Marine fuel oil purification system
By separating the fuel settling tank and the day service tank into compartments of different volumes, and installing heating pipes in the smaller compartments, the problems of high heating energy consumption and slow speed in the existing technology are solved, achieving efficient fuel heating and stable fuel supply, and improving the ship's dynamic performance.
Patent Information
- Application Number
- CN202520678822.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-11
- Publication Date
- 2026-02-03
- Estimated Expiration
- 2035-04-11
AI Technical Summary
Existing ship fuel purification systems use high-energy-consuming and slow-heating methods, resulting in low heating efficiency.
The fuel sedimentation tank and the fuel day use tank are separated into compartments of different volumes, and heating pipes are installed in the smaller compartments to heat the fuel inside, reducing the heating requirements.
It reduced heating energy consumption, shortened heating time, improved fuel heating efficiency, ensured the stability of fuel supply to main and auxiliary engines, and enhanced the ship's power performance.
Smart Images
Figure CN223865091U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to ship technology field, concretely relates to a ship fuel purification system. BACKGROUND
[0002] The oil tank and the main engine of the existing ship are provided with a fuel purification system, the fuel purification system comprises a fuel sediment tank and a fuel daily-use tank, heating devices are arranged in the fuel sediment tank and the fuel daily-use tank, the whole fuel sediment tank and the whole fuel daily-use tank are heated by the heating devices, so that the fuel can flow to the main engine smoothly.
[0003] However, the above-mentioned heating mode of the fuel sediment tank and the fuel daily-use tank needs to consume a large amount of heat, and the heating speed is slow, so that the heating efficiency is low. UTILITY MODEL CONTENTS
[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is expected to provide a ship fuel purification system.
[0005] The application provides a ship fuel purification system, which comprises:
[0006] The fuel sediment tank is provided with a first partition bulkhead, and the first partition bulkhead divides the fuel sediment tank into a first sediment partition tank and a second sediment partition tank, the first sediment partition tank and the second sediment partition tank are communicated, the volume of the first sediment partition tank is greater than that of the second sediment partition tank, and the second sediment partition tank is provided with a first heating pipe;
[0007] The fuel daily-use tank is provided with a second partition bulkhead, and the second partition bulkhead divides the fuel daily-use tank into a first daily-use partition tank and a second daily-use partition tank, the first daily-use partition tank and the second daily-use partition tank are communicated, the volume of the first daily-use partition tank is greater than that of the second daily-use partition tank, and the second daily-use partition tank is provided with a second heating pipe;
[0008] The oil separator is provided with an oil inlet communicated with the second sediment partition tank, and a purified oil outlet communicated with the fuel daily-use tank.
[0009] Further, the oil return port of the oil separator is communicated with the second sediment partition tank.
[0010] Further, the second sediment partition tank is formed by the first partition bulkhead, and is arranged between the first partition tank and the bulkhead of the fuel sediment tank; or the second sediment partition tank is formed by the first partition bulkhead and part of the bulkhead of the fuel sediment tank.
[0011] Furthermore, the second day-use compartment is formed by a second compartment wall, and the second compartment and the fuel sedimentation tank are spaced apart; or, the second day-use compartment is formed by a combination of the second compartment wall and part of the fuel sedimentation tank wall.
[0012] Furthermore, the purified oil output port of the oil separator is connected to the second day-use compartment.
[0013] Furthermore, the volume of the second sedimentation compartment is 10-20% of the volume of the first sedimentation compartment.
[0014] Furthermore, the volume of the second day's compartment is 10-20% of the volume of the first day's compartment.
[0015] The marine fuel purification system provided in this application divides the fuel sedimentation tank into a first sedimentation compartment and a second sedimentation compartment of different volumes, and divides the fuel day use tank into a first day use compartment and a second day use compartment of different volumes. The second sedimentation compartment and the second day use compartment, which are smaller in volume, are equipped with heating pipes. The heating pipes heat the fuel in the second sedimentation compartment and the second day use compartment only. This not only reduces the consumption of heating energy, lowers the fuel heating cost and shortens the fuel heating time, and improves the fuel heating efficiency, but also helps to ensure stable fuel supply to the main and auxiliary engines and improves the ship's power performance. Attached Figure Description
[0016] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:
[0017] Figure 1 This is a schematic diagram of the structure of a ship fuel purification system provided in an embodiment of this application. Detailed Implementation
[0018] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the relevant utility model and not intended to limit the scope of the utility model. Furthermore, it should be noted that, for ease of description, only the parts relevant to the utility model are shown in the accompanying drawings.
[0019] Please refer to the attached document. Figure 1 This application provides a marine fuel purification system, including a fuel sedimentation tank 100, a fuel daily use tank 200, and a fuel separator.
