KR20160074839A - Fuel change over system for vessel - Google Patents

Abstract

Disclosed is a fuel switching system for a vessel. According to an embodiment of the present invention, the fuel switching system for a vessel switches fuel used by an engine of a vessel, and comprises: a heavy fuel oil (HFO) tank to store HFO; a marine diesel oil (MDO) tank to store MDO; a return tank to mix the HFO and the MDO flowing thereinto; and a fuel switching valve connected to the HFO tank and the MDO tank to switch connection pipes entering the return tank. Mixture oil mixed by the return tank can be supplied to the engine according to a temperature change rate required when switching fuel from the HFO to the MDO or from the MDO to the HFO.

Description

{Fuel change over system for vessel}

The present invention relates to a fuel conversion system for a ship.

In general, a system for supplying fuel to an engine from a ship is a system in which heavy fuel oil (HFO), marine diesel oil (MDO) or marine gas oil (MDO) Hereinafter referred to as " MGO ").

In the case of H.F.O., the price is low, but the sticky viscosity is high and the transfer may not be possible. Therefore, the HFO can be heated to a certain temperature, for example, 150 DEG C, using a steam heater to satisfy the coefficient of kinematic viscosity required at the inlet of the engine, for example, 10 to 15 scc It is used after lowering the viscosity by heating. In this case, a circulating pump is used to prevent vaporization of H.F.O., and the amount of fuel consumed by the engine is 2 to 3 times as much as that of H.F.O. The flow rate is pressurized to a certain pressure, for example 7 to 9 bar, to supply H.F.O. The fuel supply pump supplies only the flow rate consumed by the engine.

Fig. 1 shows a schematic configuration of a fuel supply system for supplying fuel to an engine from a ship.

H.F.O. The tank 10 is filled with H.F.O. at about 90.degree. C., pumped by the fuel feed pump 40, Is heated by the circulation pump 60 through the fuel return pipe 50 serving as air venting in the heater 70 and heated by the heater 70 until it has the viscosity required by the engine 1, Viscosity of the HFO is controlled and controlled by the viscometer 80 to be filtered through the automatic fuel filter 90 and then supplied to the engine 1 (see (1)). The remaining H.F.O. supplied is returned through the fuel return line (see ②).

However, if the engine is not used or if the preheating device can not be used in the case where the ship is anchored in the port or an abnormality occurs in the boiler, there is a problem that the HFO can not be restarted because the HFO is fixed in the pipeline, Occurs.

Therefore, in such a case, the bunker change, that is, the fuel conversion, is performed with an LDO having a viscosity lower than that of H.F.O. to prevent the above-described problems from occurring.

The use of M.D.O. meets the dynamic viscosity required by the engine even at low temperatures, so that the engine will be supplied with the MDO without additional heating in the fuel supply system.

However, since the temperature of the MDO is usually maintained at about 40 ° C or so, when the fuel used in the ship is changed from HFO to MDO and MDO to HFO, a sudden temperature drop or temperature rise occurs, A plunger pump or the like is adhered to the surface.

MAN B & W, a marine engine manufacturer, has been working to reduce the fuel temperature of the marine engine from 2 to 2 ° C per minute in order to prevent the mechanical impact of the engine due to a sudden change in fuel temperature when converting fuel from HFO to MDO or MDO to HFO. It is recommended not to fall.

In order to meet the recommendations of the engine manufacturer, fuel switching valves are used to slowly convert fuel to below 2 ° C per minute.

Korean Unexamined Patent Publication No. 10-2013-0014147 (fuel conversion system of a ship) includes a first fuel pipe through which HFO flows, a second fuel pipe through which MGO or MDO flows, a first fuel pipe and a second fuel pipe, A control valve provided between the first fuel pipe, the second fuel pipe and the third fuel pipe, and a control valve electrically connected to the control valve, Wherein the control section intermittently automatically opens and closes the control valve so that the first fuel pipe or the second fuel pipe communicates with the third fuel pipe.

However, in the case of a valve that performs temperature control so as to fall to 2 캜 / min from the inlet of the engine, it is difficult to control the valve, and valve construction and panel logic configuration are complicated.

In the case of a fuel switch valve that can be manufactured realistically, the valve disc position is changed according to the set time. It is not a valve that controls the temperature at the injection port of the engine but does not fall below a certain temperature, Only the valve disc position is changed.

In the case of such a fuel switching valve, when the static pressure is different at the valve inlet, the fuel switching is not normally performed.

2 is a view showing various examples of tank positions connected to the fuel switching valve.

