Marine internal combustion engine fuel supply system

Abstract

According to the scheme, the fuel supply system comprises a fuel storage cabin, and a storage cavity used for storing liquid fuel is formed in the fuel storage cabin; the internal combustion engine is provided with a fuel inlet and a fuel outlet. The first circulating pump is provided with an inlet and an outlet, the inlet of the first circulating pump communicates with the mixing barrel, and the outlet of the first circulating pump communicates with the fuel inlet; fuel which is not completely combusted in the internal combustion engine flows back into the mixing cylinder through the fuel outlet; the nitrogen generating device comprises a nitrogen outlet and is used for forming pressurized nitrogen and discharging the nitrogen from the nitrogen outlet; a first nitrogen inlet communicated with the nitrogen outlet is formed in the top of the fuel storage cabin, and the first nitrogen inlet is communicated with the storage cavity, so that pressurized nitrogen enters the storage cavity through the first nitrogen inlet, and the fuel in the storage cavity is conveyed into the mixing barrel in a pressurized mode. The system design of a daily cabin, a supply pump and the like is omitted, the system composition is simplified, and the production and maintenance cost is reduced.

Description

Technical Field

[0001] The present application relates to the field of fuel supply systems for marine internal combustion engines, and in particular to a fuel supply system for marine internal combustion engines. Background Art

[0002] At present, the methanol fuel supply system for low-speed two-stroke internal combustion engines for ships is composed of auxiliary systems and equipment such as methanol storage tanks, methanol daily tanks, methanol supply units, fuel valve groups, and internal combustion engines. During the fuel supply process, the fuel in the storage tank is first pumped to the daily tank by a delivery pump for temporary storage and buffering of the fuel. Then, the fuel in the daily tank is transferred out by a supply pump and transported to the pipeline of the methanol supply unit. The entire fuel supply process requires the use of a large number of pumps, valves, pipes, instruments and other accessories, resulting in high initial system cost and high later maintenance cost. Summary of the invention

[0003] In order to solve the above problems, the present application provides a fuel supply system for a marine internal combustion engine.

[0004] According to one aspect of an embodiment of the present application, a marine internal combustion engine fuel supply system is disclosed, the marine internal combustion engine fuel supply system comprising a fuel storage tank, wherein the fuel storage tank has a storage cavity for storing liquid fuel;

[0005] An internal combustion engine, a mixing cylinder and a first circulation pump, wherein the internal combustion engine has a fuel inlet and a fuel outlet; the first circulation pump has an inlet and an outlet, the inlet of the first circulation pump is connected to the mixing cylinder, and the outlet of the first circulation pump is connected to the fuel inlet; unburned fuel in the internal combustion engine flows back to the mixing cylinder through the fuel outlet;

[0006] A nitrogen generating device, comprising a nitrogen outlet, wherein the nitrogen generating device is used to form pressurized nitrogen and discharge it from the nitrogen outlet;

[0007] A first nitrogen inlet connected to the nitrogen outlet is provided on the top of the fuel storage tank, and the first nitrogen inlet is connected to the storage cavity, so that the pressurized nitrogen enters the storage cavity through the first nitrogen inlet and pressurizes the fuel in the storage cavity into the mixing cylinder.

[0008] In an exemplary embodiment, the marine internal combustion engine fuel supply system further includes: a plurality of delivery pipes, wherein the fuel storage tank and the mixing barrel, the first circulating pump and the internal combustion engine, and the internal combustion engine and the mixing barrel are all connected with the delivery pipes; the delivery pipes are provided with a delivery channel and a heat preservation channel arranged along the axial direction, the delivery channel is used to deliver the fuel, the heat preservation channel is independent of the delivery channel, and the heat preservation channel is formed on the outer periphery of the delivery channel;

[0009] The ethylene glycol heating device comprises a plurality of liquid outlet pipes and a plurality of liquid return pipes, wherein one axial end of at least one of the liquid outlet pipes and one axial end of at least one of the liquid return pipes are connected to a heat preservation channel at intervals, and the heated ethylene glycol enters the heat preservation channel through the liquid outlet pipe to perform heat preservation on the fuel in the delivery channel, and the ethylene glycol after heat exchange is recovered through the plurality of liquid return pipes;

[0010] The liquid outlet pipe and the liquid return pipe are staggered along the axial direction of the heat preservation channel; the liquid outlet pipe and the liquid return pipe are sequentially connected to the heat preservation channel according to the flow direction of the liquid fuel.

[0011] In an exemplary embodiment, the delivery pipe includes an inner pipe, an outer pipe and a support member, the inner pipe and the outer pipe are arranged inside and outside, the inner pipe surrounds the delivery channel, the support member is arranged between the outer wall of the inner pipe and the inner wall of the outer pipe, and is used to support the inner pipe, and the outer peripheral wall of the inner pipe and the inner peripheral wall of the outer pipe form the heat preservation channel;

[0012] A plurality of the support members are arranged at intervals along the extending direction of the conveying pipe;

[0013] The support member includes a connecting member, at least two of which are arranged on opposite sides of the outer circumferential wall of the inner tube, and one end of the connecting member away from the inner tube is circumferentially extended in contact with the inner wall of the outer tube to form a connecting portion, and a bolt is connected between the connecting portion and the outer tube.

[0014] In an exemplary embodiment, the delivery pipe is an integrally formed structure, the delivery pipe is provided with the delivery channel on its axis, and a plurality of the heat preservation channels are circumferentially spaced around the delivery channel; and / or

[0015] The ethylene glycol heating device also includes a heat preservation coil, which is located at the bottom of the storage cavity, the inlet of the heat preservation coil is connected to the liquid outlet pipe, and the outlet of the heat preservation coil is connected to the liquid return pipe.

[0016] In an exemplary embodiment, the ethylene glycol heating device includes a heating source, a second circulation pump and an expansion tank; the heating source has a heating inlet and a heating outlet, the other axial end of the liquid return pipe is connected to the heating inlet of the heating source, and the other axial end of the liquid outlet pipe is connected to the heating outlet of the heating source; the heating inlet of the heating source is connected to a liquid return main pipe, and a plurality of the liquid return pipes are connected to the liquid return main pipe; the heating outlet of the heating source is connected to a liquid outlet main pipe, and a plurality of the liquid outlet pipes are connected to the liquid outlet main pipe; the second circulation pump is connected to the liquid return main pipe or the liquid outlet main pipe; the expansion tank is connected to the liquid return main pipe or the liquid outlet main pipe;

[0017] The expansion tank is provided with a gas detection component for detecting whether the gas discharged from the expansion tank contains the fuel leaked from the delivery channel.

