KR102053544B1 - Engine system and ship having the same - Google Patents

Abstract

The present invention relates to an engine system and a ship having the same, the engine system according to an aspect of the present invention is an engine system for driving an engine that can use liquefied gas as fuel, the exhaust gas of the engine intake of the engine An exhaust gas recirculation line mixed with the gas; An exhaust recirculation valve controlling a flow rate of the exhaust gas flowing along the exhaust gas recirculation line; An exhaust treatment unit provided in the exhaust gas recirculation line to process the exhaust gas; And a sludge treatment unit for treating sludge generated during the recycle of the exhaust gas, wherein the sludge treatment unit includes a sludge tank having a heater for storing the sludge but heating the sludge to evaporate and remove moisture.

Description

ENGINE SYSTEM AND SHIP HAVING THE SAME}

The present invention relates to an engine system and a ship having the same.

The engine system compresses the air (charging air) introduced into the combustion chamber to a high temperature and high pressure, injects and atomizes a higher pressure fuel, ignites it, and releases exhaust gas. Such an engine system includes an engine having a combustion chamber in which fuel is combusted, and a turbo charger connected to the engine.

Here, the turbocharger compresses air in advance in the compressor and supplies it to the combustion chamber in order to increase fuel efficiency. As such, a turbocharger that compresses and injects air by using exhaust gas pressure discharged from the engine is connected to the engine.

Since the combustion of air and fuel occurs at high temperatures, the engine emits a large amount of harmful nitrogen oxides, and it is necessary to remove harmful substances by regulation on environmental problems. Therefore, the exhaust gas of the engine is recycled back to the intake air to reduce harmful substances present in the exhaust gas during combustion.

Here, the exhaust gas recirculation (EGR) supplies a part of the exhaust gas to the charge air of the engine, thereby lowering the combustion chamber temperature and suppressing the generation of nitrogen oxides.

However, when nitrogen oxide generation of the engine system is suppressed by the exhaust gas recirculation, there is a problem that carbon dioxide generation increases on the contrary. Therefore, research has been conducted to minimize the generation of carbon dioxide within a range that satisfies the Tier 2 emission standard by Tier II.

In addition, there is a demand for a method of increasing the thermal efficiency of the engine system by using the recycle exhaust gas as a heat source.

The present invention has been made to solve the problems of the prior art as described above, an object of the present invention, to provide an engine system and a ship having the same and reduced carbon dioxide emissions within the range to satisfy Tier II and improved thermal efficiency It is for.

An engine system according to an aspect of the present invention includes an engine system for driving an engine capable of using liquefied gas as a fuel, comprising: an exhaust gas recirculation line for mixing exhaust gas of the engine with intake gas of the engine; An exhaust recirculation valve controlling a flow rate of the exhaust gas flowing along the exhaust gas recirculation line; An exhaust treatment unit provided in the exhaust gas recirculation line to process the exhaust gas; And a sludge treatment unit for treating sludge generated during the recycle of the exhaust gas, wherein the sludge treatment unit includes a sludge tank having a heater for storing the sludge but heating the sludge to evaporate and remove moisture.

Specifically, the sludge treatment unit may further include a filter for purifying the sludge discharged from the exhaust treatment unit and returning the sludge to the exhaust treatment unit.

Specifically, the sludge treatment unit, a sludge delivery line connected to the sludge tank in the exhaust treatment unit; And a sludge purification line branched from the sludge delivery line and connected to the exhaust treatment unit and the sludge tank via the filter, respectively.

Specifically, the sludge treatment unit further includes a sludge sensor provided in the sludge purification line to check the state of the sludge, the sludge passing through the filter according to the measured value of the sludge sensor in the exhaust treatment unit or the sludge tank Can be delivered to.

Specifically, the method may further include an exhaust economizer that generates steam by using the exhaust gas of the exhaust gas recirculation line, and the heater may heat the sludge using steam generated by the exhaust economizer.