2, in the case of (a), H.F.O. The tank 10a and the M.D.O. The static pressure difference does not occur at the valve inlet of the fuel switching valve 30 because the height of the tank 20a is the same, but in the case of (b), M.D.O. When the tank 20b is an H.F.O. Which is higher than the tank 10b by H, so that the static pressure at the valve inlet is different. In this case, the fuel switching valve is set to M.D.O. It is difficult to satisfy a rate of 2 [deg.] C per minute because a large amount of flow is supplied instantaneously due to a high static pressure.

If there is a difference in static head (static head) as in the case of (b), M.D.O. It is necessary to make a certain resistance between the tank 20b and the fuel switching valve 30 to make the tank height the same condition. In other words, a valve for arbitrary resistance needs to be added to the portion A.

However, it is difficult to control the valve due to the correct clearance difference when the arbitrary resistance valve is added. There is a problem that the pump suction may not be smooth because the resistance increases on the supply line.

The above-described background technology is technical information that the inventor holds for the derivation of the present invention or acquired in the process of deriving the present invention, and can not necessarily be a known technology disclosed to the general public prior to the filing of the present invention.

Korean Patent Publication No. 10-2013-0014147

The present invention relates to a fuel switching system for a ship in which a simple ON-off type valve is used instead of a timer, and the temperature is gradually changed by mixing HFO and MDO in a return tank of a specific capacity. .

The present invention provides a fuel conversion system for a ship in which the HFO and the MDO are controlled by a valve even when the static pressure is different according to the tank position, and the mixing is performed in the return tank, .

Other objects of the present invention will become readily apparent from the following description.

According to one aspect of the present invention, in a fuel conversion system of a ship that converts fuel used in an engine of a ship, Tank; M.D.O. to store M.D.O. Tank; A return tank for mixing H.F.O. and M.D.O. And H.F.O. Tank and the above MDO. And a fuel switching valve connected to the tank for switching the connection pipe to be introduced into the return tank, wherein the fuel switching valve is connected to the return tank in accordance with a temperature change rate required for switching the fuel from the HFO to the MDO, There is provided a fuel conversion system for a ship in which a mixed oil is supplied to the engine.

The balance remaining in the mixed oil supplied to the engine, other than the fuel consumption amount required by the engine, may be returned to the return tank and remixed.

The capacity of the return tank may be determined according to the fuel consumption amount in the engine and the fuel switching time.

The fuel switching time may be determined in consideration of the operating temperature of the HFO, the operating temperature of the M.D.O., and the rate of temperature change.

A baffle plate may be provided in a zigzag shape on the inner wall of the return tank.

In addition, a fan, whose rotation is controlled by a driving unit, is installed in the return tank, so that a vortex can be generated in the mixed oil.

Other aspects, features, and advantages will become apparent from the following drawings, claims, and detailed description of the invention.

According to the embodiment of the present invention, a simple ON-OFF type valve is used instead of a position-dependent change in the timer, and the temperature is gradually changed by mixing HFO and MDO in a return tank of a specific capacity.

In addition, even when the static pressure according to the tank position is different, it is not controlled by the valve and mixed with H.F.O. and M.D.O., but is mixed in the return tank, so there is no effect on the tank position and the fuel level in the tank.

1 is a schematic view showing a fuel supply system for supplying fuel to an engine from a ship,
2 shows various examples of tank positions connected to the fuel switching valve,
3 is a view showing a configuration of a fuel switching system for a ship according to an embodiment of the present invention,
4 is a sectional view of the return tank,
5 is a view for explaining the mixture ratio when mixed oil is supplied in the fuel conversion system of the ship,
6A is a sectional view of a return tank provided with a baffle plate,
6B is a sectional view of a return tank provided with a fan.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

It is to be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, . On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In this specification, the terms "comprises" or "having" and the like refer to the presence of stated features, integers, steps, operations, elements, components, or combinations thereof, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

Also, the terms " part, "" module," and the like, which are described in the specification, mean a unit for processing at least one function or operation, and may be implemented by hardware or software or a combination of hardware and software.

It is to be understood that the components of the embodiments described with reference to the drawings are not limited to the embodiments and may be embodied in other embodiments without departing from the spirit of the invention. It is to be understood that although the description is omitted, multiple embodiments may be implemented again in one integrated embodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the like elements throughout. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

FIG. 3 is a view showing a configuration of a fuel conversion system for a ship according to an embodiment of the present invention. FIG. 4 is a sectional view of a return tank, and FIG. FIG. 6A is a sectional view of a return tank provided with a baffle plate, and FIG. 6B is a sectional view of a return tank provided with a fan.

