JP7248813B2 - A system capable of fuel supply, ballast water exchange and fresh water supply in a ship with minimum ballast water using natural gas hydrate - Google Patents

Description

The present invention relates to a system capable of fuel supply, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate, and more specifically after extracting natural gas from the natural gas hydrate. , relates to a system capable of fuel supply, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate, which can be utilized as fuel for a dual fuel engine of a minimum ballast water vessel.

In addition, the present invention is capable of fuel supply, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate, which can rectify and recycle residual fresh water after extraction of natural gas. Regarding the system.

In addition, the present invention uses natural gas hydrate, which can reduce greenhouse gas through the mixed combustion of natural gas and hydrogen, to provide fuel supply and ballast water exchange within a minimum ballast water vessel. and a system capable of supplying fresh water.

In general, the energy storage efficiency of natural gas hydrate is less than one-third that of liquefied natural gas, and has more than three times the storage space and weight. For these reasons, it is recognized that the utilization of natural gas hydrate as fuel for ships requires fuel tanks of relatively larger volume, which cannot be accommodated due to ship design procedures. ing.

Meanwhile, most ships utilize ballast water for stable operation in an empty cargo state. The role of ship ballast water is to maintain the ship's stability of the ship, trim and heel control, maintain the proper immersion depth of the propeller (Secure immersion depth of the propeller), Prevention of bow slamming by ensuring proper draft (Reduction of slamming), reduction of bending moment of the ship that occurs during navigation (Reduction of bending moment of the ship), and offsetting the shear force (Relieve the shear force of the ship) .
The amount of ballast water used in a ship varies depending on the type of ship, but is generally about 30% to 40% of the DWT (Dead Weight). It is known to additionally operate about % of ballast water.

Due to the destruction of the marine environment due to the long-distance movement of marine microorganisms contained in ballast water, the measures of the Ballast Water Management (BWM) Convention came into force in September 2017, and all ships The ballast water of this country requires the sterilization of microorganisms and the confirmation process before discharge, resulting in the installation of ballast water treatment equipment, an increase in operating costs, and an increase in the berth period due to the inspection of ship ballast water at the port. problem is emerging.

In order to solve the problem of ballast water, major developed countries are conducting research on the concept of ships that do not utilize ballast water or use it to a minimum. For example, the University of Michigan in the United States has presented the concept of a non-ballast water vessel with a hull-through hole called a trunk inside the hull, and Japan has increased the bilge radius on the side of the hull. has announced the concept of a ship with a non-ballast water ship (NOBS) and a minimal ballast water ship (MIBS) that secures the propeller inundation depth. Korea has proposed the concept of no ballast water and minimum ballast water hull form of the uneven baseline concept in which the bottom of the cargo hold is arranged differently from the bow and stern parts.

In order to realize and commercialize non-ballast water vessels and minimum ballast water vessels, it is necessary for vessel operation without using ballast water, (1) maintaining attitude control ability by cargo loading, (2) (3) Securing appropriate level of resistance propulsion performance, (4) Securing countermeasures against bow slamming during operation, (5) Securing countermeasures against loads on the hull during navigation, (6) Ensuring operability at existing ports, (7) Ensuring easy technical feasibility, and (8) Ensuring cycle-life economics are inevitably required.

The present invention has been made to solve the above-mentioned problems, and after extracting natural gas from natural gas hydrate, it can be used as fuel for a dual fuel engine of a minimum ballast water vessel. It is an object of the present invention to provide a system capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate.

In addition, the present invention uses natural gas hydrate, which can rectify the remaining fresh water after extraction of natural gas and recycle it at ports of call, etc., for fuel supply and ballast water exchange in minimum ballast water vessels. and to provide a system capable of supplying fresh water.

The present invention also uses natural gas hydrate to provide fuel supply, ballast water exchange and fueling in a minimum ballast water vessel, which can reduce greenhouse gas emissions through mixed combustion of natural gas and hydrogen. The object is to provide a system capable of supplying fresh water.

The present invention also utilizes the minimum ballast water vessel hull-form to replace the required ballast water with LNG and marine fuel oil (HFO) with the large weight and volume of natural gas hydrates. The purpose is to provide a system that enables fuel supply, ballast water exchange, and fresh water supply in the minimum ballast water vessel using natural gas hydrate, which enables ballast-free operation on the basis of substituting for do.

