A cabin energy-saving system

Abstract

The present invention relates to the field of cabins, and discloses a cabin energy-saving system, including a sedimentation tank, a light oil tank, a ship main engine heat exchange unit, a fuel oil heat exchange unit, a fuel oil storage tank and a control box. The sedimentation tank is connected to the fuel oil heat exchange unit through a first connecting pipe, the sedimentation tank is connected to the fuel oil storage tank through a second connecting pipe, a third connecting pipe and a fourth connecting pipe are connected between the ship main engine heat exchange unit and the fuel oil heat exchange unit. A first return pipe is installed in the middle of the first connecting pipe, and a first valve, a first pump and a second valve are installed from left to right at the top and bottom of the first return pipe. For this cabin energy-saving system, the oil temperature is stable and can be controlled; the highest oil temperature will not exceed the ship cooling water temperature, and the safety factor is high; the heating speed of the system is fast; the fuel oil tank does not need to be heated as a whole cabin, and there will be no cargo loss caused by excessive temperature to the cargo.

Description

Technical Field

[0001] The present invention relates to the field of cabins, and specifically to a cabin energy-saving system. Background Art

[0002] With the development of the times and the progress of technology, the displacement of ships on the market is gradually increasing now. And the energy supply methods of such ships are all to supply energy by burning fuel or oil. Currently, ships use heating coils in the fuel tank to heat the fuel. This energy supply method not only cannot ensure the utilization efficiency of the fuel, but also causes a large amount of heat generated during the fuel combustion to be wasted. Moreover, the preheat generated by combustion is not effectively utilized, wasting a large amount of energy. And the combustion of fuel with a relatively high viscosity is particularly incomplete, resulting in a large amount of energy waste. For this reason, we have designed a cabin energy-saving system. Summary of the Invention

[0003] Aiming at the deficiencies of the prior art, the present invention provides a cabin energy-saving system, which solves the problem that the existing fuel combustion method is very environmentally unfriendly and wastes a large amount of energy.

[0004] In order to achieve the above purpose, the technical solution adopted by the present invention is: a cabin energy-saving system, including a settling tank, a light oil tank, a ship main engine heat exchange unit, a fuel heat exchange unit, a fuel storage tank and a control box. And a first connecting pipe is connected between the settling tank and the fuel heat exchange unit, a second connecting pipe is connected between the settling tank and the fuel storage tank, a third connecting pipe and a fourth connecting pipe are connected between the ship main engine heat exchange unit and the fuel heat exchange unit. A first return pipe is installed in the middle of the first connecting pipe. First valves, a first pump and second valves are installed at the top and bottom of the first return pipe from left to right. A third valve, a first double filter, a second pump and a first pressure gauge are installed in sequence from left to right at the left side of the first connecting pipe where it is located at the first return pipe. The third valve is connected to the light oil tank through a vertical pipe. A second pressure gauge, a first thermometer and a first pressure switch are installed in sequence from left to right at one end of the first connecting pipe on the right side of the first return pipe.

[0005] A second return pipe is installed in the middle of the second connecting pipe. Fourth valves, a third pump and fifth valves are installed at the top and bottom of the second return pipe from left to right. A third pressure gauge is installed at one end of the second connecting pipe on the left side of the second return pipe. A fourth pressure gauge, a second pressure switch, a first temperature sensor, a sixth valve, a second double filter and a seventh valve are installed in sequence from left to right at one end of the second connecting pipe on the right side of the second return pipe. A fixed pipe connected to the fuel heat exchange unit is installed at the right end of the second connecting pipe at the position of the second double filter and the seventh valve. An eighth valve is installed on the fixed pipe. The eighth valve is connected to the fuel storage tank through a horizontal pipe.

[0006] Further, a second thermometer and a second temperature sensor are installed on the right side wall of the fuel storage tank.

[0007] Further, a ninth valve, a fourth pump, and a third temperature sensor are sequentially installed on the third connecting pipe from left to right.

