KR102327408B1 - Fuel gas supply system of container ship - Google Patents

Abstract

The present invention relates to a container ship having a twin island structure in which an engine casing is disposed on the stern portion on an upper deck and a cabin is disposed at a position spaced apart from the front of the engine casing, the container ship comprising: an LNG fuel tank disposed in a hold formed at the lower side of the cabin; an engine provided in an engine room partitioned inside the hull of the engine casing, and driven by receiving LNG stored in an LNG fuel tank or BOG generated in an LNG fuel tank as a fuel; and a fuel supply line for supplying fuel gas from the LNG fuel tank to the engine, wherein the fuel supply line penetrates the upper deck upward from the LNG fuel tank and extends from the upper deck of the upper deck toward the engine room toward the stern side, It provides a fuel gas supply system for a container ship, characterized in that it is arranged in a form protected by the receiving part formed in the lower part of the hatch coaming installed on the side.

Description

Container ship fuel gas supply system {FUEL GAS SUPPLY SYSTEM OF CONTAINER SHIP}

The present invention relates to a fuel gas supply system for a container ship, and more particularly, to an arrangement structure of a fuel gas supply system constructed in a container ship that is propelled and operated based on liquefied gas fuel such as LNG.

The ship moves by using the thrust generated through the rotation of the propeller. In order to generate such thrust, a ship is equipped with a propulsion engine, and oil fuels such as Marine Diesel Oil (MDO), Heavy Fuel Oil (HFO), etc. have been generally used as fuel for the engine.

However, oil fuel has a problem of causing serious air pollution due to the inclusion of various harmful substances in the exhaust gas generated during combustion. have.

As international organizations and each country's regulatory standards for ships become increasingly strict, interest in eco-friendly fuels for ships is also increasing. Technology using liquefied gas fuel such as Natural Gas) and LPG (Liquefied Peroleum Gas) is being developed.

LNG carriers (hereinafter referred to as 'LNGC') that transport LNG in bulk have already applied the technology to supply and use LNG stored in storage tanks as fuel for engines. Attempts are being made to expand the application to ships, for example, very large crude-oil carriers (VLCCs) or container ships.

1 is a side cross-sectional view schematically showing the structure of a conventional container ship propelled based on LNG fuel, and FIG. 2 is a diagram schematically showing the structure of a conventional container ship except for the configuration of the container.

In general, a container ship is a ship for transporting cargo containers of a standard size, and transports by loading the container inside the hull and on the upper deck.

Referring to FIG. 1, a conventional container ship includes a cabin 10 in which crew members reside, and an engine room E/R in which an engine E for generating propulsion power of the ship or power required in the ship is provided. and a plurality of containers (C) are loaded in the remaining space except for the cabin (10) and the engine room (E/R).

Recently, in the process of enlarging a container ship in order to increase the amount of cargo, a structure in which the cabin 10 is moved from the stern to the center of the hull is applied to secure visibility.

The engine (E) provided in the engine room (E/R) may include a main engine for generating propulsion power of the container ship and a power generation engine for generating necessary power within the ship. The main engine and the power generation engine are provided as a dual fuel engine (hereinafter 'DF engine'), and may be driven by receiving LNG fuel from the LNG fuel tank 20 provided at the lower side of the cabin 10 .

In the upper part of the engine room (E/R), exhaust gas generated during combustion in the engine (E) provided in the engine room (E/R) and other gases accumulated in the engine room (E/R) are discharged to the outside. To this, an engine casing including a funnel (Engine Casing, 40) is disposed.

As such, the conventional container ship has a twin island structure in which the cabin 10 provided in the central portion of the hull and the engine casing 40 provided in the stern portion are disposed separately from each other.

The engine casing 40 is a structure installed for the purpose of protecting an exhaust gas pipe and other equipment installed therein. Various equipment such as an AUX boiler (Auxiliary Boiler) and EGB (Exhast Gas Boiler) may be provided inside the engine casing 40, but a pipe (exhaust gas) for discharging exhaust gas generated in the engine room (E/R) pipes) are predominant.