[0020] The fuel oil settling tank 100 is provided with a first partition wall 130, which divides the fuel oil settling tank 100 into a first settling partition tank 110 and a second settling partition tank 120. The volume of the first settling partition tank 110 is larger than that of the second settling partition tank 120. The first settling partition tank 110 and the second settling partition tank 120 are connected, allowing fuel oil to flow between them, enabling the first settling partition tank 110 to replenish the second settling partition tank 120. The second settling partition tank 120 is provided with a first heating pipe 140, the inlet and outlet of which are respectively connected to the inlet and outlet of the ship's boiler system. Steam output from the boiler system passes through the first heating pipe 140 to heat the fuel oil in the second settling partition tank 120.
[0021] The fuel oil day tank 200 is equipped with a second partition wall 230, which divides the fuel oil day tank 200 into a first day tank partition 210 and a second day tank partition 220. The volume of the first day tank partition 210 is larger than that of the second day tank partition 220. The first day tank partition 210 and the second day tank partition 220 are connected, allowing fuel oil to flow between them to replenish the fuel oil in the second day tank partition 220. The second day tank partition 220 is equipped with a second heating pipe 240, the inlet and outlet of which are respectively connected to the inlet and outlet of the ship's boiler system. Steam output from the boiler system passes through the second heating pipe 240 to heat the fuel oil in the second day tank partition 220.
[0022] The oil separator's inlet is connected to the second sedimentation compartment 120, and its purified oil outlet is connected to the fuel oil day use tank 200. Fuel oil in the second sedimentation compartment 120 is transported to the oil separator's inlet via the first pipeline 310. The oil separator performs fine separation and purification on the input fuel oil to form purified oil. The purified oil formed by the oil separator is transported to the fuel oil day use tank 200. The second day use tank 220 is connected to the ship's main and auxiliary engine fuel supply pipeline system to transport the heated purified oil to the main and auxiliary engines via the main and auxiliary engine fuel supply pipeline system.
[0023] In this embodiment, the fuel settling tank 100 is divided into a first settling compartment 110 and a second settling compartment 120 with different volumes, and the fuel day use tank 200 is divided into a first day use compartment 210 and a second day use compartment 220 with different volumes. Heating pipes are installed in both the smaller second settling compartment 120 and the second day use compartment 220. These heating pipes only heat the fuel in the second settling compartment 120 and the second day use compartment 220, eliminating the need for heating pipes to heat the fuel in both the entire fuel settling tank 100 and the entire fuel day use tank 200. By reducing the amount of fuel that the heating pipes need to heat, not only is the heating energy consumption reduced, lowering fuel heating costs and shortening fuel heating time, thus improving fuel heating efficiency, but it also helps ensure stable fuel supply to the main and auxiliary engines, improving the ship's dynamic performance.
[0024] Optionally, the volume of the second sedimentation compartment 120 is 10-20% of the volume of the first sedimentation compartment 110, and the volume of the second daily use compartment 220 is 10-20% of the volume of the first daily use compartment 210. This arrangement allows for a balance between controlling heating costs and meeting the required supply of purified oil.
[0025] The first heating pipe 140 is coiled and located inside the second sedimentation compartment 120, which makes the first heating pipe 140 have a better heating effect on the fuel in the second sedimentation compartment 120. The second heating pipe 240 is coiled and located inside the second day use compartment 220, which makes the second heating pipe 240 have a better heating effect on the fuel in the second day use compartment 220, which helps to reduce fuel heating costs.
[0026] The second sedimentation compartment 120 is provided with a first vent 121 and a first oil guide port 122, and is connected to the first sedimentation compartment 110 through the first oil guide port 122. The second daily use compartment 220 is provided with a second vent 221 and a second oil guide port 222, and is connected to the first daily use compartment 210 through the second oil guide port 222.
[0027] In some embodiments of this application, the return port of the fuel separator is connected to the fuel sedimentation tank 100 to return untreated fuel from the fuel separator to the fuel sedimentation tank 100. The return port of the fuel separator can be connected to either the first sedimentation separation tank 110 or the second sedimentation separation tank 120. Preferably, the return port of the fuel separator is connected to the second sedimentation separation tank 120 via a second pipeline 320. Since the fuel returning from the fuel separator has been heated by the fuel separator, this reduces the heat consumption of the first heating pipe 140, further reducing fuel heating costs.
[0028] In some embodiments of this application, the second sedimentation compartment 120 is formed by being enclosed by the first partition wall 130, and the first partition wall and the wall of the fuel sedimentation compartment 100 are spaced apart. In this case, the first sedimentation compartment 110 surrounds the second sedimentation compartment 120. Alternatively, the second sedimentation compartment 120 is formed by being jointly enclosed by the first partition wall 130 and a portion of the wall of the fuel sedimentation compartment 100. In this case, the first sedimentation compartment 110 and the second sedimentation compartment 120 are arranged adjacent to each other.