[0018] In an exemplary embodiment, the fuel storage tank is a pressure vessel that can withstand a preset pressure inside. Two safety valves are provided on the top of the fuel storage tank. The safety valves are connected to air ducts, and the air ducts are used to guide part of the gas in the storage chamber that is greater than the preset pressure to the underwater outside the ship's side through the safety valves.

[0019] In an exemplary embodiment, a first pressure sensor is configured to detect the fuel pressure at the outlet of the first circulation pump;

[0020] A first bypass valve is connected between the outlet of the first circulation pump and the inlet of the mixing barrel; the first bypass valve is associated with the first pressure sensor, and can be opened in response to the first pressure sensor detecting that the fuel pressure at the outlet of the first circulation pump is greater than a first preset threshold, or can be closed in response to the first pressure sensor detecting that the fuel pressure at the outlet of the first circulation pump is less than or equal to the first preset threshold.

[0021] In an exemplary embodiment, a fuel valve group module is arranged between the first circulation pump and the internal combustion engine; the fuel valve group module comprises a shut-off valve, a filter and a pneumatic control valve, and the first circulation pump, the shut-off valve, the filter, the pneumatic control valve and the internal combustion engine are connected in sequence along the delivery direction of the fuel;

[0022] The purge device comprises at least two purge pipes, one axial end of each of the two purge pipes is a second nitrogen inlet, the other axial end of one of the purge pipes is connected between the stop valve and the filter; the other axial end of the other purge pipe is connected between the pneumatic control valve and the internal combustion engine;

[0023] The nitrogen outlet is connected to the second nitrogen inlet.

[0024] In an exemplary embodiment, the nitrogen generating device includes a nitrogen generator, a buffer tank and a supercharger, the buffer tank is connected between the nitrogen generator and the supercharger, and the gas outlet of the supercharger is the nitrogen outlet.

[0025] In an exemplary embodiment, a second pressure sensor is provided in the fuel storage compartment, and the second pressure sensor is used to detect the air pressure value in the storage cavity;

[0026] The marine internal combustion engine fuel supply system also includes a controller, which is electrically connected to the supercharger and the second pressure sensor respectively. When the second pressure sensor detects that the air pressure value in the storage chamber is less than or greater than a second preset threshold, the controller controls the supercharger to increase or decrease the output power so that the supercharger increases or decreases the amount of nitrogen delivered to the storage chamber until the air pressure value in the storage chamber reaches the second preset threshold.

[0027] The technical solution provided by the embodiments of the present application includes at least the following beneficial effects:

[0028] In the marine internal combustion engine fuel supply system disclosed in the present application, by using inert gas nitrogen to pressurize the fuel from the fuel storage tank to the mixing cylinder, the design of the fuel delivery pump can be eliminated, the easily damaged moving parts can be reduced, and the initial construction cost and later maintenance cost can be reduced; a fuel circulation is formed among the mixing cylinder, the first circulation pump and the internal combustion engine, so that the fuel in the fuel storage tank and the remaining fuel that is not completely burned in the internal combustion engine can directly enter the mixing cylinder for mixing and stabilizing the pressure, and then be pumped to the internal combustion engine for combustion through the first circulation pump; the present application keeps the fuel delivery more continuous and stable according to the method of pressurizing the fuel with nitrogen with a certain pressure. At the same time, the mixing cylinder plays a buffering and regulating role for the fuel input therein, so that the system design of temporary storage components such as the daily tank and the supply pump can be eliminated between the fuel storage tank and the mixing cylinder, and the use of a large number of valves, pipes, instruments and other accessories can be reduced, and the fuel that has not been burned can directly flow back to the mixing cylinder, simplifying the module design of the fuel supply unit, reducing production and maintenance costs, and facilitating operation by staff.

[0029] It should be understood that the foregoing general description and the following detailed description are exemplary only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings herein are incorporated in and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the description, are used to explain the principles of the present application.

[0031] Figure 1 A schematic diagram of a fuel storage tank and a nitrogen generating device provided in one embodiment of the present application.

[0032] Figure 2 A schematic diagram of a fuel supply system for a marine internal combustion engine provided in one embodiment of the present application.

[0033] Figure 3 A schematic diagram of a supply module provided in accordance with an embodiment of the present application.

[0034] Figure 4A specific schematic diagram of a marine internal combustion engine fuel supply system provided for one embodiment of the present application, which includes an ethylene glycol heating device.

[0035] Figure 5 The structural diagram of the delivery pipe is schematically shown.

[0036] Figure 6 A schematic diagram of an ethylene glycol heating device provided in one embodiment of the present application.

[0037] Figure 7 Schematic diagram of the fuel valve group module.

[0038] The reference numerals are as follows: 1-fuel storage tank, 11-storage chamber, 12-first nitrogen inlet, 13-second pressure sensor, 14-safety valve, 15-air duct, 2-nitrogen generator, 21-nitrogen outlet, 22-nitrogen generator, 23-buffer tank, 24-supercharger, 3-supply module, 31-mixing cylinder, 311-liquid inlet, 312-first liquid return port, 313-liquid outlet, 314-third nitrogen inlet, 315-second liquid return port, 32-first circulation pump, 33-first pressure sensor, 34-first bypass valve, 35-second bypass valve, 37-supply inlet, 38-supply outlet, 39-supply Liquid return port, 4-internal combustion engine, 41-fuel inlet, 42-fuel outlet, 5-delivery pipe, 51-delivery channel, 52-insulation channel, 53-inner pipe, 54-outer pipe, 6-ethylene glycol heating device, 61-liquid outlet pipe, 62-return liquid pipe, 63-insulation coil, 64-expansion tank, 65-second circulation pump, 66-heating source, 661-heating inlet, 662-heating outlet, 663-liquid outlet main pipe, 664-return liquid main pipe, 67-gas detection component, 7-fuel valve group module, 71-stop valve, 72-filter, 73-pneumatic control valve, 8-purge pipe, 81-second nitrogen inlet, 82-stop check valve. DETAILED DESCRIPTION

[0039] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these example embodiments are provided so that the description of this application will be more comprehensive and complete, and the concept of the example embodiments will be fully conveyed to those skilled in the art.