The exhaust gas pipe is connected from the engine (E) and extends to the funnel of the upper part of the engine casing (40), and the exhaust port passes through the funnel and protrudes outward so that the exhaust gas generated from the engine (E) can be discharged to the overboard. do.

In order to use LNG as a fuel in a container ship, the LNG fuel tank 20 and the boil-off gas (hereinafter, 'BOG') generated from the LNG or LNG fuel tank 20 stored in the LNG fuel tank 20 . ) to the engine (E), a fuel gas supply system (FGSS: Fuel Gas Supply System) must be equipped.

At this time, a technique for arranging the LNG fuel tank 20 and the fuel gas supply room (FGS Room, 30) using the lower area of the cabin 10 in which it is difficult to load the container (C) has been previously proposed. The fuel gas supply room 30 is a room equipped with various processing devices for supplying LNG or BOG (hereinafter 'fuel gas') from the LNG fuel tank 20 according to the temperature and pressure conditions required by the engine E. , a high-pressure pump and a vaporizer for processing LNG stored in the LNG fuel tank 20 , a compressor for processing BOG generated in the LNG fuel tank 20 , a heat exchanger, and the like.

1 and 2 , in the hold formed below the cabin 10 of the container ship, the LNG fuel tank 20 is disposed at the bottom of the ship, and the fuel gas supply room 30 is the LNG fuel tank 20 . placed on top of

As described above, the conventional LNG-propelled container ship utilizes the lower area of the cabin 10, which is difficult to load the container (C), as an arrangement space for the LNG fuel tank 20 and the fuel gas supply room 30 to provide the container (C). to increase the loading capacity of

On the other hand, in the LNG fuel tank 20, the internal pressure of the tank is increased by the BOG generated by the vaporization of LNG inside. A gas discharge line (not shown) for outboard discharge is connected to the furnace.

A gas discharge line (not shown) is connected from the LNG fuel tank 20 to a vent mast 50 (or a vent mast installed in the bow) disposed close to the rear of the cabin 10, and the LNG fuel tank BOG discharged from 20 may be finally discharged overboard after being delivered to the vent mast 50 along a gas discharge line (not shown).

In addition, a fuel supply line SL is connected to supply fuel gas from the LNG fuel tank 20 to the engine E. The fuel supply line SL is connected from the dome provided in the LNG fuel tank 20 to the engine E inside the engine room E/R via the fuel gas supply room 30 .

2 shows the fuel supply line SL as one line for convenience, when both the main engine and the power generation engine are provided as DF engines, the pressure of the fuel gas required by the main engine and the fuel gas required by the power generation engine Since the pressures are different, fuel supply lines connected from the fuel gas supply room 30 to the main engine and the power generation engine are respectively provided.

On the fuel supply line SL, there is a valve type device that quickly controls the pressure of the fuel gas supplied to the engine E according to the load of the engine E, and controls so that the supply of fuel gas can be quickly cut off when necessary. is installed

The control valves installed on the fuel supply line connected to the main engine are grouped together and called a gas valve train (hereinafter 'GVT'), and the control valves installed on the fuel supply line connected to the power generation engine are grouped. Therefore, it is called a gas valve unit (hereinafter 'GVU').

Since GVT and GVU are devices that control the flow of fuel gas with a risk of explosion, they are required to be sealed when located in a gas safety zone, and periodic ventilation is required for the enclosed space. this should be done

In the conventional LNG-propelled container ship, the GVT was disposed in the fuel gas supply room 30 classified as a gas dangerous zone. Since fuel gas of high pressure (normally 150 to 400 bar in the case of ME-GI engine) flows into the GVT, even if the GVT is disposed a little further away from the engine room (E/R), it can sufficiently respond to the load fluctuation of the main engine.

On the other hand, since the power generation engine has the characteristic that the flow rate of fuel gas required according to the load is flexibly variable, the GVU into which fuel gas of relatively low pressure (about 10 bar) is introduced is placed far from the engine room (E/R). Otherwise, it is difficult to properly cope with the load fluctuations of the power generation engine. Therefore, in general, the GVU was sealed with a separate housing and placed inside the engine room (E/R).