[0008] Further, a third thermometer and a fourth temperature sensor are sequentially installed on the fourth connecting pipe from left to right.

[0009] Further, the interior of the control box includes an inverter, a PLC, and a valve controller, and the first pump, the second pump, the third pump, and the fourth pump are all bidirectionally electrically connected to the inverter.

[0010] Further, the first pressure switch, the second pressure switch, the first temperature sensor, the second temperature sensor, the third temperature sensor, and the fourth temperature sensor are all bidirectionally electrically connected to the PLC.

[0011] Further, the input ends of the third temperature sensor and the fourth temperature sensor are both electrically connected to the output end of the heat exchange unit of the ship's main engine.

[0012] Further, the input end of the second temperature sensor is electrically connected to the output end of the fuel heat exchange unit.

[0013] Further, the output end of the PLC and the output end of the inverter are both electrically connected to the input end of the valve controller, and the input ends of the first valve, the second valve, the third valve, the fourth valve, the fifth valve, the sixth valve, the seventh valve, the eighth valve, and the ninth valve are all electrically connected to the output end of the valve controller.

[0014] The beneficial effects of the present invention are as follows: (1) In this invention, the installation of the fourth pump can exchange the heated water in the heat exchange unit of the ship's main engine with the water in the fuel heat exchange unit. The heated water can preheat the fuel in the fuel storage tank, which can not only reduce the water temperature but also increase the temperature of the fuel. On the one hand, it can prevent fuel condensation, and on the other hand, it can also avoid slow combustion efficiency caused by too low fuel temperature. It can effectively utilize the preheating, reduce heat waste, make full use of the waste heat of the ship, reduce energy consumption, and reduce resource waste.

[0015] (2) In this invention, through the setting of the first double - filter and the second double - filter, the fuel can be filtered twice, reducing the impurities in the fuel, decreasing the damage of impurities in the fuel tank to the pump, and reducing the risk of pipeline blockage. At the same time, it serves the purpose of one in use and one in reserve. When the oil pressure in one filter is too high, it can be switched to the other path, and the filter with high oil pressure can be removed to clean the filter screen, keeping the system running without shutdown.

[0016] (3) In this invention, when the fuel pre - heating device needs to be shut down, the third valve can be first switched to the light fuel tank. After the oil circuit in the delivery pump group is cleaned, the sixth valve is closed, the eighth valve is switched to the pre - heating pump group, and after the fuel in the seventh valve to the fuel storage tank is cleaned, the sixth valve is opened, the seventh valve is closed, and the oil circuit at the pre - heating pump group is cleaned. After the entire oil circuit is cleaned, it can be shut down, making the cleaning of the entire oil circuit safer and more convenient, and effectively ensuring the normal operation of the entire oil circuit.

[0017] (4) In this invention, the PLC analyzes and processes data information, and cooperates with the frequency converter to change the rotation speeds of the oil pump and the water pump to keep the temperature of the fuel within a relatively stable range. It can issue commands to the valve controller, and then control different valves more efficiently, controlling the opening or closing of different valves, or the opening degree of different valves, to adjust the fuel flow rate and water flow rate in the entire oil circuit. At the same time, using frequency conversion technology can prevent the pump from being in the rated load state for a long time, increasing the service life of the pump and reducing energy consumption.

[0018] (5) In this invention, the temperatures monitored by the first temperature sensor, the second temperature sensor, the third temperature sensor, and the fourth temperature sensor are transmitted to the PLC, enabling the PLC to adjust different valves according to the temperature conditions at various parts of the oil circuit to avoid excessive temperature in the oil circuit and make the entire oil circuit safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the present invention.

[0020] Figure 2 It is a system connection diagram of the control box with each sensor, switch, and pump body in the present invention.

[0021] Figure 3 It is a system connection diagram of the ship's main engine heat - exchange unit with the third temperature sensor and the fourth temperature sensor in the present invention.

