KR101544810B1 - A ship - Google Patents

Abstract

The vessel is started. A ship of the present invention is a high pressure gas injection engine provided in a hull and using liquefied gas as fuel; And a gas control unit for controlling the liquefied gas supplied to the high-pressure gas injection engine, wherein the gas control unit is provided in a cargo room installed in the upper deck.

Description

Ship {A SHIP}

The present invention relates to a ship, and more particularly, to a ship using liquefied gas as fuel for an engine.

Recently, interest in liquefied fuel gas, which is much cheaper than that of heavy oil, but which is a clean energy source, for example, propulsion engines using LNG (or LPG, DME) as fuel is increasing due to the rise in oil prices.

As a marine engine capable of obtaining propulsion power using liquefied fuel gas as a fuel, there is a high pressure gas injection engine such as ME-GI (Gas Injection Engine of Man B & W).

The ME-GI engine can be installed in an LNG carrier that stores LNG (Liquefied Natural Gas) in a cryogenic storage tank. In this case, natural gas is used as fuel, A high gas supply pressure of about 300 bara (absolute pressure) is required.

In order to apply the ME-GI engine to general merchant vessels without an LNG storage tank, an LNG fuel tank capable of receiving LNG as fuel is installed.

If the liquefaction system is installed in the ME-GI engine, it will be possible to use boil-off gas (BOG) as a fuel depending on the change in gas and fuel oil prices and the degree of regulation of the exhaust gas, There is an advantage in that the gas can be re-liquefied and sent to the storage tank and the heavy fuel oil (HFO) can be used.

In particular, LNG can be used as fuel by vaporizing LNG easily when passing through a specific regulatory area related to environmental pollution, and as next generation environmentally friendly engine, efficiency is close to 50% and can be used as the main engine of LNG carriers in the future.

A fuel gas supply system must be provided to supply the ME-GI engine with LNG (or evaporative gas) contained in the LNG storage tank (or LNG fuel tank) as fuel.

Examples of such a fuel gas supply system are disclosed in International Patent Publication Nos. WO 2009/011497 and WO 2009/136793.

In International Patent Publication No. WO 2009/011497, LNG discharged from an LNG storage tank is vaporized in a vaporizer and then supplied to a high-pressure gas injection engine such as an ME-GI engine, and evaporation gas discharged from an LNG storage tank is supplied to the vaporizer Discloses a fuel gas supply system for performing liquefaction by heat exchange with LNG.

In International Patent Publication No. WO 2009/136793, LNG discharged from an LNG storage tank is compressed by a high-pressure pump, and then evaporated in an evaporator to be supplied to a gas engine such as an ME-GI engine. Gas is compressed in an evaporative gas compressor, re-liquefied in a cryogenic heat exchanger, mixed with LNG supplied to a high-pressure pump, and supplied to a gas engine.

Such a fuel gas supply system is an essential element for supplying the fuel gas of the temperature and pressure required by the engine, that is, the state required by the engine. When operating the ME-GI engine, the load is varied according to the output required by the engine. The specifications of various components constituting the fuel gas supply system are determined so that the engine load can be followed smoothly over time.

That is, in order to smoothly follow the engine load, the position and size of various components need to be increased, thereby increasing the cost of constructing the fuel gas supply system.

Most ships have an accomodation in which the crew reside, which is located on top of the engine room where the engine is installed. Therefore, when the liquefied gas is designed to be supplied from the outside of the engine room to the engine, there is a disadvantage that the fuel line must be provided because the fuel line is required to be avoided.

Particularly, in the case of a small vessel using liquefied gas as a fuel, the engine room is designed to provide a gas valve train that regulates the pressure of the liquefied gas supplied to the engine and blocks the supply of gas quickly and stably .

The engine room is classified as dangerous and the gas valve train is provided separately in the engine room and in the gas valve train room completely separate from the other rooms in the engine room. Gas valve train rooms shall be gas tight and electrical equipment located in the gas valve train room shall perform ATEX requirements for hazardous area Zone 1.