On the other hand, the conventional LNG-propelled container ship having the arrangement structure as described above has the following problems.

- Problems caused by the GVT being disposed in the fuel gas supply room 30

According to the IGF Code on the safety standards for LNG-powered ships, the fuel supply line from the GVT to the main engine is a line through which high-pressure fuel gas flows, so it must be composed of double pipes, and between the inner and outer pipes in the double pipe. The space of the room should be ventilated at all times.

However, when the GVT is disposed in the fuel gas supply room 30, which is far from the engine room (E/R) as in the prior art, the length of the fuel supply line (from the GVT to the main engine) that must be treated as a double pipe increases and costs It is not preferable from a practical point of view, and power consumption also increases as the capacity of the fan for performing ventilation inside the double pipe increases.

In addition, when an ESD (Emergency Shutdown) situation occurs, even if the GVT is urgently shut off, the distance between the main engine and the GVT is long and a considerable amount of fuel gas exists between them. There is always a potential hazard such as an explosion.

At this time, even if the operation of purging the fuel supply line between the main engine and the GVT with nitrogen gas is performed in order to remove the risk factors, since the distance between the main engine and the GVT is long, a considerable amount of time is consumed for purging. In case of emergency, it is difficult to respond quickly.

In addition, a large amount of nitrogen gas is consumed for purging the fuel supply line between the main engine and the GVT due to excessive piping volume between the main engine and the GVT, and accordingly, a nitrogen generator ( There is a problem in that the capacity of the (not shown) and the nitrogen buffer tank (not shown) increases.

- The problem that the length of the vent line (VL) is excessive

When an abnormality occurs in the engine E, or when the engine E is not operated for a long time or the inside of the system is to be maintained, it is necessary to remove the fuel gas remaining in the engine E. If combustible fuel gas remains inside the engine (E), there is a risk of explosion, so it is removed for safety reasons.

Conventionally, as shown in FIG. 2, by connecting the vent line (VL) from the engine (E) to the vent mast 50 (or the vent mast installed in the bow part) disposed at the rear of the cabin 10, the vent The residual gas inside the engine (E) was discharged through the mast (50).

However, according to the conventional arrangement structure as described above, even if the vent line VL is connected to the vent mast 50 closest to the engine room E/R, the length of the vent line VL is excessively long. there is

In order to smoothly discharge the residual gas inside the vent line VL formed of a considerable length, a corresponding considerable pressure must be provided. In addition, the conventional vent line (VL) was extended to the side of the vent mast 50 through the side of the hull, and at this time, the length extended in the horizontal direction was considerable, which made it more difficult to smoothly discharge the residual gas.

That is, in the prior art, it was difficult to completely remove the residual gas inside the vent line VL, so there was always a risk of explosion due to the residual gas existing inside the vent line VL.

In addition, even if a purging operation of replacing the inside of the vent line VL with nitrogen gas is performed in order to completely remove the residual gas inside the vent line VL, in order to purge the vent line VL of a considerable length, many There is a disadvantage in that an amount of nitrogen gas is consumed.

In addition, an increase in the length of the vent line (VL) means an increase in the amount of material, and the longer the length of the vent line (VL) to be installed by butt welding, the more difficult the installation process. There is a problem in that the cost, time and effort must be excessively invested in the installation of the VL).

Nevertheless, the reason for connecting the vent line (VL) to the vent mast 50 disposed at the rear of the cabin 10 in a conventional LNG-propelled container ship is to clearly distinguish between a gas dangerous zone and a gas safety zone in the prior art. This is because the conventional structure of LNGC that vented various gases using the vent mast 50 disposed at the rear of the cabin 10 was inherited and applied as it is, and the fuel supply formed between the GVT and the main engine as described above. This is because the design of the vent line (VL) must be made in consideration of the discharge of residual gas remaining in the line.

