is considered that the measurement accuracy can be maintained sufficiently high.

However, in the third embodiment, the case where the storage amount of fuel oil in the intermediate tank is measured on the HFO side serving as the second fuel oil side has been described. may be employed Moreover, it is good also as a structure which measures the storage amount of fuel oil in an intermediate|middle tank on both fuel oil sides. However, in the examples shown in Figs. 2 and 3, a conveyance path L13 is provided for conveying DO overflowing to the DO storage tank 11A. In the case of such a configuration, DO discharged from the DO storage tank 11A can be accurately measured simply by providing a flow meter on the path L11 from the DO storage tank 11A, like the flow meter 143. does not exist. For this reason, it is necessary to appropriately change the arrangement of the flowmeter or the like. About that point, it demonstrates with the following modified example.

(modified example)

FIG. 4 is a diagram showing an example in which a path on the HFO side in the fuel oil management system 4 is partially changed as a modified example of the fuel oil management system 4 according to the third embodiment. In FIG. 4, compared to the HFO path in the fuel oil management system 3 shown in FIG. 3, one intermediate tank is added, and a path is added between the tank and other tanks. . In addition, the configuration of the fuel oil consumption measuring unit on the HFO side is different corresponding to the change of the route.

In the modified example shown in FIG. 4, as in the fuel oil management system 4, at the rear end of the HFO storage tank 12A, the HFO stationary tank 31, the purifier 32, and the HFO service tank 33 are included. A circulation path is formed (description of the cleaner 32 is omitted in FIG. 4). In addition, part of the HFO diverged from the HFO service tank 33 is supplied via a path L25 to a merging path L31 that supplies fuel oil to the generator 15A and the main engine 15B. Moreover, some HFO branched from the HFO stationary tank 31 is supplied via the path L26 with respect to the merging path L32 which supplies fuel oil to the boiler 15C.

On the other hand, in the modified example shown in FIG. 4, when the HFO stationary tank 31 overflows, the subtank 34 for introducing some HFO from the HFO stationary tank 31 and the HFO service tank 33 It is provided. Between the HFO stationary tank 31 and the HFO service tank 33 and the sub tank 34, a path L27 is provided. In addition, the HFO in the sub tank 34 is conveyed to the HFO storage tank 12A via the route L28, or is conveyed on the route L21 and in front of the flowmeter 143 (in FIG. 4, An example of conveying to the route L21 is shown].

In the case of such a configuration, compared to the configuration shown in Fig. 3, a sub tank 34 as an intermediate tank is added. For this reason, by providing the level gauge 146, by measuring the amount (volume) of HFO stored in the sub tank 34 using the height of the liquid level, taking the HFO stored in the sub tank 34 into consideration, the HFO consumption can be calculated.

On the other hand, the amount of HFO discharged from the HFO storage tank 12A is measured by the flow meter 143, but the amount of HFO conveyed via the sub tank 34 is included in the measurement result. Therefore, when the HFO consumption amount is calculated from the measurement result by the flow meter 143 and the amount of HFO stored in the intermediate tank measured by the level gauges 144, 145, and 146, the amount of HFO transported through the sub tank 34 An error is included as much as the amount of HFO.

Therefore, in the configuration of the modified example shown in FIG. 4 , the flow meter 147 for measuring the amount of HFO conveyed from the sub tank 34 to the front end of the flow meter 143 is provided on the path L28. Then, by subtracting the measurement result by the flowmeter 147 from the measurement result by the flowmeter 143, the amount of HFO discharged to the rear stage among the HFO originally stored in the HFO storage tank 12A can be obtained. Therefore, if the increased amount of HFO stored in the intermediate tank measured by the level gauges 144, 145, and 146 is subtracted from the result of subtracting the measurement result by the flowmeter 147 from the measurement result by the flowmeter 143, the combustion engine HFO consumption in generator 15A, main engine 15B, and boiler 15C is obtained.

However, in the case where HFO from the sub tank 34 is conveyed on the path L21 or the like downstream of the flow meter 143, the measurement result by the flow meter 147 does not have to be used, so the flow meter 147 can be omitted. there is.

In this way, when an intermediate tank is provided between a tank for storing fuel oil (here, the HFO storage tank 12A) and the combustion engine, or when the route between the storage tank and the combustion engine becomes complicated, the route It becomes possible to accurately measure the consumption of fuel oil by changing the installation place of a flowmeter according to the setting of.

As mentioned above, although embodiment concerning this invention was described, this invention is not limited to the said embodiment. For example, in the above embodiment, the configuration in which two different types of fuel oil are supplied to the combustion engine through the confluence path has been described, but three or more types of fuel oil supplied to the combustion engine may be used. Even in that case, by providing a fuel oil consumption measurement unit for each type of fuel oil at the front end of the joining path where two or more types of fuel oil merge, it becomes possible to measure the consumption amount of each fuel oil with good accuracy.

1, 1A, 1B... Ship
2, 3, 4... Fuel oil management system
11... 1st fuel oil tank
12... 2nd fuel oil tank
13... 1st fuel oil consumption measurement unit
14... 2nd fuel oil consumption measurement unit
15... combustion engine

Claims (6)

a first fuel tank storing a first fuel;
a second fuel tank storing a second fuel different from the first fuel;
A first fuel path for discharging the first fuel from the first fuel tank;
a second fuel path for discharging the second fuel from the second fuel tank;
a joining path provided at a rear end of the first fuel path and the second fuel path and merging fuel from the first fuel path and the second fuel path;
A combustion engine that introduces and burns fuel from the confluence path;
A first flowmeter for measuring the consumption of the first fuel at a front end of the confluence path;
A second flowmeter for measuring the consumption of the second fuel at a front end of the confluence path;
an intermediate tank provided at least on the first fuel path or on the second fuel path to store fuel;
A liquid level gauge for measuring the liquid level of the fuel in the intermediate tank
ship with The method of claim 1,
A ship further having a conveyance path when the intermediate tank overflows. delete delete delete delete

Images