[0022] Figure 4 It is a system connection diagram of the fuel heat - exchange unit with the second temperature sensor in the present invention.

[0023] Figure 5 It is a system connection diagram of the control box with multiple valves in the present invention.

[0024] Figure 6 This is the system schematic diagram of the present invention.

[0025] In the figure: 1. Precipitation tank; 2. Light oil tank; 3. Heat exchange unit for ship main engine; 4. Fuel heat exchange unit; 5. Fuel storage tank; 6. First return pipe; 7. First valve; 8. First pump; 9. Second valve; 10. Third valve; 11. First duplex filter; 12. Second pump; 13. First pressure gauge; 14. Second pressure gauge; 15. First thermometer; 16. First pressure switch; 17. Second return pipe; 18. Fourth valve; 19. Third pump; 20. Fifth valve; 21. Third pressure gauge; 22. Fourth pressure gauge; 23. Second pressure switch; 24. First temperature sensor; 25. Sixth valve; 26. Second duplex filter; 27. Seventh valve; 28. Eighth valve; 29. Horizontal pipe; 30. Second thermometer; 31. Second temperature sensor; 32. Ninth valve; 33. Fourth pump; 34. Third temperature sensor; 35. Third thermometer; 36. Fourth temperature sensor; 37. Vertical pipe; 38. First connecting pipe; 39. Second connecting pipe; 40. Third connecting pipe; 41. Fourth connecting pipe; 42. Control box. Detailed implementation manners

[0026] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0027] Refer to Figure 1-6:An energy-saving system for a cabin includes a sedimentation tank 1, a light oil tank 2, a ship main engine heat exchange unit 3, a fuel oil heat exchange unit 4, a fuel oil storage tank 5 and a control box 42. The sedimentation tank 1 is connected to the fuel oil heat exchange unit 4 through a first connecting pipe 38, and the sedimentation tank 1 is connected to the fuel oil storage tank 5 through a second connecting pipe 39. A third connecting pipe 40 and a fourth connecting pipe 41 are connected between the ship main engine heat exchange unit 3 and the fuel oil heat exchange unit 4. A first return pipe 6 is installed in the middle of the first connecting pipe 38. A first valve 7, a first pump 8 and a second valve 9 are installed from left to right at the top and bottom of the first return pipe 6. A third valve 10, a first double filter 11, a second pump 12 and a first pressure gauge 13 are installed in sequence from left to right at the left side of the first connecting pipe 38 where it is located at the left side of the first return pipe 6. The third valve 10 is connected to the light oil tank 2 through a vertical pipe 37. A second pressure gauge 14, a first thermometer 15 and a first pressure switch 16 are installed in sequence from left to right at one end of the first connecting pipe 38 at the right side of the first return pipe 6. Through the setting of the first double filter 11, the fuel oil can be filtered. The probability of side leakage of the filter bag is small, the filtration accuracy can be accurately guaranteed, the filter bag can be replaced quickly, there is basically no material consumption during filtration, the operation cost is reduced, the viscosity of the fuel oil can be effectively reduced, and the flow of the fuel oil is smoother. The heated water in the ship main engine heat exchange unit 3 can preheat the fuel oil in the fuel oil storage tank 5. On the one hand, it can prevent the fuel oil from condensing, and on the other hand, it can also avoid the slow combustion efficiency caused by the too low temperature of the fuel oil. It can effectively utilize the preheating, reduce the waste of heat, make full use of the waste heat of the ship, reduce the energy consumption and reduce the waste of resources.