In addition, the inlet of the gas valve train room must be equipped with an air lock, which must be large enough for one person to pass.

In the case of small vessels using liquefied gas as fuel, there are restrictions due to gas valve train. In the case of designing the gas valve train to be provided in the engine room while using liquefied gas as fuel in medium and large sized vessels including LNG carriers, A gas-tight, and an air-lock device, it is considered that the design is complicated and the cost is increased.

The above-described technical structure is a background technique for assisting the understanding of the present invention, and does not mean the prior art widely known in the technical field to which the present invention belongs.

Korean Patent Laid-Open Publication No. 2011-0130059 (Daewoo Shipbuilding & Marine Engineering) 2011.12.05.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a ship capable of installing a gas control unit for controlling liquefied gas supplied to an engine, .

According to one aspect of the present invention, there is provided a high-pressure gas injection engine provided in a hull and using a liquefied gas as fuel; And a gas control unit for controlling the liquefied gas supplied to the high pressure gas injection engine, wherein the gas control unit is provided in a cargo room installed in an upper deck.

The cargo room may include a cargo compressor room disposed proximate the engine compartment.

The high-pressure gas injection engine may include an ME-GI engine.

The hull may be provided with a plurality of cofferdams, and a connection line connecting the gas control unit and the engine may be connected through one of the plurality of cofferdams.

The connection line may be connected to the plurality of cofferdams via a cofferdam disposed closest to the engine room.

The gas control unit may include a gas valve unit for blocking the liquefied gas supplied to the high-pressure gas injection engine.

The vessel may include an LNG carrier or an LPG carrier.

The ME-GI engine is provided with two units in the engine room, and the gas control unit is provided with a pair in the cargo room to control the liquefied gas supplied to the ME-GI engine.

According to another aspect of the present invention, there is provided a gas control unit for controlling a liquefied gas used as fuel supplied to a high-pressure gas injection engine,

Embodiments of the present invention provide a separate gas-tight valve train room in which gas tightness is required by providing a gas control unit for controlling the liquefied gas supplied to the engine in a cargo room other than the engine room, It is not necessary to provide an air lock device or the like, so that the cost can be reduced and the gas control portion can be optimally arranged.

1 is a side view schematically illustrating an LNG carrier employed as an example of a ship according to an embodiment of the present invention.
2 is a plan view of the LNG carrier shown in FIG.
3 is an enlarged view of an area "A" in Fig.
4 is a view schematically showing a main part of this embodiment.
5 is a view schematically showing an engine room area provided with a generator engine of this embodiment.

In order to fully understand the present invention, operational advantages of the present invention, and objects achieved by the practice of the present invention, reference should be made to the accompanying drawings and the accompanying drawings which illustrate preferred embodiments of the present invention.

Hereinafter, the present invention will be described in detail with reference to the preferred embodiments of the present invention with reference to the accompanying drawings. Like reference symbols in the drawings denote like elements.

FIG. 1 is a side view schematically showing an LNG carrier employed as an example of a ship according to an embodiment of the present invention, and FIG. 2 is a plan view of the LNG carrier shown in FIG. 1.

This embodiment is a middle- or large-sized ship provided with an engine using liquefied gas as a fuel, and can select an LNG carrier as shown in Figs. 1 and 2. Fig.

As shown in FIG. 1, a plurality of LNG tanks 10 for storing liquefied natural gas (LNG) are provided on the LNG carriers. Since the LNG stored in the LNG tank 10 is stored at about -163 ° C, which is the vaporization temperature at normal pressure, when heat is transferred to the LNG, the LNG in the liquid state is vaporized and the boil off gas (BOG) . The BOG may be supplied to the engine to be used as fuel for driving the engine, and the LNG stored in the LNG tank 10 may be vaporized through the vaporizer to be used as fuel (liquefied).