Specifically, the fuel supply device for supplying the liquefied gas as the fuel of the engine, the fuel supply device, the vaporizer for vaporizing the liquefied gas; And a boiler for supplying steam to the vaporizer, wherein the heater may heat the sludge using steam generated by the boiler.

A ship according to another aspect of the present invention includes the engine system.

The engine system and the ship provided with the same according to the present invention can reduce carbon dioxide emission within a range satisfying Tier II by controlling the opening degree of the exhaust recirculation valve.

In addition, by reusing exhaust gas as a heat source, it is possible to increase the thermal efficiency of the engine system and to reduce the boiler operating cost.

Specifically, by reducing the steam generation load of the boiler by using the steam generated in the exhaust economizer, the boiler operating cost can be reduced.

In addition, since the temperature of the exhaust gas returned from the exhaust economizer is lowered, the cooling load of the exhaust treatment unit can be reduced.

In addition, by using the refrigerant heated by the exhaust gas as a heat source for heating the liquid storage tank, it is possible to increase the thermal efficiency of the engine system and reduce the boiler operating cost.

In addition, by adjusting the amount of the refrigerant in accordance with the state of the exhaust gas it is possible to realize the optimum operating conditions and to reduce the power consumption.

In addition, it is possible to omit a separate water treatment apparatus (WTU), NaOH dosing unit, etc. for the sludge treatment, it is possible to increase the space utilization and reduce the sludge treatment cost.

In addition, by using steam generated in the exhaust economizer for sludge heating, the thermal efficiency can be increased.

1 is a schematic side view of a vessel having an engine system according to an embodiment of the present invention.
2 is a diagram conceptually illustrating an engine system according to an exemplary embodiment of the present invention.
3 is a view conceptually illustrating a fuel supply device according to an embodiment of the present invention.
4 is a view conceptually showing a sludge treatment unit according to an embodiment of the present invention.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. In the present specification, in adding reference numerals to the components of each drawing, it should be noted that the same components as possible, even if displayed on the other drawings have the same number as possible. In addition, in describing the present invention, if it is determined that the detailed description of the related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a schematic side view of a vessel having an engine system according to an embodiment of the present invention.

The ship 1 equipped with the engine system of the present invention is an oil tanker, an LNG carrier, an LPG carrier that carries a large quantity of minerals, crude oil, natural gas, or thousands of containers in a cargo hold, and sails the ocean. And a large vessel such as a container carrier, an automobile carrier, a bulk carrier, or a mineral carrier. In this embodiment, all ships 1 having an engine system for driving an engine capable of using liquefied gas as fuel are not limited thereto. Of course it can include.

Referring to FIG. 1, a vessel 1 according to an embodiment of the present invention includes a storage tank CT for receiving liquefied gas, an engine room ER in which an engine system ES is located, and an engine room ER. It may include an engine casing (EC), stack (F) and deck house (DH) located in.

Storage tank CT may be provided in plurality, it may be arranged side by side inside the hull. Storage tanks CT of the present embodiment may be arranged in a line along the longitudinal direction of the hull. However, the number, size and shape of the storage tank CT may be variously modified.

For example, when the vessel 1 is not a liquefied gas carrier, such as a container carrier, the storage tank CT may be provided in the form of a pressure vessel (Type C) one or more on the deck.

The liquefied gas may be LPG, LNG, ethane, or the like, and for example, may mean LNG (Liquefied Natural Gas). In addition, the liquefied gas may be used as a term encompassing both a liquid state or a gas state such as natural or forced vaporization.

The stern side of the ship 1 is provided with an engine room ER in which the engine system ES is placed. The engine system E placed in the engine room ER includes an engine for providing propulsion power of the ship 1. can do. Although not shown in detail, the engine is connected to the propeller through the shaft, and consumes fuel to generate a rotational force to rotate the propeller, so that the wake generated in accordance with the rotation of the propeller may advance the vessel (1). .