[0028] A second return pipe 17 is installed in the middle of the second connecting pipe 39. Fourth valves 18, third pumps 19 and fifth valves 20 are installed from left to right at the top and bottom of the second return pipe 17. A third pressure gauge 21 is installed at one end of the second connecting pipe 39 on the left side of the second return pipe 17. Fourth pressure gauges 22, second pressure switches 23, first temperature sensors 24, sixth valves 25, second duplex filters 26 and seventh valves 27 are installed in sequence from left to right at one end of the second connecting pipe 39 on the right side of the second return pipe 17. A fixed pipe connected to the fuel heat exchange unit 4 is installed at the right end of the second connecting pipe 39 at the second duplex filter 26 and the seventh valve 27. An eighth valve 28 is installed on the fixed pipe. The eighth valve 28 is connected to the fuel storage tank 5 through a horizontal pipe 29. Through the setting of the second duplex filter 26, the fuel can be filtered twice, reducing the impurities in the fuel, reducing the damage of the impurities in the fuel tank to the pump, and reducing the risk of pipeline blockage. At the same time, it plays the role of one for use and one for standby. When the oil pressure in one filter is too high, it can be switched to the other path, and the filter with high oil pressure is removed to clean the filter screen, so that the system is in a non-stop state. Among them, the third valve 10 and the eighth valve 28 are three-way valves. When the fuel preheating device needs to stop, the third valve 10 can be switched to the light fuel tank 2 first. After the oil circuit in the transfer pump group is cleaned, the sixth valve 25 is closed, the eighth valve 28 is switched to the preheating pump group, and after the fuel at the seventh valve 27 to the fuel storage tank 5 is cleaned, the sixth valve 25 is opened, the seventh valve 27 is closed, and the oil circuit at the preheating pump group is cleaned. When the entire oil circuit is cleaned, it can be shut down, making the cleaning of the entire oil circuit safer and more convenient, and effectively ensuring the normal operation of the entire oil circuit.

[0029] To ensure the safety of the fuel, it is necessary to monitor the fuel temperature in the fuel storage tank 5. A second thermometer 30 and a second temperature sensor 31 are installed on the right side wall of the fuel storage tank 5. The second temperature sensor 31 monitors the oil temperature in the fuel storage tank 5 in real time, and the measured temperature can be displayed by the second thermometer 30, which is convenient for maintenance personnel to monitor and observe.

[0030] The setting of the third connecting pipe 40 and the fourth connecting pipe 41 can accelerate the heat exchange between the marine main engine heat exchange unit 3 and the fuel heat exchange unit 4. A ninth valve 32, a fourth pump 33 and a third temperature sensor 34 are sequentially installed on the third connecting pipe 40 from left to right. A third thermometer 35 and a fourth temperature sensor 36 are sequentially installed on the fourth connecting pipe 41 from left to right. The installation of the fourth pump 33 can exchange the heated water in the marine main engine heat exchange unit 3 with the water in the fuel heat exchange unit 4. The heated water can preheat the fuel in the fuel storage tank 5, which can not only reduce the water temperature, but also increase the temperature of the fuel, improving the efficiency of fuel transportation and combustion. During the heat exchange, the third temperature sensor 34 can monitor the temperature in real time to prevent the hull from being affected by excessive temperature.

[0031] The setting of the control box 42 can realize the intelligent control of multiple pumps and other electrical components. The interior of the control box 42 includes an inverter, a PLC and a valve controller. The first pump 8, the second pump 12, the third pump 19 and the fourth pump 33 are all bidirectionally electrically connected to the inverter. The first pressure switch 16, the second pressure switch 23, the first temperature sensor 24, the second temperature sensor 31, the third temperature sensor 34 and the fourth temperature sensor 36 are all bidirectionally electrically connected to the PLC. The temperatures monitored by the first temperature sensor 24, the second temperature sensor 31, the third temperature sensor 34 and the fourth temperature sensor 36 are transmitted to the PLC. The PLC analyzes and processes the data information, and cooperates with the inverter to change the rotation speeds of the oil pump and the water pump to keep the temperature of the fuel within a relatively stable range. At the same time, the use of frequency conversion technology can prevent the pump from being in the rated load state for a long time, increasing the service life of the pump and reducing energy consumption.