[0040] In the description of the present invention, all the connection relationships mentioned do not refer to the direct connection of components, but refer to the fact that a better connection structure can be formed by adding or reducing connection accessories according to the specific implementation situation. The various technical features in the present invention can be combined interchangeably without conflicting with each other.

[0041] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0042] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., and orientations or positional relationships indicated are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0043] In the description of the present invention, “several” means one or more, “more” means more than two, “greater than”, “less than”, “exceed”, etc. are understood as not including the number itself, and “above”, “below”, “within”, etc. are understood as including the number itself.

[0044] The present application provides a marine internal combustion engine fuel supply system, which is used to provide liquid fuel to the internal combustion engine 4 to ensure the power demand of the ship. The liquid fuel in the present application can be clean energy such as liquid methanol and liquid ammonia. The marine internal combustion engine fuel supply system can be applied to ships. In the limited space of the ship, the marine internal combustion engine fuel supply system needs to combine the space characteristics of the ship and use the space reasonably to maximize the saving of its occupied volume as a design difficulty.

[0045] The marine internal combustion engine fuel supply system includes a fuel storage tank 1, a nitrogen generator 2, an internal combustion engine 4, a mixing barrel 31 and a first circulation pump 32. The storage chamber 11 in the fuel storage tank 1 is used to store liquid fuel. The nitrogen generator 22 forms pressurized nitrogen and discharges it into the storage chamber 11 inside the fuel storage tank 1 through the first nitrogen inlet, so as to pressurize the fuel in the storage chamber 11 into the mixing barrel 31. By using inert gas nitrogen to pressurize the fuel, the fuel delivery is kept more continuous and stable, the design of the fuel delivery pump can be eliminated, the moving parts that are easily damaged can be reduced, and the initial cost and later maintenance cost can be reduced. The mixing barrel 31, the first circulation pump 32 and the internal combustion engine 4 form a fuel cycle in sequence, so that the fuel in the fuel storage tank 1 and the residual fuel that is not completely burned in the internal combustion engine 4 can directly enter the mixing barrel 31 for mixing and stabilizing the pressure, and then be pumped to the internal combustion engine 4 through the first circulation pump 32 for combustion.

[0046] The present application uses a method of pressurizing nitrogen with a certain pressure to deliver fuel to maintain a more continuous and stable fuel delivery. At the same time, the mixing cylinder 31 plays a buffering and regulating role on the fuel input therein, so that the system design of temporary storage components such as the daily tank and the supply pump can be eliminated between the fuel storage tank 1 and the mixing cylinder 31, and the use of a large number of valves, pipes, instruments and other accessories can be reduced. In addition, the unburned fuel can be directly returned to the mixing cylinder 31, which simplifies the modular design of the fuel supply unit, reduces the production and maintenance costs, facilitates the operation of the staff, and also saves the volume occupied by the marine internal combustion engine fuel supply system.

[0047] Figure 1 It is a schematic diagram of the pipeline connection between the fuel storage tank 1 and the nitrogen generating device 2.

[0048] Reference Figure 1 The marine internal combustion engine fuel supply system includes a fuel storage tank 1, and the fuel storage tank 1 has a storage cavity 11 for storing liquid fuel. A first nitrogen inlet 12 is provided on the top of the fuel storage tank 1, and pressurized nitrogen can be introduced into the storage cavity 11 and above the liquid level of the fuel through the first nitrogen inlet 12. Specifically, the first nitrogen inlet 12 can be set on the top surface of the fuel storage tank 1, or on the top of the side of the fuel storage tank 1, as long as it is located above the highest liquid level of the fuel. A conduit is provided on the fuel storage tank 1, the bottom end of the conduit extends downward to the bottom of the storage cavity 11, and the top end of the conduit extends upward from the fuel storage tank 1, and the pressurized fuel can be led out of the fuel storage tank 1 from the bottom end of the conduit through the conduit. In fact, during the fuel supply process, the working pressure of the nitrogen in the storage cavity 11 remains stable and within the threshold range, ensuring the continuity and stability of the fuel delivery. Specifically, the working pressure of the nitrogen in the storage cavity 11 can be maintained at 3.5 bar.

[0049] The fuel storage tank 1 is a pressure vessel that can withstand at least a preset pressure inside. The preset pressure is greater than the working pressure when the fuel is stably supplied, ensuring that the inside of the fuel storage tank 1 can withstand certain pressure fluctuations and shocks, thereby improving safety.

[0050] The fuel storage tank 1 can be made of stainless steel or steel to improve the structural strength of the fuel storage tank 1. The inner surface of the fuel storage tank 1 is coated with a special coating suitable for contacting the fuel to prevent the fuel storage tank 1 from being corroded by the fuel.

[0051] Two safety valves 14 are provided on the top of the fuel storage tank 1. The safety valves 14 are connected to an air guide pipe 15. The air guide pipe 15 is used to guide part of the gas in the storage chamber 11 that is greater than the preset pressure to the underwater outside the ship's side through the safety valve 14. Specifically, the safety valve 14 of the present application opens when the pressure in the storage chamber 11 reaches 3.85 bar, guiding the overpressure gas to be discharged out of the storage chamber 11. At the same time, the gas inside the storage chamber 11 includes nitrogen and part of the volatile gas of the fuel, which is volatile methanol gas in this embodiment. According to the characteristic that methanol is easily soluble in water, the overpressure gas is discharged to the underwater for absorption.

[0052] The fuel storage tank 1 of this embodiment is also provided with a second pressure sensor 13, a temperature sensor and a liquid level sensor, which can monitor the air pressure, temperature and liquid level in the storage chamber 11 in real time, so that the fuel supply system can perform feedback adjustment according to the pressure, temperature and liquid level in the storage chamber 11. The corresponding second pressure sensor 13, temperature sensor and liquid level sensor are all connected with an alarm system, which will alarm when the pressure in the storage chamber 11 is too high or too low, the temperature is too high or too low, and the liquid level is too high or too low. In addition, a liquid level switch and a pressure switch are also provided in the fuel storage tank 1. When the liquid level is too high, the liquid level switch sends an alarm signal, and when the pressure is too high, the pressure switch sends an alarm signal.