In addition, in the case of a natural gas hydrate tank container, the present invention can be loaded on a ship as a fixed type or in the form of a tank container, and in the case of a ship that transports natural gas hydrate, a separate LNG, HFO bunkering It is an object of the present invention to provide a system capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate, which can be loaded without work.

In addition, the present invention utilizes a dual-fuel engine to maximize the cargo capacity by using existing LNG and HFO as ship fuel in the case of full-load operation that does not require ballast water. It is an object of the present invention to provide a system capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate.

In addition, the present invention provides a system for loading natural gas hydrate and hydrogen into a tank container and loading it onto a ship, extracting and mixing the natural gas and hydrogen from the loaded tank container, and supplying them as fuel for the ship. intended to

A system capable of fuel supply, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate according to an embodiment of the present invention is one or more connected to the fuel supply system of the minimum ballast water vessel. a natural gas hydrate tank container stack in which natural gas hydrate tank containers are stacked; a natural gas regulator for maintaining a constant pressure of natural gas extracted from the natural gas hydrate tank container stack; A heat exchanger for adjusting the temperature of the natural gas to prevent pipe damage or clogging during extraction, and a heat exchanger connected to the heat exchanger to measure the flow rate of the natural gas discharged through the heat exchanger. a fuel flow meter, a fuel supply pipe connected to the fuel intake of the engine in the minimum ballast water vessel, air sucked through the fuel supply pipe and natural gas sucked through the heat exchanger and a fuel flow control valve that controls the mixing ratio with the gas.

In one embodiment, the natural gas hydrate tank container stack uses the heat of exhaust gas or coolant discharged from the engine to achieve phase equilibrium of solid state natural gas hydrate. to re-vaporize the natural gas.

In one embodiment, the natural gas regulator is characterized by adjusting the pressure of natural gas discharged from each of the one or more natural gas hydrate tank containers so that a constant natural gas supply pressure is maintained. can be

In one embodiment, the present invention may further include a natural gas control valve positioned between the natural gas regulator and the heat exchanger to control the discharge state of the natural gas discharged from the natural gas regulator. can.

In one embodiment, the heat exchanger may perform heat exchange to prevent pipe damage or blockage during extraction of natural gas discharged through the natural gas control valve. .

In one embodiment, the fuel supply pipe may include a throttle body, and the amount of air sucked through the throttle body may be transmitted to the fuel flow control valve.

In one embodiment, the throttle body may include a throttle valve that regulates the amount of air taken in through the fuel supply pipe.

In one embodiment, the natural gas hydrate tank container stack is arranged to change configuration on board the vessel according to the weight distribution of one or more containers loaded on the minimum ballast water vessel, Instead of the ballast water of the minimum ballast water vessel, the natural gas hydrate tank container stack is used to adjust the vertical and horizontal inclination of the minimum ballast water vessel to ensure a proper draft.

In one embodiment, a quick closing valve for preventing explosion of the natural gas hydrate tank container and a regenerative pressure valve are provided between the natural gas hydrate tank container stack and the fuel supply pipe. At least one of a flashback pressure valve and a detonation arrester may be provided.

A system capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate according to another embodiment of the present invention comprises one or more natural gas hydrates connected to the fuel supply system of the vessel. a natural gas hydrate tank container stack in which a gas hydrate tank container and one or more hydrogen tanks are stacked; a natural gas regulator for adjusting pressure of natural gas discharged from the natural gas hydrate tank container stack; a hydrogen regulator for adjusting the pressure of hydrogen discharged from a hydrogen tank; a heat exchanger for adjusting the temperature of the natural gas discharged through the natural gas control valve; a fuel flow meter for measuring the flow rate of natural gas discharged through a vessel; a hydrogen flow meter connected to the hydrogen regulator for measuring the flow rate of hydrogen discharged from the hydrogen regulator; a fuel supply pipe connected to an intake part; and a fuel flow control valve for controlling a mixing ratio of air sucked through the fuel supply pipe and natural gas discharged through the heat exchanger. , after extracting said natural gas from said natural gas hydrate tank container stack, the remaining fresh water is applied to replace the ballast water of said minimum ballast water vessel so that said fresh water can be combined and recycled at ports of call. can be characterized by supplying the fresh water to.

Advantageously, according to one aspect of the present invention, after the natural gas is extracted from the natural gas hydrate, it can be utilized as fuel for dual-fuel engines of minimum ballast water vessels.

One aspect of the present invention also has the advantage that after the natural gas is extracted, the remaining fresh water can be collected, such as at a port of call, treated and recycled.