[0032] The setting of the marine main engine heat exchange unit 3 can effectively dissipate heat from the high-temperature position of the ship, ensuring the normal operation of the ship. The input ends of the third temperature sensor 34 and the fourth temperature sensor 36 are electrically connected to the output end of the marine main engine heat exchange unit 3. The third temperature sensor 34 and the fourth temperature sensor 36 can effectively obtain the heat signal on the marine main engine heat exchange unit 3 and transmit it to the PLC. The input end of the second temperature sensor 31 is electrically connected to the output end of the fuel heat exchange unit 4. At the same time, the second temperature sensor 31 can obtain the heat information on the fuel heat exchange unit 4 in real time to ensure the normal operation of the fuel heat exchange unit 4.

[0033] Since there are many valves in the entire oil circuit and multiple valves need to be independently controlled, the output terminals of the PLC and the output terminals of the frequency converter are both electrically connected to the input terminals of the valve controller. The input terminals of the first valve 7, the second valve 9, the third valve 10, the fourth valve 18, the fifth valve 20, the sixth valve 25, the seventh valve 27, the eighth valve 28, and the ninth valve 32 are all electrically connected to the output terminals of the valve controller. The PLC can issue instructions to the valve controller based on the temperature information obtained by multiple temperature sensors and in cooperation with the frequency converter, thereby controlling different valves more efficiently, controlling the opening or closing of different valves, or the opening degree of different valves to adjust the fuel flow rate and water flow rate in the entire oil circuit.

[0034] In summary, when the present invention is in use, the temperatures monitored by the first temperature sensor 24, the second temperature sensor 31, the third temperature sensor 34 and the fourth temperature sensor 36 are transmitted to the PLC, which can effectively prevent the temperature of the entire oil circuit from being too high. The PLC analyzes and processes the data information, and cooperates with the frequency converter to change the rotation speeds of the oil pump and the water pump so that the temperature of the fuel is maintained within a relatively stable range. At the same time, the use of frequency conversion technology can prevent the pump from being in the rated load state for a long time, increasing the service life of the pump and reducing energy consumption. The PLC can issue instructions to the valve controller according to the temperature information obtained by multiple temperature sensors, and then control different valves more efficiently, controlling the opening or closing of different valves, or the opening degree of different valves, so as to adjust the fuel flow rate and water flow rate in the entire oil circuit; the installation of the fourth pump 33 can exchange the heated water in the ship's main engine heat exchange unit 3 with the water in the fuel heat exchange unit 4. The heated water can preheat the fuel in the fuel storage tank 5, which can not only reduce the water temperature, but also increase the temperature of the fuel, increasing the efficiency of fuel delivery and combustion. At the same time of heat exchange, the third temperature sensor 34 can monitor the temperature in real time to prevent the hull from being affected by excessive temperature. On the one hand, it can prevent fuel condensation, and on the other hand, it can also avoid slow combustion efficiency caused by too low fuel temperature. It can effectively utilize the preheat, reduce heat waste, make full use of the waste heat of the ship, reduce energy consumption and reduce resource waste; through the setting of the first double filter 11, the fuel can be filtered. The probability of side leakage of the filter bag is small, the filtration accuracy can be accurately guaranteed, the filter bag can be replaced quickly, and there is basically no material consumption during filtration, reducing the operation cost. It can effectively reduce the viscosity of the fuel and make the fuel flow more smoothly. Through the setting of the second double filter 26, the fuel can be filtered twice, reducing the impurities in the fuel, reducing the damage of the impurities in the fuel tank to the pump, and reducing the risk of pipeline blockage. At the same time, it plays a role of one for use and one for standby. When the oil pressure in one filter is too high, it can be switched to the other path, and the filter with high oil pressure can be removed to clean the filter screen, so that the system can operate without shutdown.