[0053] The marine internal combustion engine fuel supply system comprises a nitrogen generator 2, which comprises a nitrogen outlet 21. The nitrogen generator 2 is used to form pressurized nitrogen and discharge it from the nitrogen outlet 21. The discharged pressurized nitrogen enters the storage chamber 11 through the first nitrogen inlet.

[0054] In addition, the nitrogen outlet 21 of the nitrogen generator 2 can also be connected to the pipeline of the marine internal combustion engine fuel supply system to realize the purging and collection of pipeline fuel. And the nitrogen outlet 21 of the nitrogen generator 2 can also be connected to the buffer container of the fuel, which can play the role of pressure protection and air isolation for the fuel, thereby improving safety performance.

[0055] In this embodiment, the nitrogen generating device 2 includes a nitrogen generator 22 , a buffer tank 23 and a supercharger 24 .

[0056] The nitrogen generator 22 is used to generate nitrogen. Specifically, air separation technology, such as pressure swing adsorption (PSA) or membrane separation technology, can be used to remove oxygen, carbon dioxide and other gases from ordinary air and separate nitrogen to generate high-purity nitrogen.

[0057] The buffer tank 23 is connected between the nitrogen generator 22 and the air inlet of the supercharger 24. The buffer tank 23 can receive the nitrogen generated by the nitrogen generator 22 and absorb the pressure fluctuation of the nitrogen to ensure the stability of the output nitrogen pressure. When the demand for nitrogen suddenly increases or the nitrogen generator 22 temporarily stops working, the buffer tank 23 can be used as a temporary nitrogen storage device to ensure that the system can continuously supply gas.

[0058] After the air inlet of the supercharger 24 receives the nitrogen transmitted by the buffer tank 23, the nitrogen pressure can be increased to the required working pressure. The air outlet of the supercharger 24 is the above-mentioned nitrogen outlet 21, which can be used to communicate with the first nitrogen inlet. A stop check valve 82 is provided on the connecting pipeline between the air outlet of the supercharger 24 and the first nitrogen inlet, which can control the opening and closing of the pipeline and prevent nitrogen backflow.

[0059] A stop valve 71 is provided between the nitrogen generator 22 and the buffer tank 23, and between the buffer tank 23 and the supercharger 24, which can control the opening and closing of the pipeline. A safety valve 14 is connected to the buffer tank 23 to improve safety. A pressure sensor is also connected to the buffer tank 23, and a needle valve is provided on the connecting pipeline between the buffer tank 23 and the pressure sensor to achieve accurate control of the pressure in the buffer tank 23.

[0060] Furthermore, the marine internal combustion engine fuel supply system also includes a controller, which is electrically connected to the supercharger 24 and the second pressure sensor 13 respectively. When the second pressure sensor 13 detects that the air pressure value in the storage chamber 11 is less than or greater than a second preset threshold, the controller controls the supercharger 24 to increase or decrease the output power so that the supercharger 24 increases or decreases the nitrogen delivery amount to the storage chamber 11 until the air pressure value in the storage chamber 11 reaches the second preset threshold.

[0061] In the present application, the supercharger 24 continuously delivers nitrogen to the storage chamber 11, and the second preset threshold is the working pressure of the nitrogen in the storage chamber 11. According to the actual pressure of the storage chamber 11 detected by the second pressure sensor 13, the output power of the supercharger 24 is controlled to maintain the stability of the nitrogen pressure in the storage chamber 11, so as to realize continuous and stable pressure delivery of fuel. The second preset threshold of this embodiment is 3.5 bar.

[0062] Figure 2 Schematic diagram of the fuel supply system for a marine internal combustion engine. Figure 3 It is a schematic diagram of supply module 3.

[0063] Reference Figure 2 and Figure 3 The marine internal combustion engine fuel supply system further includes a mixing cylinder 31 , a first circulation pump 32 and an internal combustion engine 4 .

[0064] The internal combustion engine 4 has a fuel inlet and a fuel outlet 42. The mixing cylinder 31 receives the fuel from the storage chamber 11 and receives the unburned fuel of the internal combustion engine 4 through the fuel outlet 42. The first circulation pump 32 is connected between the mixing cylinder 31 and the fuel inlet of the internal combustion engine 4, and is used to pump the fuel in the mixing cylinder 31 to the internal combustion engine 4, and to promote the return of the remaining fuel in the internal combustion engine 4 to the mixing cylinder 31.

[0065] Specifically, the mixing barrel 31 is provided with a liquid inlet 311, a first liquid return port 312 and a liquid outlet 313. The liquid inlet 311 is communicated with the inner bottom of the storage cavity 11, and is used to receive the fuel in the storage cavity 11 of the fuel storage tank 1. The first liquid return port 312 is used to receive the fuel that is not completely burned and refluxed in the internal combustion engine 4. The inlet of the first circulating pump 32 is communicated with the liquid outlet 313 of the mixing barrel 31, and the outlet of the first circulating pump 32 is communicated with the fuel inlet of the internal combustion engine 4.

[0066] The mixing cylinder 31 is provided with a third nitrogen inlet 314 , and the nitrogen outlet 21 of the nitrogen generating device 2 is connected to the third nitrogen inlet 314 , which can provide pressure protection and air isolation for the fuel in the mixing cylinder 31 , thereby improving safety performance.

[0067] The mixing cylinder 31 is also provided with a second liquid return port 315 .

[0068] Furthermore, the marine internal combustion engine fuel supply system further includes a first pressure sensor 33 and a first bypass valve 34 .

[0069] The first pressure sensor 33 is configured to detect the fuel pressure at the outlet of the first circulation pump 32. Specifically, the first pressure sensor 33 is disposed between the outlet of the first circulation pump 32 and the fuel inlet of the internal combustion engine 4, and can detect the pressure value of the connecting pipe between the first circulation pump 32 and the internal combustion engine 4.

[0070] The first bypass valve 34 is connected between the outlet of the first circulation pump 32 and the second liquid return port 315 of the mixing cylinder 31. When the pressure detected by the first pressure sensor 33 is too high, the first bypass valve 34 can be opened to allow the fuel pumped by the first circulation pump 32 to bypass and flow back into the mixing cylinder 31 through the first bypass valve 34, thereby controlling the pressure and flow of the system, protecting the first circulation pump 32, and improving the stability and reliability of the system.