The LNG tank 10 shown in FIG. 1 is a membrane type. In the case of a membrane type LNG tank, when a cold LNG tank is continuously installed, the temperature of the steel between the LNG tank 10 and the LNG tank 10 suddenly drops and brittle fracture Can happen.

In order to prevent this, a space called a cofferdam (20) is placed between the LNG storage tanks to prevent low temperature damage of the LNG, and the coffer dam 20 is heated by the heating device and maintained at 5 ° C or higher . The copper dam 20 is provided with an empty space between a pair of bulkheads.

As shown in FIG. 1, an engine room 30 is provided at a stern portion of the LNG carrier, and an engine using liquefied gas as fuel is provided in the engine room 30. [ In this embodiment, the engine may be a main engine 60 used for propulsion, or a generator engine 70 used for power generation, as will be described in detail.

On the upper side of the engine room 30, a housing 40 is provided as shown in Fig. The resident port 40 is provided with a crew room and a steering column, and the residence port 40 occupies most of the area in the width direction of the stern section hull, as shown in Fig.

Accordingly, since the fuel line for avoiding the housing 40 is designed for the fuel line supplying the liquefied gas from the outside of the engine room 30 to the engine in the LNG carrier, the fuel line must be long and exposed to the outside of the fuel line. There is also.

The present embodiment can optimally arrange the fuel lines by connecting these fuel lines to the engine room 30 through the coffer dam 20 disposed closest to the engine room 30. [

On the other hand, in the upper deck UD of the LNG carriers, as shown in FIG. 1, a plurality of cargo spaces 50 are provided. The cargo room 50, which is closest to the housing 40 of the plurality of cargo spaces 50, is a cargo compressor room in which an electric motor and a cargo compressor are provided. Next, a cargo gear locker and a dry powder station a dry powder station, and finally a compartment 50 in which a dry powder and a companion way are provided.

2, the cargo compressor room is disposed closest to the engine room 30, and is larger in size than the other cargo room 50, so that there is plenty of room inside. In addition, the cargo compressor room is a non-hazardous area unlike the engine room 30.

3) for controlling the liquefied gas supplied to the main engine 60 is provided in the cargo compres- sion chamber so that the engine room 30 in relation to the small- It is possible to solve the problems caused by installing the gas valve train in advance.

That is, this embodiment adjusts the pressure of the liquefied gas supplied to the main engine 60 when the liquefied gas is used as the fuel of the main engine 60 of the middle- or large-sized ship such as an LNG carrier, The main engine gas control unit 80 (see FIG. 3) for shutting off the engine is designed to be provided in the cargo compartment instead of the engine room 30, thereby compensating for the disadvantages associated with the gas valve train that may occur when the liquefied gas is used as propelling fuel .

On the other hand, since the above-described cargo compartment is provided in the LPG carrier, the gas control unit can also be provided in the cargo compartment of the LPG carrier.

Fig. 3 is an enlarged view of an area "A" in Fig. 1, Fig. 4 is a view schematically showing a main part of the present embodiment, and Fig. 5 is a view schematically showing an engine room area provided with a generator engine of this embodiment FIG.

As shown in FIG. 3, the present embodiment includes a main engine 60 provided in the engine room 30 to generate power used as driving force, a main engine 60 provided in the engine room 30, A main engine gas control unit 80 provided in the cargo compartment of the cargo compartment 50 closest to the engine compartment 30 for controlling the liquefied gas supplied to the main engine 60, A generator engine gas control unit 90 provided in the engine room 30 for controlling the liquefied gas supplied to the generator engine 70 and a main engine control unit 80 for controlling the main engine 60 and the main engine gas control unit 80 through the coffer dam 20. [ And a generator engine fuel supply line 110 connecting the generator engine 70 and the generator engine gas control unit 90. The generator engine fuel supply line 110 connects the generator engine 70 and the generator engine gas control unit 90 to each other.