Further, according to one aspect of the present invention, there is an advantage that greenhouse gas can be reduced through mixed firing of natural gas and hydrogen.

Also, according to one aspect of the present invention, a minimum ballast water vessel hull-form is utilized to replace the required ballast water with LNG and a large amount of natural gas hydrates instead of marine fuel oil (HFO). It has the advantage of enabling unbalanced water navigation on the basis of weight and volume substitution.

Also, according to one aspect of the present invention, the natural gas hydrate tank container can be loaded onto a ship in the form of a fixed or tank container, and for ships transporting natural gas hydrate, separate LNG, HFO bunkering. It has the advantage that the ship can be fueled only by the process of loading the natural gas hydrate without work.

In addition, according to one aspect of the present invention, in the case of fully loaded operation that does not require balance water, it is possible to maximize the cargo loading capacity by utilizing the dual fuel engine and using existing LNG and HFO as ship fuel. have the advantage of being able to

In addition, according to one aspect of the present invention, the natural gas hydrate tank container is loaded with containers having different weights, and the vertical tilt (trim) and lateral tilt (heel) of the ship are kept horizontal. If not, it has the advantage that it can serve to balance the ship longitudinally and laterally.

In addition, according to one aspect of the present invention, fresh water (fresh water), which reaches 80% of the remaining volume after re-vaporization of gas from natural gas hydrate, can be combined and utilized at ports of call, It has the advantage of being able to partially replace the requirements of desalination plants in water-deficient areas.

1 illustrates a configuration of a system 100 capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate according to one embodiment of the present invention; FIG. FIG. 2 shows a configuration of a system 200 capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate according to another embodiment of the invention. FIG. 3 is a diagram showing a state in which the natural gas hydrate tank container stacks 110, 210 shown in FIG. 1 or 2 are arranged together with a number of containers on a ship to which the minimum ballast water hull form is applied; 3 shows the arrangement of the natural gas hydrate tank container stacks 110, 210 shown in FIG. 1 or 2 for heel and trim adjustment of a vessel to which the minimum ballast water hull form is applied; FIG. It is a diagram. FIG. 3 is a diagram showing a process of transferring fresh water in the natural gas hydrate tank container stacks 110 and 210 shown in FIG. 1 or 2 to land and then rectifying it on land; The process of supplying natural gas hydrate fuel to a dual fuel engine through a system 100 capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate shown in FIG. is a flow chart showing a series of steps. The process of supplying natural gas hydrate fuel to a dual fuel engine through a system 200 capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate shown in FIG. is a flow chart showing a series of steps.

Preferred embodiments are presented below to aid understanding of the present invention. However, the following embodiments are merely provided for easier understanding of the present invention, and the content of the present invention is not limited by these embodiments.

FIG. 1 is a diagram showing the configuration of a system 100 capable of fuel supply, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate according to one embodiment of the present invention.

Referring to FIG. 1, a system 100 capable of fueling, ballast water exchange and fresh water supply in a minimal ballast water vessel using natural gas hydrate according to one embodiment of the present invention is a large, natural gas hydrate tank container. It may include stack 110 , natural gas regulator 120 , natural gas regulator 130 , heat exchanger 140 , fuel flow meter 150 , and fuel flow regulator 160 .

A natural gas hydrate tank container stack 110 refers to a natural gas hydrate tank container in which one or more natural gas hydrate tank containers are stacked. At this time, since the natural gas hydrate in each natural gas hydrate tank container 110a is in a solid state in the form of ice, the amount of exhaust gas or coolant discharged from the engine 300 of the ship is reduced. The natural gas is extracted from the solid state natural gas hydrate either thermally or under reduced pressure.

The extracted natural gas is supplied to the natural gas regulator 120 via piping.

The natural gas regulator 120 ensures that the pressure of natural gas discharged from each natural gas hydrate tank container 110a is maintained constant. The natural gas whose discharge pressure is kept constant by the natural gas regulator 120 is transferred to the heat exchanger 140 through the natural gas control valve 130 .

Here, the natural gas control valve 130 is located between the natural gas regulator 120 and the heat exchanger 140 and serves to control the discharge state of the natural gas discharged from the natural gas regulator 120 .

Heat exchanger 140 serves to regulate the temperature of the natural gas discharged through natural gas control valve 130 .