The engine casing EC is provided above the engine room ER. The engine casing EC may have an exhaust pipe (not shown) that delivers the exhaust generated from the engine system ES to the stack F.

The stack F is provided above the engine casing EC and exhausts exhaust gas to the outside.

Deck house (DH) is located on the upper part of the hull, various living facilities for the inhabitants of the ship and various navigation equipment for the navigation of the vessel (1) is arranged. The deck house (DH) may consist of multiple floors and may include cabins, coordination rooms, and other amenities where crew can reside.

2 is a diagram conceptually illustrating an engine system according to an exemplary embodiment of the present invention.

2, an engine system ES according to an embodiment of the present invention includes an engine 10, a turbocharger 20, an exhaust gas recirculation line EGRL, an exhaust treatment unit 30, and a controller 40. It includes.

The engine 10 is connected to an intake line IL for supplying intake gas and an exhaust line EL for exhausting the exhaust gas. The engine 10 includes a combustion chamber therein, and the intake gas injected through the intake line IL is combusted and discharged from the engine 10, and the exhaust gas exhausts the exhaust line to drive the turbine 21. Is introduced into the turbine 21 via EL).

Here, the combustion chamber is a space where fuel explodes, and is a space formed so that a piston (not shown) can reciprocate inside a cylinder (not shown) provided in the engine 10. Such, an intake passage for introducing the intake gas into the cylinder may be made in communication with the manifold (not shown). The piston can be raised and lowered by the guide of the cylinder as the fuel explodes.

Such a piston is connected to a crankshaft (not shown) and a connecting rod (not shown), and the power shaft (not shown) may be rotated in conjunction with the lifting and lowering motion of the piston. Here, the power shaft is rotated by receiving a linear movement of the piston, the power shaft may be connected to the generator, the generator receives the rotational force from the power shaft may generate electrical energy. Alternatively, a propeller (not shown) is connected to the power shaft, so that the propeller rotates together with the power shaft so that the hull may move forward or backward.

The exhaust gas combusted by the engine 10 may be supplied to the turbine 21 or may be combined with the intake gas compressed by the compressor 22 and supplied to the engine 10 again, and the exhaust gas emitted from the turbine 21 may be discharged. All can leak out.

The engine 10 may be ME-GI, XDF, DFDE, etc., in which the liquefied gas is consumed. In particular, the engine 10 may be a heterogeneous fuel engine capable of using liquefied gas and diesel. In the case of using liquefied gas instead of diesel, the amount of nitrogen oxide contained in the exhaust generated from the engine 10 can be a level satisfying the Tier II regulation described later, when operating the engine 10 with liquefied gas Tier II regulations can be met without recirculation of the exhaust.

The turbo charger 20 compresses air using the high pressure and high temperature energy of the exhaust gas discharged from the engine 10 and injects the air into the engine 10 to improve the efficiency of the fuel used in the engine 10. Raise. To this end, the turbocharger 20 compresses air in advance and supplies it to the combustion chamber. The turbocharger 20 includes a turbine 21 and a compressor 22.

The turbine 21 is connected to the exhaust line EL and driven by receiving exhaust gas from the engine 10, and is connected to the compressor 22 by an axis (not shown) to transmit rotational force to the compressor 22. The turbine 21 is driven by the exhaust gas combusted by the engine 10 flowing in, and the wheel (not shown) of the turbine 21 freely supported in the turbine 21 by the energy of the exhaust gas rotates. . At this time, the rotational torque of the wheel embedded in the turbine 21 is transmitted to the wheel of the compressor 22 by the shaft.

The compressor 22 is connected to the intake line IL, compresses air, and supplies the compressed air to the engine 10. The air is introduced into the compressor 22 from the outside, and the air introduced by the rotation of a wheel (not shown) built in the compressor 22 may be compressed to become an intake gas.