On the other hand, in the container ship, the fuel supply line (SL) extends along the side of the hull due to the nature of the arrangement in which a plurality of containers (C) are loaded on the upper deck. However, if the vent line VL is configured to be connected from the engine room E/R to the vent mast 50 at the rear of the cabin 10 as in the prior art, not only the fuel supply line SL but also the vent line is formed on the side of the hull. It is necessary to secure a space for the arrangement of (VL), but it is not easy to secure the arrangement route of both lines (SL, VL) in the narrow hull side space due to the container (C). Accordingly, a situation in which the loading space of the container C needs to be reduced in order to secure both the arrangement paths of the fuel supply line SL and the vent line VL has frequently occurred.

As described above, efforts are being made to reduce the emission of pollutants and improve operational efficiency by using liquefied gas such as LNG as fuel in various ships including LNGC.

The present invention provides economic feasibility and stability through efficient arrangement of various pipes and related facilities for supplying fuel gas from an LNG fuel tank installed below the cabin to the engine for a container ship propelled using liquefied gas fuel such as LNG. This is to propose a container ship layout structure that can satisfy the requirements of the classification system while securing the ship and effectively utilize the space inside the ship.

As a prior patent on a ship in which an LNG fuel tank is disposed under the cabin, there are domestic registration patents No. 10-1210916 (floating structure having a fuel tank for gas fuel), etc. It deals only with the arrangement of the 'machine room' in which the devices for supplying fuel gas to the engine are provided, and specific details regarding the arrangement of piping and related facilities for supplying fuel gas to the engine or piping for discharging residual gas inside the engine, etc. It's not even suggesting things.

In addition, the existing patents for arranging LNG fuel tanks under the cabin only suggest a superficial concept of using the lower area of the cabin, where it is difficult to load containers, as an arrangement space for the LNG fuel tank. Additional design of the overall contents of the fuel gas supply system, such as the fuel gas supply piping for supplying fuel gas from the LNG fuel tank to the engine, and various piping and related facilities that must be installed to secure the stability of the system, should be considered. do.

Since the fuel gas supply system must ensure sufficient stability due to the nature of handling explosive fuel gas, the additional design as described above is not simple. there is no situation.

Accordingly, the present invention not only utilizes the lower area of the cabin as an arrangement space for the LNG fuel tank, but also suggests a specific arrangement structure of various pipes and related facilities that must be provided to supply fuel gas from the LNG fuel tank to the engine, It is a technical task to provide a fuel gas supply system for container ships that can be immediately applied to

According to one aspect of the present invention for achieving the above object, in a container ship of a twin island structure in which an engine casing is disposed on the stern portion on the upper deck and the cabin is disposed at a position spaced apart from the front of the engine casing, the An LNG fuel tank disposed in a hold formed on the lower side of the cabin; an engine provided in an engine room partitioned inside the hull under the engine casing and driven by receiving LNG stored in the LNG fuel tank or BOG generated in the LNG fuel tank as a fuel; and a fuel supply line for supplying fuel gas from the LNG fuel tank to the engine, wherein the fuel supply line penetrates upwardly from the LNG fuel tank to the upper deck toward the engine room from the upper portion of the upper deck. Doedoe extending to the stern side, characterized in that arranged in a form protected by a receiving portion formed in the lower portion of the hatch coaming installed on the side of the hull, a fuel gas supply system for a container ship can be provided.

The hatch coaming includes an accommodating part in which a lower end side is cut inwardly, and an arrangement space of the fuel supply line may be secured by the accommodating part.

During the cutting processing of the hatch coaming, the strength of the hatch coaming can be maintained the same as before machining through structural analysis.

A fuel gas supply system for a container ship according to the present invention includes: a gas valve train (GVT) installed on the fuel supply line to control the pressure of fuel gas supplied to the engine; and a GVT room configured as a separate independent room on the upper deck of the engine room and in which the GVT is disposed, the fuel supply line extending through the side of the hull on the upper deck After passing through the GVT room, it may be introduced into the engine room by penetrating the upper deck again downward.

The GVT room may be configured to be spaced apart from the side of the engine casing on the upper deck.