[0071] In the present application, the first bypass valve 34 is associated with the first pressure sensor 33. The first bypass valve 34 can be opened in response to the first pressure sensor 33 detecting that the fuel pressure at the outlet of the first circulation pump 32 is greater than the first preset threshold, or closed in response to the first pressure sensor 33 detecting that the fuel pressure at the outlet of the first circulation pump 32 is less than or equal to the first preset threshold. Specifically, the first preset threshold is the working pressure value of the first circulation pump 32. When the fuel pressure at the outlet of the first circulation pump 32 is too high, the first bypass valve 34 can automatically open to relieve the pipeline pressure and protect the first circulation pump 32 until the first pressure sensor 33 detects that the outlet pressure of the first circulation pump 32 is less than or equal to the first preset threshold and closes. The response is timely and the automation effect is improved.

[0072] In this embodiment, the first bypass valve 34 and the first pressure sensor 33 can be electrically connected to the controller to achieve association. In addition, the staff can also control the opening or closing of the first bypass valve 34 according to the detection value of the first pressure sensor 33.

[0073] like Figure 2 As shown, a second bypass valve 35 is also provided between the fuel storage tank 1 and the inlet of the first circulation pump 32, so that the fuel in the fuel storage tank 1 can also be directly pressed to the first circulation pump 32 by nitrogen, thereby ensuring the supply of fuel when the mixing cylinder 31 fails or needs maintenance.

[0074] Combination Figure 3 In this embodiment, the mixing cylinder 31 and the first circulation pump 32 are integrated into a supply module 3, and the supply module 3 has a supply inlet 37, a supply outlet 38 and a supply liquid return port 39. The supply inlet 37 is used to connect the mixing cylinder 31 with the storage chamber 11, the supply outlet 38 is used to connect the outlet of the first circulation pump 32 with the fuel inlet 41 of the internal combustion engine 4, and the supply liquid return port 39 is used to connect the mixing cylinder 31 with the fuel outlet 42 of the internal combustion engine 4.

[0075] Specifically, two pipelines are connected to the supply inlet 37 in the supply module 3, one pipeline is connected between the supply inlet 37 and the liquid inlet 311 of the mixing drum 31, and the other pipeline is provided with a second bypass valve 35 and connected between the supply inlet 37 and the inlet of the first circulation pump 32. A first pressure sensor 33 is provided on the pipeline corresponding to the supply outlet 38 in the supply module 3, and is connected to the outlet of the first circulation pump 32. The pipeline corresponding to the supply liquid return port 39 of the supply module 3 is connected to the first liquid return port 312 of the mixing drum 31. The first bypass valve 34 is located in the supply module 3, one end of the first bypass valve 34 is connected to the outlet of the first circulation pump 32, and the other end of the first bypass valve 34 is connected to the second liquid return port 315 of the mixing drum 31. This embodiment integrates the mixing barrel 31 and the first circulation pump 32 as well as the pipes and valves connecting the two into a supply module 3, which is convenient for transportation and for workers to take over and install. At the same time, the supply module 3 has a heat insulation effect, and there is no need to insulate the pipes and parts in the supply module 3, which is convenient for installation and disassembly.

[0076] Figure 4 This is a detailed schematic diagram of a marine internal combustion engine fuel supply system. Figure 5 It is a schematic diagram of the structure of the delivery pipe 5.

[0077] Reference Figure 4 Furthermore, the marine internal combustion engine fuel supply system further includes a plurality of delivery pipes 5. The delivery pipes 5 are connected between the fuel storage tank 1 and the mixing barrel 31, between the first circulation pump 32 and the internal combustion engine 4, and between the internal combustion engine 4 and the mixing barrel 31, and the delivery pipes 5 can realize the delivery of fuel.

[0078] Reference Figure 5 The delivery pipe 5 is provided with a delivery channel 51 and a heat preservation channel 52 arranged in the axial direction, the delivery channel 51 is used to deliver the fuel, the heat preservation channel 52 is independent of the delivery channel 51, and the heat preservation channel 52 is formed on the outer periphery of the delivery channel 51. The delivery channel 51 is made of a heat exchangeable material, and a heat exchange medium, specifically a liquid medium or a gas medium, can be passed into the heat preservation channel 52, thereby realizing heat exchange and heat preservation of the fuel.

[0079] Combination Figure 4Furthermore, the marine internal combustion engine fuel supply system also includes an ethylene glycol heating device 6, which can keep the ethylene glycol solution at a stable temperature by heating or cooling. The ethylene glycol heating device 6 includes a plurality of liquid outlet pipes 61 and a plurality of liquid return pipes 62, and an axial end of at least one of the liquid outlet pipes 61 and an axial end of at least one of the liquid return pipes 62 are connected to one of the heat preservation channels 52 at intervals. The heated ethylene glycol enters the heat preservation channel 52 through the liquid outlet pipe 61 to perform heat preservation on the fuel in the delivery channel 51, and the ethylene glycol after heat exchange is recovered through the plurality of liquid return pipes 62.

[0080] Specifically, in the process of supplying methanol as fuel, it is necessary to keep methanol at 20 to 50 degrees to maintain a good state, maintain the liquid state of methanol and reduce the volatilization of methanol. By heating the ethylene glycol solution and continuously entering the heated ethylene glycol into the insulation channel 52 through the liquid outlet pipe 61, the ethylene glycol can continuously insulate the methanol, maintain the temperature of the methanol, and avoid the over-high temperature or over-low temperature environment affecting the state of the methanol. The ethylene glycol after heat exchange is discharged from the delivery channel 51 through the return liquid pipe 62 for recycling. Ethylene glycol, as the heat exchange medium between the present application and the fuel, has stable chemical properties, and has the characteristics of antifreeze and efficient heat transfer. In cold areas or environments requiring low-temperature operation, the use of ethylene glycol solution can avoid damage to the pipeline system caused by freezing. In fact, ethylene glycol exchanges heat with methanol to cool down the overheated methanol or heat the overcooled methanol.