3 to 6B show the fuel switching system 100, H.F.O. The tank 110, M.D.O. The circulation pump 160, the heater 170, the viscometer 180, the automatic filter 190, the engine 1 (1), the engine 120, the fuel switching valve 130, the fuel supply pump 140, A fuel inlet 151, a fuel outlet 152, a fuel return port 153, a baffle plate 210, a fan 220, and a driving unit 230 are shown.

The fuel switching system 100 according to an embodiment of the present invention can mix the HFO and the MDO through the return tank of a specific capacity during the process of switching the fuel from the HFO to the MDO or from the MDO to the HFO, And the temperature change rate of the oil can be adjusted to a predetermined standard.

The fuel switching system 100 according to the present embodiment is a fuel switching system according to H.F.O. The tank 110, M.D.O. A tank 120, a fuel switching valve 130, and a return tank 150 as basic skeletons.

The supply pump 140, the circulation pump 160, the heater 170, the viscometer 180, and the automatic filter 190 may be further included as described with reference to FIG. Is the same as that described above.

H.F.O. The tank 110 stores H.F.O. at a predetermined temperature, for example, 90.degree. The tank 120 stores an M.D.O. of a predetermined temperature, for example, 40.degree. C., and these tanks are connected to an inflow pipe that is introduced into the return tank 150 by the fuel switching valve 130. [

Here, the fuel switching valve 130 may be a three-way valve, and may be a simple on-off type valve instead of a position change type according to a timer.

The return tank 150 can mix the HFO and the MDO in the inside of the return tank 150 so that the temperature of the engine used oil supplied to the engine 1 can be gradually lowered in accordance with the predetermined standard by making the mixed oil.

The return tank 150 has a fuel inlet 151, a fuel outlet 152, and a fuel return port 153 formed therein.

The first fuel inlet pipe connected to the fuel switching valve 130 is connected to the fuel inlet 151 so that the operation of the fuel switching valve 130 is switched to the H.F.O. 0.0 > H2O < / RTI > 0.0 > O. < / RTI > from the tank 120 (see a).

The HFO and the MDO introduced through the fuel inlet 151 are mixed with each other in the return tank 150 to form a mixed oil (see (b)).

The first fuel inlet pipe connected to the fuel inlet 151 of the engine 1 is connected to the fuel outlet 152 so that the mixed fuel stored in the return tank 150 is supplied to the engine- (See c).

A fuel return pipe connected to the fuel outlet 152 of the engine 1 is connected to the fuel return port 153 so that the remaining unused oil from the engine use oil supplied to the engine 1 flows into the return tank 150 (See ⓓ).

In this case, the remaining engine use oil returned to the return tank 150 is also returned to the newly introduced H.F.O. And M.D.O. to form a mixed oil.

In the return tank 150, the mixed oil corresponding to the flow rate equal to or more than a certain ratio is stored in comparison with the capacity to be supplied to the engine 1, so that the sudden temperature change is prevented, can do.

The process of supplying fuel to the engine according to the present embodiment and the process of switching the fuel are as follows.

First, it is assumed that H.F.O. is supplied to the engine 1 as fuel.

In this case, as described above with reference to Fig. 1, H.F.O. is fed by heating to satisfy the dynamic viscosity coefficient of H.F.O. required at the engine inlet. In this case, the amount of fuel supplied to the engine 1 is slightly larger than the amount required by the actual engine 1 (for example, about 2 to 3 times), and the remaining fuel is supplied into the return tank 150 (See ⓓ).

When a fuel is to be converted from the HFO to the MDO, a diesel switch having a high price is used as the fuel switching valve 130 or a valve using the timer is used to change the temperature Had to be applied.

However, in the present embodiment, H.F.O. and M.D.O. are sequentially supplied to the return tank 150 through only a simple on-off type three-way valve (refer to a).

In the return tank 150, the HFO and the MDO introduced through the first fuel inlet pipe and the remaining engine oil (here, high-temperature HFO) returned through the fuel return pipe are mixed to generate the mixed oil (b Reference).

Here, even if the low-temperature MDO is supplied, the fuel is not primarily supplied to the engine 1 but is mixed with the high-temperature engine oil previously supplied in the return tank 150, Simply HFO Is significantly smaller than that which had to be fed directly to engine 1 by mixing with H.F.O.

Here, as shown in FIG. 2 (b), even when the static pressure according to the tank position is different, mixing is performed in the return tank 150, not in the valve control, so that the influence of the fuel level in the tank, So that a rapid temperature change can be prevented from occurring.