The intake gas discharged from the turbocharger 20 flows into the engine 10 via the intake line IL, and the air cooler 11 lowers the temperature of the intake gas and moisture for removing moisture from the intake gas. A removal device (not shown) is installed on the intake line IL so that the intake gas discharged from the turbocharger 20 is lowered to a temperature required by the engine 10 and unnecessary moisture can be removed.

Here, the air cooler 11 may exchange heat with the intake gas by using water as a refrigerant to cool the intake gas, and the dehumidifying apparatus is replaced with a known dehumidifying apparatus, and detailed description thereof will be omitted.

The exhaust gas recirculation line EGRL communicates the exhaust line EL and the intake line IL to recycle the exhaust gas. One end of the exhaust gas recirculation line EGRL may be connected upstream of the turbine 21, and the other end of the exhaust gas recirculation line EGRL may be connected downstream of the compressor 22.

By combining the exhaust gas with the intake gas through the exhaust gas recirculation line (EGRL), it is possible to reduce the emission of nitrogen oxides by lowering the maximum combustion temperature while minimizing the power reduction. This is because when the exhaust gas is mixed into the intake gas flowing into the cylinder, the combustion temperature and the oxygen concentration are lowered, and generation of nitrogen oxides can be suppressed.

The exhaust gas recirculation line EGRL may be provided with an exhaust recirculation valve V1, an exhaust treatment unit 30, and an exhaust blower 13 sequentially along the flow of the exhaust gas being recycled.

The exhaust recirculation valve V1 is configured to adjust the flow rate of the exhaust gas flowing along the exhaust gas recirculation line EGRL, and the opening degree of the exhaust recirculation valve V1 may be adjusted by the controller 40 to be described later.

The exhaust treatment unit 30 is provided downstream of the exhaust recirculation valve V1 and may cool the temperature of the exhaust gas or remove contaminants contained in the exhaust gas. To this end, the exhaust treatment unit 30 may include an exhaust gas cooler 31 for cooling the exhaust gas with a refrigerant, and an exhaust scrubber 33 for purifying the exhaust gas using urea water.

Additionally, the exhaust treatment unit 30 includes a pre-spray (not shown) for spraying water to cool the exhaust gas, and a water mist catcher (not shown) for separating the water contained in the exhaust gas. It may further include.

The exhaust blower 13 is provided downstream of the exhaust treatment unit 30 on the exhaust gas recirculation line EGRL and may force the exhaust gas into the intake line IL. This is because the pressure of the exhaust gas via the exhaust recirculation valve V1 is relatively lower than the high pressure intake gas discharged from the compressor 22, so that the exhaust blower 13 exhausts the exhaust gas through the EGRL. It is provided in order to force gas into the engine 10.

In addition, the engine system ES may further include a bypass line BL connected from the intake line IL to the exhaust line EL so that the intake gas supplied to the engine 10 is branched. The bypass line BL may prevent the occurrence of a surge in an abnormal operation state of the turbocharger 20 by adjusting the flow rate of the intake gas. That is, the compressor 22 is limited by the surge limit. When the compressor 22 causes a surge phenomenon, the pressure and flow rate of the intake gas supplied to the engine 10 are reduced, so that the surge of the compressor 22 is reduced. Can be prevented from affecting the operation of the engine 10.

The controller 40 is configured to control the exhaust gas circulation of the engine system ES, and in the mode in which the engine 10 consumes liquefied gas to satisfy Tier II, which is a ship exhaust gas regulation, the exhaust recirculation valve V1. Open the degree of opening below the preset value. Tier II refers to the emission standards set by the International Maritime Organization (IMO).

In an embodiment, the controller 40 may control the opening degree of the exhaust recirculation valve V1 to 10% to 40% in a mode in which the engine consumes liquefied gas to satisfy Tier II, which is a ship exhaust gas regulation. .