Claims

1. An energy-saving system for a tank, comprising a settling tank (1), a light oil tank (2), a ship main engine heat exchange unit (3), a fuel oil heat exchange unit (4), a fuel oil storage tank (5) and a control box (42), wherein the settling tank (1) is connected to the fuel oil heat exchange unit (4) through a first connecting pipe (38), the settling tank (1) is connected to the fuel oil storage tank (5) through a second connecting pipe (39), and a third connecting pipe (40) and a fourth connecting pipe (41) are connected between the ship main engine heat exchange unit (3) and the fuel oil heat exchange unit (4), and is characterized in that: A first return pipe (6) is installed in the middle of the first connecting pipe (38). A first valve (7), a first pump (8) and a second valve (9) are installed from left to right at the top and bottom of the first return pipe (6). A third valve (10), a first double filter (11), a second pump (12) and a first pressure gauge (13) are installed in sequence from left to right at the left side of the first connecting pipe (38) where it is located at the left side of the first return pipe (6). The third valve (10) is connected to the light oil tank (2) through a vertical pipe (37). A second pressure gauge (14), a first thermometer (15) and a first pressure switch (16) are installed in sequence from left to right at one end of the first connecting pipe (38) at the right side of the first return pipe (6); A second return pipe (17) is installed in the middle of the second connecting pipe (39). A fourth valve (18), a third pump (19) and a fifth valve (20) are installed from left to right at the top and bottom of the second return pipe (17). A third pressure gauge (21) is installed at one end of the second connecting pipe (39) at the left side of the second return pipe (17). A fourth pressure gauge (22), a second pressure switch (23), a first temperature sensor (24), a sixth valve (25), a second double filter (26) and a seventh valve (27) are installed in sequence from left to right at one end of the second connecting pipe (39) at the right side of the second return pipe (17). A fixed pipe connected to the fuel heat exchange unit (4) is installed at the right end of the second connecting pipe (39) at the position of the second double filter (26) and the seventh valve (27). An eighth valve (28) is installed on the fixed pipe. The eighth valve (28) is connected to the fuel storage tank (5) through a horizontal pipe (29); A second thermometer (30) and a second temperature sensor (31) are installed on the right side wall of the fuel storage tank (5); A ninth valve (32), a fourth pump (33) and a third temperature sensor (34) are installed in sequence from left to right on the third connecting pipe (40).

2. The cabin cabinet energy-saving system according to claim 1, characterized in that: A third thermometer (35) and a fourth temperature sensor (36) are installed in sequence from left to right on the fourth connecting pipe (41).

3. The energy-saving system for a cabin according to claim 1, wherein: The interior of the control box (42) includes an inverter, a PLC and a valve controller. The first pump (8), the second pump (12), the third pump (19) and the fourth pump (33) are all bidirectionally electrically connected to the inverter.

4. A cabin cabinet energy-saving system according to claim 1, 2 or 3, characterized in that: The first pressure switch (16), the second pressure switch (23), the first temperature sensor (24), the second temperature sensor (31), the third temperature sensor (34) and the fourth temperature sensor (36) are all bidirectionally electrically connected to the PLC.

5. The cabin cabinet energy-saving system according to claim 4, characterized in that: The input ends of the third temperature sensor (34) and the fourth temperature sensor (36) are both electrically connected to the output end of the ship main engine heat exchange unit (3).

6. The cabin cabinet energy-saving system according to claim 4, wherein: The input end of the second temperature sensor (31) is electrically connected to the output end of the fuel heat exchange unit (4).

7. The energy-saving system for a cabin according to claim 4, characterized in that: The output ends of the PLC and the frequency converter are both electrically connected to the input end of the valve controller. The input ends of the first valve (7), the second valve (9), the third valve (10), the fourth valve (18), the fifth valve (20), the sixth valve (25), the seventh valve (27), the eighth valve (28), and the ninth valve (32) are all electrically connected to the output end of the valve controller.

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