[0081] The liquid outlet pipe 61 and the liquid return pipe 62 are staggered along the axial direction of the insulation channel 52. Specifically, the liquid outlet pipe 61 and the liquid return pipe 62 connected to the same delivery pipe 5 are arranged at intervals along the axial direction of the delivery pipe 5, ensuring that the ethylene glycol can stay in the insulation channel 52 for a certain period of time and can fully exchange heat with the fuel located in the delivery channel 51, thereby improving the insulation effect. In this embodiment, in the same delivery pipe 5, there are a liquid outlet pipe 61 and a liquid return pipe 62 connected, the liquid outlet pipe 61 can be connected to one axial end of the insulation channel 52, and the liquid return pipe 62 is connected to the other axial end of the insulation channel 52. In addition, at least one liquid outlet pipe 61 and at least one liquid return pipe 62 can also be provided in the same delivery pipe 5.

[0082] The liquid outlet pipe 61 and the liquid return pipe 62 are sequentially connected to the heat preservation channel 52 according to the flow direction of the liquid fuel. Specifically, the liquid outlet pipe 61 and the liquid return pipe 62 are sequentially arranged at intervals in accordance with the flow direction of the liquid fuel in the delivery pipe 5, so as to ensure that the ethylene glycol can be more evenly filled in the heat preservation channel 52, reduce the heat preservation dead corner, and improve the heat preservation effect.

[0083] In the present application, since the mixing barrel 31 and the first circulating pump 32 are integrated into the form of the supply module 3, the connection position of the delivery pipe 5 is embodied in: one delivery pipe 5 is connected between the storage chamber 11 and the supply inlet 37; one delivery pipe 5 is connected between the supply outlet 38 and the internal combustion engine 4 / fuel valve group module 7; one delivery pipe 5 is connected between the fuel outlet 42 of the internal combustion engine 4 and the supply return liquid port 39. The supply module 3 has a heat preservation structure, which can achieve heat preservation of the fuel temperature of the connecting pipeline between the mixing barrel 31 and the first circulating pump 32.

[0084] In some other embodiments, a delivery pipe 5 may be connected between the fuel storage chamber and the mixing barrel 31, between the mixing barrel 31 and the first circulation pump 32, between the first circulation pump 32 and the internal combustion engine 4, between the internal combustion engine 4 and the mixing barrel 31, etc., to ensure the temperature stability of the fuel.

[0085] In some specific embodiments, the delivery pipe 5 includes an inner pipe 53, an outer pipe 54 and a support member, wherein the inner pipe 53 and the outer pipe 54 are arranged inside and outside, the inner pipe 53 encloses the delivery channel 51, and the support member is arranged between the outer wall of the inner pipe 53 and the inner wall of the outer pipe 54 to support the inner pipe 53, and the outer peripheral wall of the inner pipe 53 and the inner peripheral wall of the outer pipe 54 form the insulation channel 52. A plurality of the support members are arranged at intervals along the extension direction of the delivery pipe 5. The support member can support the inner pipe 53 inside the outer pipe 54, ensure that the insulation channel 52 is formed between the outer periphery of the inner pipe 53 and the inner periphery of the outer pipe 54, and improve the structural strength.

[0086] Furthermore, the support member includes a connecting member, at least two of which are arranged on opposite sides of the outer peripheral wall of the inner tube 53, and one end of the connecting member away from the inner tube 53 is attached to the inner wall of the outer tube 54 and extends circumferentially to form a connecting portion, and a bolt is connected between the connecting portion and the outer tube 54. During installation, the inner tube 53 is inserted into the outer tube 54, and the connecting portion on the inner tube 53 is locked and fixed to the outer tube 54 with bolts to achieve installation. In fact, the inner wall of the outer tube 54 can be provided with a positioning member corresponding to the position of the connecting portion, and the positioning member is provided with an open groove, so that the connecting portion can slide into the open groove for positioning, and is fixedly connected to the connecting portion by the positioning member to reduce leakage.

[0087] When installing the delivery pipe 5, the two ends of the inner pipe 53 are connected to the pipe interfaces of the fuel storage tank 1, the internal combustion engine 4 and other equipment by welding to ensure airtightness. Both axial ends of the outer pipe 54 are provided with connecting flanges, which are detachably connected to the equipment by bolts and flange structures.

[0088] In some other specific embodiments, the delivery pipe 5 is an integrally formed structure, the delivery pipe 5 is provided with the delivery channel 51 on its axis, and a plurality of insulation channels 52 are arranged circumferentially with the delivery channel 51 as the center. The plurality of insulation channels 52 are arranged on the periphery of the delivery channel 51, and the fuel in the delivery channel 51 can be evenly heat exchanged, thereby improving the insulation effect.

[0089] Furthermore, in order to improve the heat preservation effect of the fuel, the ethylene glycol heating device 6 further includes a heat preservation coil 63, the heat preservation coil 63 is located at the bottom of the storage chamber 11, the inlet of the heat preservation coil 63 is connected to the liquid outlet pipe 61, and the outlet of the heat preservation coil 63 is connected to the liquid return pipe 62. Specifically, ethylene glycol can enter the heat preservation coil 63 through the liquid outlet pipe 61, and exchange heat with the fuel in the fuel storage tank 1 through the heat preservation coil 63 to improve the heat exchange area and the heat preservation effect, and the ethylene glycol after heat exchange is recovered from the outlet of the heat preservation coil 63 through the liquid return pipe 62.

[0090] Figure 6 Schematic diagram of the glycol heating device 6. Figure 6 Further, the ethylene glycol heating device 6 includes a heating source 66, a second circulation pump 65 and an expansion tank 64. The heating source 66 has a heating inlet 661 and a heating outlet 662, the other axial end of the liquid return pipe 62 is connected to the heating inlet 661 of the heating source 66, and the other axial end of the liquid outlet pipe 61 is connected to the heating outlet 662 of the heating source 66. The liquid return pipe 62, the heating source 66, the liquid outlet pipe 61 and the insulation channel 52 form an ethylene glycol circulation heat exchange system loop, and the ethylene glycol passing through the heating source 66 continuously enters the insulation channel 52 to achieve heat exchange and heat preservation for the fuel in the delivery channel 51, and the ethylene glycol after heat exchange with the fuel circulates back to the heating source 66 from the liquid return pipe 62 to be heated.

[0091] Specifically, the heating source 66 may be an electric heater or a heat exchanger. In this embodiment, heat exchange is used to achieve heat exchange with ethylene glycol. The ship has a stable low-temperature fresh water supply system, and the low-temperature fresh water can pass through the heat exchange channel of the heat exchanger to exchange heat with ethylene glycol. In addition, seawater from a seawater supply system can also be used to exchange heat with ethylene glycol.