More specifically, if the natural gas in the discharge pipe reaches a temperature that is too low, it may hydrate and cause pipe blockage, so the heat exchanger 140 is controlled via the natural gas control valve 130 . It serves to prevent the discharge pipe from being damaged or blocked by the natural gas discharged from the exhaust pipe.

After the flow rate of the natural gas passing through the heat exchanger 140 is adjusted through the fuel flow meter 150, the mixing ratio of air and natural gas is adjusted through the fuel flow control valve 160 to be constant.

Here, the fuel flow control valve 160 adjusts the mixture ratio of the air taken in through the fuel supply pipe 310 connected to the fuel intake part of the engine 300 and the natural gas discharged through the heat exchanger 140. Allow to remain constant and check flow rate. Here, engine 300 can mean a dual fuel engine.

Meanwhile, the fuel supply pipe 310 includes a throttle body 320 , and the amount of air sucked into the fuel supply pipe 310 can be controlled through a throttle valve included in the throttle body 320 . In addition, the amount of air sucked through the throttle valve is transmitted to the fuel flow control valve 160, and can be applied to the fuel flow control valve 160 to adjust the correct mixture ratio of air and natural gas.

On the other hand, the natural gas hydrate tank container stack 110 has a considerable weight due to the fresh water (fresh water) that occupies 80% of the volume. The weight of one or more loaded containers can be used to control the ship's longitudinal attitude instead of the ship's ballast water. This will be described later with reference to FIGS. 3 and 4. FIG.

Also, in one embodiment, although not shown in the drawings, between the natural gas hydrate tank container stack 110 and the fuel supply pipe 310, a A quick closing valve, a flashback pressure valve, a detonation arrester, etc. may be provided.

On the other hand, FIG. 1 illustrates a fuel supply system capable of supplying a mixture of natural gas and air to the engine 300, but FIG. A fuel supply system capable of reducing Green House Gas (GHG) will be described.

FIG. 2 is a diagram showing the configuration of a system 200 capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate according to another embodiment of the present invention.

Referring to FIG. 2, a system 200 capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate is shown in FIG. It has a configuration almost similar to system 100 capable of fueling, ballast water exchange and fresh water supply in a water vessel, but in natural gas hydrate tank container stack 210, hydrogen tank 210b, hydrogen regulator 230 and hydrogen flow meter 270. Show the difference. Therefore, only the natural gas hydrate tank container stack 210, the hydrogen tank 210b, the hydrogen regulator 230, and the hydrogen flow meter 270 will be described in FIG. 2, and the rest of the configuration will be omitted.

The natural gas hydrate tank container stack 210 in FIG. 2 differs from the natural gas hydrate tank container stack 110 in FIG. 1 by including a natural gas hydrate tank container 210a and a hydrogen tank 210b.

In other words, the hydrogen tank 210b replaces some of the natural gas hydrate tank containers 210a.

Thus, natural gas hydrate tank container stack 210 can supply both natural gas and hydrogen.

At this time, the natural gas is supplied to the fuel supply pipe 310 of the engine 300 through the natural gas regulator 220, the natural gas control valve 240, the heat exchanger 250, the fuel flow meter 260, and the fuel flow control valve 280. is supplied to fuel supply pipe 310 via hydrogen regulator 230 and hydrogen flow meter 270 .

The hydrogen regulator 230, like the natural gas regulator 220, accommodates different discharge pressures of hydrogen discharged from each hydrogen tank 210b so that a constant discharge pressure is maintained. The hydrogen whose discharge pressure has been made constant by the hydrogen regulator 230 is transmitted to the hydrogen flow meter 270 . The hydrogen flow meter 270 functions to measure the flow rate of hydrogen, and the hydrogen through the hydrogen flow meter 270 is transmitted to the fuel supply pipe 310 and sucked together with air.

When natural gas and air are sucked into the engine 300 and an explosion stroke occurs, a large amount of carbon dioxide may be generated. are fed together and burned.

Next, the natural gas hydrate tank container stack 110, 210 shown in FIG. 1 or 2 will be described as being applied and arranged in a minimum ballast water vessel.

FIG. 3 is a diagram showing a state in which the natural gas hydrate tank container stacks 110 and 210 shown in FIG. 1 or 2 are arranged together with a number of containers on a ship to which the minimum ballast water hull form is applied; FIG. 4 shows the arrangement of the natural gas hydrate tank container stacks 110 and 210 shown in FIG. 1 or 2 for adjusting the heel and trim of a vessel to which the minimum ballast water hull form is applied. It is a figure which shows a state.