If nitrogen oxide generation of the engine system ES is suppressed by exhaust gas recirculation, carbon dioxide generation may be increased on the contrary. Therefore, the engine system ES of the present embodiment can reduce carbon dioxide generation to the maximum within a range that satisfies the nitrogen oxide emission standard according to Tier II by reducing the amount of recycled exhaust gas.

That is, in this embodiment, even when the engine 10 consumes the liquefied gas and already meets Tier II, the exhaust gas may be partially recycled to suppress the increase of carbon dioxide, thereby implementing optimal operation.

As described above, the present embodiment can reduce carbon dioxide emission within a range satisfying Tier II by controlling the opening degree of the exhaust recirculation valve V1.

In the present embodiment, the engine system ES may further include an exhaust economizer 50, an exhaust gas branch line L1, and a bypass valve V2.

The exhaust economizer 50 generates steam using the exhaust gas of the exhaust gas recirculation line (EGRL). The exhaust economizer 50 may be provided between the exhaust recirculation valve V1 and the exhaust treatment unit 30 on the exhaust gas recirculation line EGRL. The exhaust economizer 50 may receive at least a portion of the exhaust gas via the exhaust gas recirculation line EGRL through the exhaust gas branch line L1.

Steam generated by the exhaust economizer 50 may be provided to the vaporizer 61 of the fuel supply device 60 to be described later. The vaporizer 61 vaporizes the liquefied gas by using steam generated in the exhaust economizer 50 in addition to steam generated in the boiler, thereby reducing the amount of steam generated in the boiler.

As described above, the present embodiment can increase the thermal efficiency of the engine system ES and reduce the boiler operating cost by reusing exhaust gas as the heat source.

The exhaust gas branching line L1 branches in the exhaust gas recirculation line EGRL and joins the exhaust gas recirculation line EGRL via the exhaust economizer 50. In the present embodiment, the exhaust gas branching line L1 may branch downstream of the exhaust recirculation valve V1 and join upstream of the exhaust treatment unit 30 via the exhaust economizer 50.

The bypass valve V2 is configured to adjust the flow rate of the exhaust gas branch line L1 and may be provided on the exhaust gas recirculation line EGRL. In this case, increasing the opening degree of the bypass valve V2 decreases the flow rate of the exhaust gas branch line L1, and decreasing the opening degree of the bypass valve V2 increases the flow rate of the exhaust gas branch line L1. .

The opening degree of the bypass valve V2 may be controlled by the controller 40. In this case, the controller 40 may control the opening degree of the bypass valve V2 according to the flow rate or temperature of the liquefied gas supplied to the engine 10.

For example, as the flow rate of the liquefied gas is higher and the temperature is lower, since the vaporizer 61 of the fuel supply device 60 requires a large amount of steam, the controller 40 reduces the opening degree of the bypass valve V2 to reduce the exhaust economizer. It is possible to increase the flow rate of the exhaust gas branch line (L1) flowing into the (50).

The exhaust gas from the exhaust gas recirculation line EGRL via the exhaust gas branch line L1 is heat-exchanged by the exhaust economizer 50 to generate steam, and flows into the exhaust gas recirculation line EGRL in a cooled state. Therefore, as the flow rate of the exhaust gas returned from the exhaust economizer 50 is higher and the temperature is lower, the cooling load of the exhaust processing unit 30 located downstream of the exhaust economizer 50 is reduced.

Thus, in this embodiment, since the temperature of the exhaust gas returned from the exhaust economizer 50 is lowered, the cooling load of the exhaust treatment unit 30 can be reduced.

In this embodiment, the engine system ES may further include a liquid storage tank LT, a refrigerant circulation line RL1, a refrigerant cooling line RL2, and a refrigerant cooler 70.

The liquid storage tank LT stores a liquid that requires heating at a temperature higher than room temperature. A refrigerant for cooling the hot exhaust gas may be used to heat the liquid stored in the liquid storage tank LT. Here, the liquid stored in the liquid storage tank LT may be diesel oil usable as fuel in the engine 10 or urea water supplied to the exhaust scrubber 33.