In addition, there is no need for extra control in order to set the static pressure, and the burden due to resistance reduction in the supply pump suction is reduced because no additional resistance due to additional valve installation or the like is required.

In addition, the system itself is simplified, and it is possible to build a cost-effective system in comparison with a control system that considers static pressure such as a diesel switch.

The newly generated mixed oil is supplied to the engine 1 as an engine-used oil (cf. Even in this case, since an amount larger than the amount required by the engine 1 is supplied, the remaining engine usage is returned to the return tank 150, and the newly introduced H.F.O. And the mixed oil stored in the return tank 150 is mixed again (see (b)).

Referring to FIG. 5, at the time of fuel change (FO change-over), M.D.O. In the tank 120, M.D.O. of Q12 is newly introduced into the return tank 150. [

The flow Q21 of the engine use oil supplied to the engine 1 is returned to the return tank 150 by the flow rate Q22 of the remaining engine use oil remaining after the consumption amount of the engine 1 is excluded. The flow rate Q12 is introduced by Q21-Q22.

Therefore, in the return tank 150, the amount of the engine oil used is limited to M.D.O. Q12 flow is introduced and H.F.O. as much as Q22 is returned in addition to H.F.O. before fuel change (F.O change over) to make mixed fuel in return tank 150. [

The capacity of the return tank 150 in this embodiment can be determined according to the fuel consumption amount and the fuel switching time in the engine 1. [ That is, it can be determined according to the following equation.

[Equation 1]

Return tank volume = fuel consumption at specific engine load (kg / h) x change over time recommended at engine changeover (FO change over) (h)

The maximum load recommended by the engine manufacturer for fuel conversion is about 75%. However, since the engine load is usually low during fuel conversion, the fuel consumption may be determined under the owner's agreement.

The fuel switching time can be determined in consideration of the operating temperature of H.F.O., the operating temperature of M.D.O, and the required rate of temperature change. For example, the engine manufacturer recommends a temperature of 2 ° C or less per minute. Therefore, if the engine inlet (M / E inlet) temperature is HFO, the engine requires 10 to 15 cSt of kinetic viscosity. Therefore, ISO8217_RMK 700 HFO (150 ° C-40 ° C) / (2 ° C / min) because it is 40 ° C in the case of ISO8217_DMA_M.DO.

A baffle plate 210 is provided inside the return tank 150 so that the HFO and the MDO can be mixed better so that the fuel outlet 151 and the fuel return opening 153 are connected to each other through a fuel outlet (See Fig. 6A).

The odd-numbered baffle plate 210 is installed on one inner wall and the even-numbered baffle plate 210 is installed on the inner wall of the other, so that the baffle plate 210 is zigzag, .

A fan 220 is installed in the return tank 150 and the fan 220 is rotated by the driving unit 230 so that a vortex is generated in the mixed oil stored in the return tank 150, (See FIG. 6B).

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the following claims And changes may be made without departing from the spirit and scope of the invention.

100: fuel conversion system 110: HFO tank
120: MDO tank 130: fuel switching valve
140: Feed pump 150: Return tank
160: circulation pump 170: heater
180: viscometer 190: automatic filter
1: engine 151: fuel inlet
152: fuel outlet 153: fuel return port
210: baffle plate 220: fan
230:

Claims (6)

In a fuel conversion system of a ship which converts the fuel used in the engine,
HFO tank storing HFO (Heavy Fuel Oil);
An MDO tank storing MDO (Marine Diesel Oil);
A return tank for mixing HFO and MDO introduced into the inside; And
And a fuel switching valve connected to the HFO tank and the MDO tank for switching a connection pipe to be introduced into the return tank,
Wherein the mixed fuel mixed in the return tank is supplied to the engine in accordance with a rate of temperature change required at the time of fuel conversion from the HFO to the MDO or from the MDO to the HFO. The method according to claim 1,
Wherein the remaining amount of the mixed oil supplied to the engine excluding the fuel consumption amount required by the engine is returned to the return tank to be remixed. The method according to claim 1,
Wherein the capacity of the return tank is determined according to a fuel consumption amount and a fuel conversion time in the engine. The method of claim 3,
Wherein the fuel switching time is determined in consideration of the operating temperature of the HFO, the operating temperature of the MDO, and the rate of temperature change. The method according to claim 1,
And a baffle plate is installed in a zigzag shape on the inner wall of the return tank. The method according to claim 1,
Wherein the return tank is provided with a fan whose rotation is controlled by a driving unit, thereby generating a vortex for the mixed oil.

Images