First, referring to FIG. 3, the vessel of FIG. 3 is a vessel to which the minimum ballast water vessel type is applied. is loaded with many container boxes.

Referring to FIG. 3, each container box has a different weight depending on the content, so when viewed from the ship as a whole, the center of gravity of the ship is not constant, but is biased to one side according to the weight of the container.

Therefore, if the heel and trim of the vessel are not level, the weight of fresh water, which amounts to 80% of the volume remaining after extraction of natural gas, can be used to can be centered.

For this reason, the natural gas hydrate tank container stack 110, 210 is not formed to be fixed in one position, but can be positioned in any number of positions according to the weight distribution of the container boxes loaded on the ship. can move.

In particular, when using a minimum ballast water vessel to which the minimum ballast water (MIBS) hull form is applied, the present invention replaces the weight of the natural gas hydrate with ballast water, thereby achieving no ballast water (NOB). operation becomes possible.

Referring to FIG. 4, in order to level the lateral and longitudinal tilts of a vessel with a minimum ballast water hull form, the natural gas hydrate tank container stacks 110, 210 are placed laterally with respect to the horizontal plane of the vessel. It is arranged so that it can be directionally and longitudinally balanced.

Therefore, even if the weight of each container is different and the weight of the ship is biased to one side, the arrangement of the natural gas hydrate tank container stacks 110 and 210 is different, so that the horizontal and vertical Directional balance can be adjusted.

Next, referring to FIG. 5, the process of transmitting fresh water in the natural gas hydrate fuel tank stacks 110 and 210 to land and then rectifying it on land will be described.

FIG. 5 is a diagram showing a process of transferring fresh water in the natural gas hydrate tank container stack 110, 210 shown in FIG. 1 or 2 to land and then rectifying it on land.

Referring to FIG. 5, fresh water remaining in the natural gas hydrate tank container stack 110, 210 is pumped to an onshore collection tank for collection.

At this time, the water purification device installed on land can be composed of a first pump a, a primary fresh water storage tank b, a filter device c, a secondary fresh water storage tank d, and a second pump e.

A first pump a serves to discharge fresh water from one or more natural gas hydrate tanks, and the discharged fresh water is preferentially stored in a primary fresh water storage tank b.

At this time, since the fresh water stored in the primary fresh water storage tank b may contain dissolved natural gas, impurities, and foreign matter, it is rectified through the filter device c.

At this time, the number of filter devices c is not limited, and the more the number of filter devices c, the more the rectifying effect can be maximized.

The fresh water rectified through the filter device c can be stored again in the secondary fresh water storage tank d and then supplied to each supply destination via the second pump e.

In other words, according to the present invention, fresh water remaining after re-vaporization of natural gas hydrate can be collected at a port of call and then recycled at the supply destination, so it can replace desalination plants in water shortage areas. can have the advantage of

Next, the process of supplying the natural gas hydrate fuel to the engine through these structures will be sequentially described with reference to FIGS.

FIG. 6 shows natural gas hydrate fuel supplied to a dual fuel engine via a system 100 capable of fueling, ballast water exchange and fresh water supply within a minimum ballast water vessel using natural gas hydrate shown in FIG. FIG. 7 is a flow chart showing a series of supply processes, and FIG. 7 is a system 200 capable of fuel supply, ballast water exchange and fresh water supply in a minimum ballast water vessel using the natural gas hydrate shown in FIG. 1 is a flow chart showing a sequence of processes for supplying natural gas hydrate fuel to a dual fuel engine;

First, referring to FIG. 6, by using the heat of the exhaust gas discharged from the engine (dual fuel engine) or the heated cooling water to vaporize the natural gas hydrate in the natural gas hydrate tank container. , natural gas is extracted (S101). Then, the exhaust pressure of the natural gas is constantly adjusted through the natural gas regulator (S102), and the temperature is adjusted by continuously supplying constant heat to the natural gas through the heat exchanger (S103). After that, the flow rate of the natural gas is measured through the fuel flow meter (S104), air is sucked from the fuel supply pipe connected to the fuel inlet of the engine, the natural gas is co-combusted, and the fuel flow rate control valve is operated. to adjust the mixing ratio of air and natural gas (S105). After that, the co-fired fuel (air + natural gas) is supplied to the engine (S106). These steps are repeated by supplying the heat of the exhaust gas or cooling water discharged by the exhaust stroke of the engine to the natural gas hydrate tank container again (S107).