The refrigerant circulation line RL1 allows the refrigerant to circulate the exhaust gas cooler 31 and the refrigerant cooler 70. A refrigerant circulation valve V3 is provided on the refrigerant circulation line RL1 to adjust the flow rate of the refrigerant flowing along the refrigerant circulation line RL1. The opening degree of the refrigerant circulation valve V3 may be adjusted according to the temperature of the exhaust gas or the opening degree of the exhaust recirculation valve V1 and the bypass valve V2.

For example, the higher the temperature of the exhaust gas flowing into the exhaust treatment unit 30 and the more the flow rate of the exhaust gas increases, the cooling load of the refrigerant cooler 70 increases, so that the opening degree of the refrigerant circulation valve V3 can be increased. have.

The refrigerant cooling line RL2 is branched from the refrigerant circulation line RL1 to allow the refrigerant heated by the exhaust gas to be cooled by the liquid while passing through the liquid storage tank LT. A refrigerant cooling valve V4 is provided on the refrigerant cooling line RL2 to adjust the flow rate of the refrigerant flowing along the refrigerant cooling line RL2. The opening degree of the refrigerant cooling valve V4 may be adjusted according to the temperature of the liquid stored in the liquid storage tank LT.

For example, as the temperature of the liquid stored in the liquid storage tank LT is lower, since the refrigerant demand for heating the liquid increases, the opening degree of the refrigerant cooling valve V4 may be increased.

The refrigerant cooler 70 is provided on the refrigerant circulation line RL1 and cools the refrigerant heated by the exhaust gas. Specifically, the above-described exhaust gas cooler 31 cools the exhaust gas with the refrigerant, and the refrigerant heated by heat exchange with the exhaust gas passes through the refrigerant cooler 70 while circulating through the refrigerant circulation line RL1, and the refrigerant cooler ( The refrigerant passing through 70 is cooled and flows into the exhaust gas cooler 31.

In addition, the engine system ES may further include a refrigerant heater HT1 for additionally heating the refrigerant heated by the exhaust gas to the liquid storage tank. The refrigerant heater HT1 may be provided upstream of the liquid storage tank LT on the refrigerant cooling line RL2.

As described above, the present embodiment uses the refrigerant heated by the exhaust gas as a heat source for heating the liquid storage tank LT, thereby increasing the thermal efficiency of the engine system ES and reducing the boiler operating cost.

In this embodiment, the engine system ES may further include a refrigerant pump RP for delivering the refrigerant to the refrigerant cooler 70. The refrigerant pump RP may be provided upstream of the refrigerant cooler 70 on the refrigerant circulation line RL1. The refrigerant pump RP is provided in a variable capacity type VFD so that the load may be adjusted according to the state of the exhaust gas. Here, the state of the exhaust gas may be a flow rate or temperature of the exhaust gas flowing in the exhaust gas recirculation line (EGRL).

In one embodiment, the refrigerant pump RP may be adjusted in load according to the opening degree of the exhaust recirculation valve (V1). As the opening degree of the exhaust recirculation valve V1 increases and the flow rate of the exhaust gas increases, the refrigerant required by the exhaust gas cooler 31 increases, so that the load of the refrigerant pump RP may increase.

In one embodiment, the refrigerant pump RP may be load adjusted according to the operating load of the engine 10. When the operating load of the engine 10 increases, the consumption of the liquid in the liquid storage tank LT increases, so that the load of the refrigerant pump RP may increase.

In one embodiment, the refrigerant pump RP may be adjusted in load depending on the state of the exhaust gas flowing into the exhaust economizer 50. Alternatively, the load of the refrigerant pump RP may be adjusted according to the state of the exhaust gas returned from the exhaust economizer 50. That is, as the flow rate of the exhaust gas passing through the exhaust economizer 50 is small and the flow rate bypassed is larger, the load of the refrigerant pump RP may be increased. Alternatively, as the temperature of the exhaust gas flowing into the exhaust treatment unit 30 is higher, the load of the refrigerant pump RP may increase.