4, two main engines 60 can be installed in the engine room 30, and each main engine 60 is connected to each main engine 100 through the main engine fuel supply line 100, Gas control unit 80 as shown in FIG.

In this embodiment, the main engine 60 may be an ME-GI engine. The ME-GI engine compresses LNG (or LPG, DME) to high pressure (150 to 600 bar) and then injects and burns it. It is also called high pressure gas injection engine and injects diesel oil and liquefied gas selectively into the engine. Can be promoted.

As shown in Fig. 5, the generator engine 70 may be provided with four engines in the engine room 30, two of which can provide the necessary rotational force to produce the power required for the ship, It is not used in normal city, but is used as emergency for emergency operation.

In the present embodiment, the generator engine 70 may be a DF engine. When the DF engine is used for propulsion, the DF engine injects liquefied gas vaporized from the LNG into the engine to obtain power, Energy is lost in the process of energy conversion by using the method of turning the motor by electric power and obtaining the propulsion power. Therefore, the DF engine has a disadvantage that it can not be enlarged to a medium-speed engine. Therefore, it is difficult to apply to general commercial ships (cap-size bulk carriers, oil tankers, LNG carriers) and is used for power generation and small ships.

In addition, since the pressure of the liquefied gas supplied to the DF engine is lower than that of the ME-GI engine, which is a high-pressure engine (5 to 10 bar), the ME There is a difference between the -GI engine.

The main engine gas control unit 80 controls the pressure of the liquefied gas supplied to the main engine 60 and quickly and stably blocks the supply of gas. As shown in Fig. 3, Which is the closest to the cargo compartment (50).

In the present embodiment, the main engine gas control unit 80 can be provided in the cargo compressor room unlike the generator engine gas control unit 90 because the ME-GI engine employed as the main engine 60 is a high- ) Engine.

The liquefied gas supplied to the main engine 60 has a pressure of 250 to 320 bar so that even if the main engine gas control unit 80 is installed far away from the main engine 60, The pressure of the liquefied gas can be controlled by the pressure.

However, since the liquefied gas supplied to the DF engine selected as the generator engine 70 is low pressure (5 to 10 bar) different from the liquefied gas supplied to the ME-GI engine, the generator engine 70 and the generator engine gas control unit 90 The pressure of the liquefied gas supplied to the generator engine 70 can not be adjusted to the required pressure.

Thus, the generator engine gas controller can not be installed far away from the generator engine 70, unlike the main engine gas controller.

4, a pair of the main engine gas control units 80 may be provided in the cargo compartment 50, which is a cargo compressor room, and each main engine gas control unit 80 may include a pair of May be connected to the main engine (60).

Also, in this embodiment, the main engine gas control unit 80 may be a gas valve train or a gas valve unit.

The generator engine gas controller controls the pressure of the liquefied gas supplied to the generator engine 70 and blocks the supply of gas quickly and stably. As shown in Fig. 3, (70).

In the present embodiment, the generator engine gas controller may be provided to correspond to each generator engine 70, as shown in Fig. 5, and may include two quick closing valves and two quick closing valves And may be a double block and bleed valve from Wartsila with one ventilaton provided between the valves.

The main engine fuel supply line 100 allows liquefied gas to be supplied to the main engine 60. In FIG. 3, some lines connecting the main engine gas controller and the main engine 60 are disclosed.

3, since the inside of the coffer dam 20 and the engine room 30 are dangerous areas, the liquefied gas is prevented from leaking out of the main engine fuel supply line 100 even if a part is broken, The main engine fuel supply line 100 disposed inside the coffer dam 20 and inside the engine room 30 may be provided with a double pipe.

The main engine fuel supply line 100 disposed from the cargo compartment to the cofferdam 20, which is the closest to the engine room 30, may be provided as a single pipe rather than a double pipe.

In the present embodiment, the main engine fuel supply line 100 connecting the main engine gas control unit 80 and the main engine 60 may be provided with a pair as shown in FIG. That is, one main engine fuel supply line 100 is connected to each main engine gas control unit 80, and a main engine 60 connected to each main engine gas control unit 80 The fuel supply line 100 may be provided with a pair for stable and efficient fuel supply.