Referring to FIG. 7, natural gas is extracted by vaporizing natural gas hydrate in a natural gas hydrate tank container using the heat of the exhaust gas or cooling water discharged from the engine (dual fuel engine). (S201). At the same time, the hydrogen in the hydrogen tank is discharged (S201').

Then, the exhaust pressure of the natural gas is constantly adjusted through the natural gas regulator (S202), and the temperature is adjusted by continuously supplying constant heat to the natural gas through the heat exchanger (S203). At the same time, the hydrogen regulator regulates the discharge pressure of discharged hydrogen (S202').

After that, the flow rate of natural gas is measured through a fuel flow meter (S204), air is sucked from a fuel supply pipe connected to the fuel intake portion of the engine, and hydrogen is supplied to the fuel supply pipe to obtain natural gas. Co-firing with gas, and adjusting the mixture ratio of air and natural gas through the fuel flow control valve (S205).

After that, the co-fired fuel (air + natural gas) is supplied to the engine (S206). These steps are repeated by resupplying the heat of the exhaust gas or cooling water discharged by the exhaust stroke of the engine to the natural gas hydrate tank container (S207).

Although the foregoing description has been made with reference to preferred embodiments of the invention, it will be apparent to those skilled in the art that the invention may be modified without departing from the spirit and scope of the invention as defined in the following claims. can be modified and changed in many ways.

According to the present invention, after natural gas is extracted from natural gas hydrate, it can be utilized as fuel for dual fuel engines of minimum ballast water vessels, so the present invention can be widely used in the field of shipbuilding and marine industries. It is a technology that can realize its practical and economic value by

100 System capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate 110 natural gas hydrate tank container stack 110a natural gas hydrate tank container 120 natural gas regulator 130 natural gas regulation Valve 140 Heat exchanger 150 Fuel flow meter 160 Fuel flow control valve 200 System capable of fuel supply, ballast water exchange and fresh water supply in minimum ballast water vessel using natural gas hydrate 210 Natural gas hydrate tank container stack 210a Natural gas hydrate tank container 210b Hydrogen tank 220 Natural gas regulator 230 Hydrogen regulator 240 Natural gas control valve 250 Heat exchanger 260 Fuel flow meter 270 Hydrogen flow meter 280 Fuel flow control valve 300 Engine 310 Fuel supply pipe 320 Throttle body

Claims (3)

a natural gas hydrate tank container stack stacked with one or more natural gas hydrate tank containers and one or more hydrogen tanks connected to the fuel supply system of the minimum ballast water vessel;
a natural gas regulator for regulating the pressure of natural gas discharged from the natural gas hydrate tank container stack;
a hydrogen regulator that adjusts the pressure of hydrogen discharged from the hydrogen tank;
a heat exchanger for adjusting the temperature of the natural gas discharged through the natural gas control valve;
a fuel flow meter coupled to the heat exchanger and measuring a flow rate of natural gas discharged through the heat exchanger;
a hydrogen flow meter connected to the hydrogen regulator and measuring the flow rate of hydrogen discharged from the hydrogen regulator;
a fuel supply pipe connected to a fuel intake of an engine in the minimum ballast water vessel;
a fuel flow rate control valve that controls the mixing ratio of the air sucked through the fuel supply pipe and the natural gas discharged through the heat exchanger;
After extracting the natural gas from the natural gas hydrate tank container stack, residual fresh water is applied to replace the ballast water of the minimum ballast water vessel so that the fresh water can be combined and recycled at ports of call. A system capable of fueling, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate, characterized in that said fresh water is supplied to said port of call. The natural gas hydrate tank container stack comprises:
It is provided so that the arrangement state on the ship is changed according to the weight distribution of one or more containers loaded on the minimum ballast water ship, and the natural gas hide is replaced with the ballast water of the minimum ballast water ship. 2. Inside a minimum ballast water vessel using natural gas hydrate according to claim 1 , characterized in that the rate tank container stack adjusts the inclination of the minimum ballast water vessel to ensure proper draft. system for fuel supply, ballast water exchange and fresh water supply. Between each of the natural gas hydrate tank container and the hydrogen tank and the fuel supply pipe,
at least one of a quick closing valve, a flashback pressure valve and a detonation arrester for preventing explosion of the natural gas hydrate tank container and the hydrogen tank; A system capable of fuel supply, ballast water exchange and fresh water supply in a minimum ballast water vessel using natural gas hydrate according to claim 1 , characterized in that:

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