As described above, the present embodiment can adjust the amount of the refrigerant in accordance with the state of the exhaust gas to realize the optimum operating conditions and reduce the power consumption.

3 is a view conceptually illustrating a fuel supply device according to an embodiment of the present invention.

Concerning the components having the same reference numerals as the aforementioned components, reference may be made to the above-described disclosures unless there is a contradiction, and duplicate descriptions will be omitted.

Referring to FIG. 3, the engine system ES according to an embodiment of the present invention may further include a fuel supply device 60 supplying liquefied gas as a fuel of the engine 10.

Specifically, the fuel supply device 60 may include a vaporizer 61 for vaporizing liquefied gas using steam, and a boiler 62 for supplying steam to the vaporizer 61. The exhaust economizer 50 described above delivers steam to the vaporizer 61. Accordingly, the vaporizer 61 may vaporize the liquefied gas by using steam generated by the exhaust economizer 50 in addition to steam generated by the boiler 62.

Steam generated in the exhaust economizer 50 is circulated via the boiler 62 through the steam circulation line (L2), the steam circulation pump (P1) is provided on the steam circulation line (L2) can be forced to circulate the steam. .

In addition, the boiler 62 may be provided with a boiler sensor 63 for measuring the pressure of steam, and according to the steam pressure of the boiler 62 measured through the boiler sensor 63 and the exhaust recirculation valve (V1) and the The opening degree of the pass valve V2 can be adjusted.

For example, when the steam pressure of the boiler 62 is small, since much steam generated in the exhaust economizer 50 is required, the opening degree of the exhaust recirculation valve V1 may be increased or the opening degree of the bypass valve V2 may be reduced. The flow rate of the exhaust gas passing through the exhaust economizer 50 can be increased. As a result, when the flow rate of the exhaust gas passing through the exhaust economizer 50 is increased, the steam generated by the exhaust economizer 50 is increased.

Meanwhile, the boiler 62 may generate steam by heating the water provided through the water supply unit 65, and a water supply pump P2 may be provided between the boiler 62 and the water supply unit 65. .

As described above, the embodiment of the present invention may reduce the operating cost of the boiler by reducing the steam generation load of the boiler by using the steam generated by the exhaust economizer 50.

4 is a view conceptually showing a sludge treatment unit according to an embodiment of the present invention.

Concerning the components having the same reference numerals as the aforementioned components, reference may be made to the above-described disclosures unless there is a contradiction, and duplicate descriptions will be omitted.

Referring to FIG. 4, the engine system ES according to an exemplary embodiment of the present invention may further include a sludge treatment unit 80 for treating sludge generated during the recycling of exhaust gas.

In detail, the sludge treatment unit 80 may include a sludge tank 81, a sludge delivery line SL1, a sludge purification line SL2, a filter FT, and a sludge sensor 85.

The sludge tank 81 stores the sludge produced in the exhaust treatment unit 30. The sludge tank 81 includes a heater HT2 for heating the stored sludge to evaporate and remove moisture. Here, the heater HT2 may heat the sludge using the steam generated by the above-described exhaust economizer 50. Alternatively, the heater HT2 may heat the sludge using steam generated in the boiler 62 described above. Dewatered sludge can be stored as a residue and treated on land.

The sludge delivery line SL1 is connected to the sludge tank 81 in the exhaust treatment unit 30 to transfer the sludge generated in the exhaust treatment unit 30. The sludge delivery line SL1 may be provided with a buffer tank 82 for temporarily storing the sludge generated in the exhaust treatment unit 30 and a sludge pump 83 for forcibly circulating the sludge.