The liquefied gas supplied to the main engine fuel supply line 100 may be BOG or a liquefied gas obtained by vaporizing the LNG stored in the LNG tank 10 through the vaporizer when the LNG carrier is selected as the ship.

The generator engine fuel supply line 110 serves to supply the liquefied gas to the generator engine 70 and is connected to a fan room 120 provided in a structure disposed in the stern portion direction A generator engine fuel supply line 110 for connecting a generator engine gas control section 90 and a generator engine 70 from an installed fuel tank is disclosed.

The generator engine fuel supply line 110 disposed in the engine room 30 in this embodiment may be provided as a double pipe as shown in FIG. The engine fuel supply line 110 may be provided as a single pipe.

In this embodiment, four generator engines 70 may be provided, so that the generator engine fuel supply lines 110 may be provided in corresponding numbers.

5, the generator engine fuel supply line 110, which flows into the pipe trunk (PT) outside the engine room 30, may be one line for simplification of the line .

The generator engine fuel supply line 110 introduced into the pipe trunk PT can be branched into four generator engine fuel supply lines 110 as shown in FIG. 5, and the branched generator engine fuel supply lines 110 110 are connected to the generator engine gas control unit 90 and the generator engine 70, respectively.

In this embodiment, since the pipe trunk PT is a safety zone, the generator engine fuel supply line 110 disposed inside the pipe trunk PT can be provided as a single pipe.

The liquefied gas supplied to the generator engine 70 in this embodiment can be used not only in the fuel tank provided in the fan room 120 but also in the liquefied gas generated by vaporizing BOG or LNG generated in the LNG tank 10, The line 110 may connect the LNG tank 10 to the generator engine gas controller and the generator engine 70.

As shown in FIG. 4, the present embodiment includes a leakage inspection unit 130 provided in a dual pipe, and a main engine 100, which is provided in the main engine fuel supply line 100, A master gas valve 140 for shutting off the liquefied gas supplied to the control unit 80 and a vent mast 150 provided in the main engine fuel supply line 100 at the rear stage of the main engine gas control unit 80 .

4, the leakage inspection part 130 is provided in the main engine fuel supply line 100 provided with a double piping and is capable of checking whether or not the liquefied gas is leaked from the main engine fuel supply line 100 .

In the present embodiment, the leakage inspecting unit 130 includes a plug 131 that is screwed to the outer line of the main engine fuel supply line 100 provided as a double pipe and has one side portion disposed inside the outer line opened, Such as bolts.

In this embodiment, the leakage inspection unit 130 may be provided in the main engine fuel supply line 100 disposed in the engine room 30.

4, the master gas valve 140 is provided in the front-end main engine fuel supply line 100 of the main engine gas control unit 80 and is connected to the main engine gas control unit 80, The supply can be blocked.

5, the master gas valve 140 is provided in the generator engine fuel supply line 110 outside the pipe trunk PT, and supplies the liquefied gas separately from the generator engine gas control unit 90, Lt; / RTI >

4, the vent mast 150 is connected to the main engine gas control unit 80 and the main engine 60. The vent mast 150 is disposed inside the cargo compartment 50, 100 to ventilate the liquefied gas.

In this embodiment, two vent masts 150 may be provided in the main engine fuel supply line 100, as shown in FIG.

The present embodiment can also simplify the fuel supply line by using the coffer dam 20 in the vessel provided with the coffer dam 20 and therefore can be applied to ships equipped with the coffer dam 20 such as LNG FSRU and LNG FPSO .

6 is a view schematically showing a stern portion of a ship according to another embodiment of the present invention.

The present embodiment is different from the above-described embodiment in that the fuel storage tank 160 in which the fuel supplied to the main engine 60 or the generator engine 70 is stored is provided in the deck of the rear end of the stern section.