[0092] In this embodiment, the heating inlet 661 of the heating source 66 is connected to a liquid return main pipe 664, and a plurality of the liquid return pipes 62 are connected to the liquid return main pipe 664. The heating outlet 662 of the heating source 66 is connected to a liquid outlet main pipe 663, and a plurality of the liquid outlet pipes 61 are connected to the liquid outlet main pipe 663. The expansion tank 64 and the second circulation pump 65 are both connected to the liquid return main pipe 664. The ethylene glycol on the plurality of liquid return pipes 62 converges from the liquid return main pipe 664, passes through the expansion tank 64, the second circulation pump 65 in sequence, and enters the heating inlet 661 of the heating source 66 for heating. Specifically, in a closed ethylene glycol circulation heat exchange system, as the temperature rises, the volume of the ethylene glycol solution will expand, and the expansion tank 64 provides space for the volume change of the ethylene glycol to prevent the system pressure from being too high. The second circulation pump 65 provides power for the circulation heat exchange system of the ethylene glycol to ensure that the ethylene glycol continuously exchanges heat with the fuel.

[0093] In addition, the second circulation pump 65 and the expansion tank 64 may also be connected to the liquid outlet main pipe 663 .

[0094] The expansion tank 64 is provided with a gas detector 67 for detecting whether the gas discharged from the expansion tank 64 contains the fuel leaked from the delivery channel 51. It is possible to timely detect whether there is fuel gas leakage in the delivery pipe 5, thereby improving system safety.

[0095] Figure 7 Schematic diagram of the fuel valve group module 7. Figure 7 The marine internal combustion engine fuel supply system also includes a fuel valve group module 7, which is arranged between the first circulating pump 32 and the internal combustion engine 4; the fuel valve group module 7 includes a stop valve 71, a filter 72 and a pneumatic control valve 73, and the first circulating pump 32, the stop valve 71, the filter 72, the pneumatic control valve 73 and the internal combustion engine 4 are connected in sequence along the fuel delivery direction. The design of the fuel valve group module 7 is convenient for controlling the pressure and flow of the fuel on the pipeline, and even the on-off of the pipeline, to maintain the pressure stability of the pipeline system, to ensure that the internal combustion engine 4 can obtain an appropriate amount of fuel under different working conditions, and the filter 72 can filter impurities in the fuel to prevent impurities from affecting the performance of the internal combustion engine 4. The fuel valve group module 7 can ensure that the fuel can be safely and efficiently supplied to the internal combustion engine 4, and protect the fuel supply system from damage. A pressure sensor is provided between the pneumatic control valve 73 and the internal combustion engine 4, and the pressure sensor can be linked with the pneumatic control valve 73 to respond to improve the control effect. A temperature sensor is also provided between the pneumatic control valve 73 and the internal combustion engine 4 to monitor the temperature of the fuel in the pipeline for easy regulation.

[0096] In this embodiment, the fuel valve group module 7 is integrated into a module structure with heat preservation performance. The fuel valve group module 7 has a total inlet and a total outlet, the total inlet is connected to the inlet of the stop valve 71, the total outlet is connected to the outlet of the pneumatic control valve 73, a delivery pipe 5 is connected between the total inlet and the supply outlet 38 of the supply module 3, and a delivery pipe 5 is connected between the total outlet and the fuel inlet 41 of the internal combustion engine 4.

[0097] The marine internal combustion engine fuel supply system also includes a purging device, including at least two purge pipes 8, one axial end of the two purge pipes 8 is a second nitrogen inlet, the other axial end of one purge pipe is connected between the stop valve 71 and the filter 72; the other axial end of the other purge pipe 8 is connected between the pneumatic control valve 73 and the internal combustion engine 4; the nitrogen outlet 21 is connected to the second nitrogen inlet 81. After the fuel supply is stopped, nitrogen is introduced into the second nitrogen inlet 81, so that the fuel in the pipeline can be purged back into the fuel storage tank 1 under the action of nitrogen, avoiding residual fuel in the pipeline and improving safety. In fact, the first nitrogen inlet 12, the second nitrogen inlet 81 and the third nitrogen inlet 314 can be provided with a stop check valve 82, which can control the on and off of the pipeline and avoid nitrogen reflux.

[0098] The marine internal combustion engine fuel supply system of the present application introduces nitrogen with a certain pressure into the fuel storage tank 1, and pressurizes the fuel in the storage chamber 11 to the mixing cylinder 31, so as to keep the fuel delivery more continuous and stable. The mixing cylinder 31, the first circulation pump 32 and the internal combustion engine 4 form a fuel circulation in sequence, so that the fuel in the fuel storage tank 1 and the residual fuel that is not completely burned in the internal combustion engine 4 can directly enter the mixing cylinder 31 for mixing and stabilizing the pressure, and then be pumped to the internal combustion engine 4 through the first circulation pump 32 for combustion. Under the premise of nitrogen pressure feeding fuel, the mixing cylinder 31 plays a buffering and regulating role for the fuel input therein, so that the system design of temporary storage components such as the daily tank and the supply pump can be eliminated between the fuel storage tank 1 and the mixing cylinder 31, and the use of a large number of valves, pipes, instruments and other accessories can be reduced. Moreover, the fuel that has not been burned can be directly returned to the mixing cylinder 31, simplifying the module design of the fuel supply unit, reducing the production and maintenance costs, and facilitating the operation of the staff.

[0099] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the appended claims.

Claims

1. A marine internal combustion engine fuel supply system, characterized in that: include: A fuel storage tank, wherein the fuel storage tank has a storage cavity for storing liquid fuel; An internal combustion engine, a mixing cylinder and a first circulation pump, wherein the internal combustion engine has a fuel inlet and a fuel outlet; the first circulation pump has an inlet and an outlet, the inlet of the first circulation pump is connected to the mixing cylinder, and the outlet of the first circulation pump is connected to the fuel inlet; unburned fuel in the internal combustion engine flows back to the mixing cylinder through the fuel outlet; A nitrogen generating device, comprising a nitrogen outlet, wherein the nitrogen generating device is used to form pressurized nitrogen and discharge it from the nitrogen outlet; A first nitrogen inlet connected to the nitrogen outlet is provided on the top of the fuel storage tank, and the first nitrogen inlet is connected to the storage cavity, so that the pressurized nitrogen enters the storage cavity through the first nitrogen inlet and pressurizes the fuel in the storage cavity into the mixing cylinder.