The sludge purification line SL2 branches from the sludge delivery line SL1 and is connected to the exhaust treatment unit 30 and the sludge tank 81 via the filter FT, respectively. The sludge purification line SL2 is branched downstream of the sludge pump 83, and a filter FT for purifying sludge and a sludge sensor 85 for checking the state of sludge may be provided on the sludge purification line SL2. have.

Further, a three-way valve V5 is provided downstream of the filter FT and the sludge sensor 85 so that the sludge passed through the filter FT according to the measured value of the sludge sensor 85 may be the exhaust treatment unit 30 or the sludge tank. Can be forwarded to (81).

As such, the present embodiment can omit a separate water treatment apparatus (WTU), NaOH dosing unit, etc. for sludge treatment, thereby increasing space utilization and reducing sludge treatment costs.

In addition, by using steam generated in the exhaust economizer 50 for sludge heating, the thermal efficiency can be increased.

The present invention has been described above with reference to the embodiments of the present invention, which is merely an example, and is not intended to limit the present invention. Those skilled in the art do not depart from the essential technical details of the present embodiment. It will be appreciated that various combinations or modifications and applications which are not exemplified in the embodiments are possible. Therefore, technical matters related to modifications and applications that can be easily derived from the embodiments of the present invention should be interpreted as being included in the present invention.

ES: engine system 10: engine
11: air cooler 13: exhaust blower
BL: Bypass Line 20: Turbocharger
21: turbine 22: compressor
EGRL: exhaust gas recirculation line 30: exhaust treatment unit
31: exhaust gas cooler 33: exhaust scrubber
40: control unit V1: exhaust recirculation valve
50: exhaust economizer L1: exhaust gas branch line
V2: Bypass Valve LT: Liquid Storage Tank
70: refrigerant cooler RL1: refrigerant circulation line
RL2: refrigerant cooling line V3: refrigerant circulation valve
V4: refrigerant cooling valve 60: fuel supply device
61: carburetor 62: boiler
63: boiler sensor 65: water supply
L2: steam circulation line 80: sludge treatment unit
81: sludge tank 85: sludge sensor
SL1: Sludge Delivery Line SL2: Sludge Purification Line
FT: filter

Claims (7)

An engine system for driving an engine that can use liquefied gas as fuel,
An exhaust gas recirculation line for mixing the exhaust gas of the engine with the intake gas of the engine;
An exhaust recirculation valve controlling a flow rate of the exhaust gas flowing along the exhaust gas recirculation line;
An exhaust treatment unit provided in the exhaust gas recirculation line to process the exhaust gas; And
It includes a sludge treatment unit for processing the sludge generated during the recycle of the exhaust gas,
The sludge treatment unit,
A sludge tank for storing the sludge but having a heater for heating the sludge to evaporate and remove moisture; And
And a filter for purifying the sludge discharged from the exhaust treatment unit and returning the sludge to the exhaust treatment unit or the sludge tank. delete According to claim 1, The sludge treatment unit,
A sludge delivery line connected from the exhaust treatment unit to the sludge tank; And
And a sludge purification line branched from said sludge delivery line and respectively connected to said exhaust treatment unit and said sludge tank via said filter. The sludge treatment unit of claim 3,
It further comprises a sludge sensor provided in the sludge purification line to check the state of the sludge,
And deliver the sludge via the filter to the exhaust treatment unit or the sludge tank according to the measured value of the sludge sensor. The method of claim 1,
Further comprising an exhaust economizer for generating steam by using the exhaust gas of the exhaust gas recirculation line,
The heater is the engine drive system, characterized in that for heating the sludge using the steam generated in the exhaust economizer. The method of claim 1,
Further comprising a fuel supply device for supplying the liquefied gas as the fuel of the engine,
The fuel supply device,
A vaporizer for vaporizing the liquefied gas; And
Further comprising a boiler for supplying steam to the vaporizer,
The heater is an engine drive system, characterized in that for heating the sludge using the steam generated in the boiler. Ship having the engine system according to any one of claims 1 and 3 to 6.

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