The present embodiment may further include a main engine gas control unit 80 for controlling the liquefied gas supplied to the main engine 60 in the deck of the rear end of the stern section provided with the fuel storage tank 160.

The provision of the fuel storage tank 160 in the deck of the rearmost portion of the stern portion provides an advantage that the fuel replenishment to the fuel storage tank 160 can be performed more quickly and stably than in the interior of the hull.

In the present embodiment, the rear portion of the engine room 30 and the lower portion of the fan room 120, through which the main engine fuel supply line 100 and the generator engine fuel supply line 110 pass through a single pipe rather than a double pipe, As shown in Fig. 6, since the void space 23 'is provided between the pair of bulkheads 21', it can be regarded as a copper dam 20 '.

However, the main engine fuel supply line 100 and the generator engine fuel supply line 110 disposed inside the coffer dam 20 'of the present embodiment are non-hazardous areas unlike the cofferdam 20 of the LNG carrier described above, It can be provided by a single pipe.

As described above, the present embodiment can simplify the fuel supply line by connecting the main engine fuel supply line, which supplies the liquefied gas to the main engine, to the main engine by using the coffer dam installed in the hull, .

In addition, it is possible to prevent the main engine fuel supply line from being exposed to the outside of the hull, thereby preventing breakage of the main engine fuel supply line due to external factors.

Further, when liquefied gas is used as the fuel of the main engine of a medium and large-sized vessel such as an LNG carrier, the gas control unit which regulates the pressure of the liquefied gas supplied to the main engine and blocks the supply of gas quickly and stably, It is possible to compensate for the disadvantages related to the gas valve train which may occur when the liquefied gas is used as the fuel for propulsion.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. Accordingly, such modifications or variations are intended to fall within the scope of the appended claims.

10: LNG tank 20: Copper dam
30: Engine room 40: Residential area
50: Cargo room 60: Main engine
70: generator engine 80: main engine gas control unit
90: Generator engine gas control unit 100: Main engine fuel supply line
110: Generator engine fuel supply line 120: Fan room
130: Leakage checker 140: Mast gas valve
150: Vent mast 160: Fuel storage tank
PT: Pipe trunk UD: Upper deck

Claims (9)

A high pressure gas injection engine provided in the hull and using liquefied gas as fuel; And
And a gas control unit for controlling the liquefied gas supplied to the high-pressure gas injection engine,
The gas control unit is provided in a cargo room installed in the upper deck,
The hull is provided with a plurality of cofferdams,
And a connection line connecting the gas control unit and the high-pressure gas injection engine is connected to one of the plurality of cofferdams through a coffer dam,
Wherein each of the plurality of cofferdams is an empty space between the LNG storage tanks in which the liquefied gas is stored. The method according to claim 1,
Wherein the cargo room includes a cargo compressor room disposed proximate to the engine compartment. The method according to claim 1,
Wherein the high-pressure gas injection engine comprises an ME-GI engine. delete The method according to claim 1,
Wherein the connection line is connected to the plurality of cofferdams through a cofferdam disposed closest to the engine room. The method according to claim 1,
Wherein the gas control unit includes a gas valve unit for blocking the liquefied gas supplied to the high-pressure gas injection engine. The method according to claim 1,
The ship includes an LNG carrier or a LPG carrier. The method of claim 3,
The ME-GI engine is provided with two engines in the engine room,
Wherein the gas control unit is provided with a pair in the cargo room and controls the liquefied gas supplied to the ME-GI engine, respectively. A gas control unit which is supplied to the high-pressure gas injection engine and controls liquefied gas used as fuel is provided in a storage room provided in an upper deck,
A plurality of coffer dams are provided on the hull,
And the connection line connecting the gas control unit and the high-pressure gas injection engine is connected through one of the plurality of cofferdams, wherein each of the plurality of cofferdams is connected to the LNG storage A ship, which is an empty space between tanks.

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