[0029] In some embodiments of this application, the second daily use compartment 220 is formed by a second compartment wall 230, and the second compartment is spaced apart from the wall of the fuel sedimentation tank 100. In this case, the first daily use compartment 210 surrounds the second daily use compartment 220. Alternatively, the second daily use compartment 220 is formed by the second compartment wall 230 and a portion of the wall of the fuel sedimentation tank 100. In this case, the first daily use compartment 210 and the second daily use compartment 220 are arranged adjacent to each other.
[0030] Preferably, the second sedimentation compartment 120 is formed by the joint enclosure of the first partition wall 130 and a portion of the wall of the fuel sedimentation compartment 100, and the second day-use compartment 220 is formed by the joint enclosure of the second partition wall 230 and a portion of the wall of the fuel sedimentation compartment 100, so as to reduce the usage of the first partition wall 130 and the second partition wall 230 and reduce the separation cost of the fuel sedimentation compartment 100 and the fuel day-use compartment 200. The first partition wall 130 and the second partition wall 230 can be, but are not limited to, trough-shaped walls.
[0031] In some embodiments of this application, the purified oil output port of the oil separator can be connected to the first daily-use compartment 210, or the purified oil output port of the oil separator can be connected to the second daily-use compartment 220. Preferably, the purified oil output port of the oil separator is connected to the second daily-use compartment 220 through a third pipeline 330. Since the purified oil output from the oil separator has been heated by the oil separator, this can reduce the heat consumption of the second heating pipe 240 and further reduce the fuel heating cost.
[0032] In some embodiments of this application, a first temperature control system is provided in the second sedimentation compartment 120. The first temperature control system includes a first temperature sensor and a first controller. The first temperature sensor is located inside the second sedimentation compartment 120. The first controller is connected to the first temperature sensor and a first flow valve in the boiler system that controls the amount of steam in the first heating tube 140. The controller controls the first flow valve to adjust the steam flow rate according to the temperature value measured by the first temperature sensor, so as to ensure that the fuel oil in the second sedimentation compartment 120 is within a set temperature range. A second temperature control system is provided in the second daily use compartment 220. The second temperature control system includes a second temperature sensor and a second controller. The second temperature sensor is located inside the second daily use compartment 220. The second controller is connected to the second temperature sensor and a second flow valve in the boiler system that controls the amount of steam in the second heating tube 240. The controller controls the second flow valve to adjust the steam flow rate according to the temperature value measured by the second temperature sensor, so as to ensure that the fuel oil in the second daily use compartment 220 is within a set temperature range.
[0033] It should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer" used above to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means three or more.
[0034] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the utility model involved in this application is not limited to the technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.
Claims
1. A marine fuel purification system, characterized in that, include: A fuel sedimentation chamber, wherein a first partition wall is provided inside the fuel sedimentation chamber, and the first partition wall divides the fuel sedimentation chamber into a first sedimentation partition chamber and a second sedimentation partition chamber, the first sedimentation partition chamber and the second sedimentation partition chamber are connected, the volume of the first sedimentation partition chamber is larger than the volume of the second sedimentation partition chamber, and the second sedimentation partition chamber is provided with a first heating pipe. A fuel day use compartment, wherein a second partition wall is provided inside the fuel day use compartment, and the second partition wall divides the fuel day use compartment into a first day use compartment and a second day use compartment. The first day use compartment and the second day use compartment are connected. The volume of the first day use compartment is larger than the volume of the second day use compartment. The second day use compartment is provided with a second heating pipe. The oil separator has its inlet connected to the second sedimentation compartment, and its purified oil outlet connected to the fuel oil daily use compartment.
2. The marine fuel purification system according to claim 1, characterized in that, The oil return port of the oil separator is connected to the second sedimentation compartment.
3. The marine fuel purification system according to claim 1, characterized in that, The second sedimentation compartment is formed by the first partition wall, and the first partition wall and the fuel sedimentation compartment are spaced apart; or, the second sedimentation compartment is formed by the first partition wall and part of the fuel sedimentation compartment wall together.
4. The marine fuel purification system according to claim 1, characterized in that, The second day-use compartment is formed by the second partition wall, and the second partition wall and the fuel sedimentation tank wall are spaced apart; or, the second day-use compartment is formed by the second partition wall and part of the fuel sedimentation tank wall together.
5. The marine fuel purification system according to claim 1, characterized in that, The purified oil output port of the oil separator is connected to the second daily-use compartment.
6. The marine fuel purification system according to any one of claims 1-5, characterized in that, The volume of the second sedimentation compartment is 10-20% of the volume of the first sedimentation compartment.
7. The marine fuel purification system according to any one of claims 1-5, characterized in that, The volume of the second daily use compartment is 10-20% of the volume of the first daily use compartment.