2. The marine internal combustion engine fuel supply system according to claim 1, characterized in that: Also includes: A plurality of delivery pipes, wherein the fuel storage tank and the mixing cylinder, the first circulating pump and the internal combustion engine, and the internal combustion engine and the mixing cylinder are all connected with the delivery pipes; the delivery pipes are provided with a delivery channel and a heat preservation channel arranged along the axial direction, the delivery channel is used to deliver the fuel, the heat preservation channel is independent of the delivery channel, and the heat preservation channel is formed on the outer periphery of the delivery channel; The ethylene glycol heating device comprises a plurality of liquid outlet pipes and a plurality of liquid return pipes, wherein one axial end of at least one of the liquid outlet pipes and one axial end of at least one of the liquid return pipes are connected to a heat preservation channel at intervals, and the heated ethylene glycol enters the heat preservation channel through the liquid outlet pipe to perform heat preservation on the fuel in the delivery channel, and the ethylene glycol after heat exchange is recovered through the plurality of liquid return pipes; The liquid outlet pipe and the liquid return pipe are staggered along the axial direction of the heat preservation channel; the liquid outlet pipe and the liquid return pipe are sequentially connected to the heat preservation channel according to the flow direction of the liquid fuel.

3. The marine internal combustion engine fuel supply system according to claim 2, characterized in that: The delivery pipe comprises an inner pipe, an outer pipe and a support member, wherein the inner pipe and the outer pipe are arranged inside and outside, the inner pipe encloses the delivery passage, the support member is arranged between the outer wall of the inner pipe and the inner wall of the outer pipe, and is used to support the inner pipe, and the outer peripheral wall of the inner pipe and the inner peripheral wall of the outer pipe form the heat preservation passage; A plurality of the support members are arranged at intervals along the extending direction of the conveying pipe; The support member includes a connecting member, at least two of which are arranged on opposite sides of the outer circumferential wall of the inner tube, and one end of the connecting member away from the inner tube is circumferentially extended in contact with the inner wall of the outer tube to form a connecting portion, and a bolt is connected between the connecting portion and the outer tube.

4. The marine internal combustion engine fuel supply system according to claim 2, characterized in that: The delivery pipe is an integrally formed structure, the delivery pipe is provided with the delivery channel on its central axis, and a plurality of the heat preservation channels are circumferentially spaced around the delivery channel; and / or The ethylene glycol heating device also includes a heat preservation coil, which is located at the bottom of the storage cavity, the inlet of the heat preservation coil is connected to the liquid outlet pipe, and the outlet of the heat preservation coil is connected to the liquid return pipe.

5. The marine internal combustion engine fuel supply system according to claim 2, characterized in that: The ethylene glycol heating device comprises a heating source, a second circulation pump and an expansion tank; the heating source has a heating inlet and a heating outlet, the other axial end of the liquid return pipe is connected to the heating inlet of the heating source, and the other axial end of the liquid outlet pipe is connected to the heating outlet of the heating source; the heating inlet of the heating source is connected to a liquid return main pipe, and a plurality of the liquid return pipes are connected to the liquid return main pipe; the heating outlet of the heating source is connected to a liquid outlet main pipe, and a plurality of the liquid outlet pipes are connected to the liquid outlet main pipe; the second circulation pump is connected to the liquid return main pipe or the liquid outlet main pipe; the expansion tank is connected to the liquid return main pipe or the liquid outlet main pipe; The expansion tank is provided with a gas detection component for detecting whether the gas discharged from the expansion tank contains the fuel leaked from the delivery channel.

6. The marine internal combustion engine fuel supply system according to claim 1, characterized in that: The fuel storage tank is a pressure vessel that can withstand a preset pressure inside. Two safety valves are provided on the top of the fuel storage tank. The safety valves are connected to air ducts, which are used to guide part of the gas in the storage chamber that is greater than the preset pressure through the safety valves to the underwater outside the ship's side.

7. The marine internal combustion engine fuel supply system according to claim 1, characterized in that: Also includes: a first pressure sensor configured to detect the fuel pressure at the outlet of the first circulation pump; A first bypass valve is connected between the outlet of the first circulation pump and the inlet of the mixing barrel; the first bypass valve is associated with the first pressure sensor, and can be opened in response to the first pressure sensor detecting that the fuel pressure at the outlet of the first circulation pump is greater than a first preset threshold, or can be closed in response to the first pressure sensor detecting that the fuel pressure at the outlet of the first circulation pump is less than or equal to the first preset threshold.

8. The marine internal combustion engine fuel supply system according to claim 1, characterized in that: Also includes: A fuel valve group module is arranged between the first circulation pump and the internal combustion engine; the fuel valve group module comprises a stop valve, a filter and a pneumatic control valve, and the first circulation pump, the stop valve, the filter, the pneumatic control valve and the internal combustion engine are connected in sequence along the fuel delivery direction; The purge device comprises at least two purge pipes, one axial end of each of the two purge pipes is a second nitrogen inlet, the other axial end of one of the purge pipes is connected between the stop valve and the filter; the other axial end of the other purge pipe is connected between the pneumatic control valve and the internal combustion engine; The nitrogen outlet is connected to the second nitrogen inlet.

9. The marine internal combustion engine fuel supply system according to claim 1, characterized in that: The nitrogen generating device comprises a nitrogen generator, a buffer tank and a supercharger, wherein the buffer tank is connected between the nitrogen generator and the supercharger, and the gas outlet of the supercharger is the nitrogen outlet.

10. The marine internal combustion engine fuel supply system according to claim 9, characterized in that: A second pressure sensor is provided in the fuel storage compartment, and the second pressure sensor is used to detect the air pressure value in the storage cavity; The marine internal combustion engine fuel supply system also includes a controller, which is electrically connected to the supercharger and the second pressure sensor respectively. When the second pressure sensor detects that the air pressure value in the storage chamber is less than or greater than a second preset threshold, the controller controls the supercharger to increase or decrease the output power so that the supercharger increases or decreases the amount of nitrogen delivered to the storage chamber until the air pressure value in the storage chamber reaches the second preset threshold.

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