According to the fuel gas supply system for a container ship according to the present invention, there are the following effects.

1) The present invention utilizes an LNG fuel tank and an arrangement space for a fuel gas supply system for supplying an LNG stored in an LNG fuel tank as an engine fuel in the lower area of the cabin, where it is difficult to load a container, thereby efficiently utilizing the space inside the ship. And it has the effect of increasing the loading capacity of the container.

2) The present invention can efficiently manage the gas hazardous area by arranging the fuel gas supply room classified as a gas hazardous area and the tank connection on the second deck in the hold formed at the lower side of the cabin. It works.

3) The present invention installs a pipe trunk in which various gas pipes related to handling of LNG are installed in the inner space of the cofferdam formed in front of the area where the fuel gas supply room and the tank connection part are arranged, and the entire inner space of the pipe trunk By performing air exchange (A/C) for the air conditioner, it is possible to implement ventilation for various gas pipes in an integrated manner, thereby reducing the amount of double piping and reducing the amount required for ventilation and design advantages.

4) In the present invention, by separately configuring the GVT room on the upper deck of the engine room, as the distance between the main engine from the GVT disposed in the GVT room is reduced, the length of the fuel supply line that must be configured as a double pipe is shortened. Saving is possible, and there is an effect of reducing the capacity of a fan that must be provided to perform ventilation inside the double pipe.

5) In addition, according to the present invention, since the distance between the GVT and the main engine is shortened, even when an ESD situation occurs, the GVT can be blocked at the immediately preceding stage of the engine, thereby remarkably reducing potential risk factors, and promptly in an emergency. can be dealt with

6) In the present invention, the vent line for discharging the fuel gas remaining inside the engine is configured as short as possible to the casing top of the engine casing disposed on the upper part of the engine room, so that the residual gas inside the engine is quickly removed in the ESE situation. It is possible to arrange it so that it has the effect of remarkably improving the stability.

7) The present invention can significantly reduce the amount of nitrogen gas consumed for purging the fuel supply line or the engine, and thus has the effect of optimizing the capacity of the nitrogen generator and nitrogen buffer tank provided in the ship. .

8) The present invention installs a fuel supply line by arranging a fuel supply line extending from an LNG fuel tank disposed on the lower side of the cabin to the engine room using the space cut in the lower part of the hatch coaming on the main deck of the hull side. There is an effect that not only maximizes the ease of operation of butt welding, but also physically protects the fuel supply line from unexpected falling objects from above.

9) According to the present invention, when the internal pressure of an LNG fuel tank rises, a vent mast for processing BOG inside the tank can be arranged in the upper part of the cabin in a reduced scale compared to the prior art, and thus a compact structure can be designed, thereby reducing costs And it has the effect of increasing the space utilization in the ship.

1 is a side cross-sectional view schematically showing the structure of a conventional container ship propelled based on LNG fuel.
2 is a view schematically showing the structure of a conventional container ship shown except for the configuration of the container.
3 is a side cross-sectional view schematically showing the structure of a container ship according to the present invention.
4 is a side cross-sectional view of a container ship according to the present invention, except for the configuration of the container.
5 is a plan view from above of a container ship according to the present invention.
Figure 6 is an enlarged side cross-sectional view showing the structure of the central part of the hull in which the cabin is arranged in the container ship according to the present invention.
7 is a front cross-sectional view of a portion indicated by A in FIG. 6 , and shows an arrangement structure under the cabin of a container ship according to an embodiment of the present invention.
8 is a front cross-sectional view of a portion indicated by A in FIG. 6 , and shows an arrangement structure under the cabin of a container ship according to another embodiment of the present invention.
9 is a front cross-sectional view of a portion indicated by B in FIG. 6 .
10 is a view showing the arrangement structure of the second deck formed on the lower side of the cabin in the container ship according to an embodiment of the present invention.
11 is a front cross-sectional view of the stern in which the engine casing is disposed in the container ship according to the present invention.
12 is a plan view from above of an area in which an engine casing is disposed in a container ship according to the present invention.
13 is a view showing the side of the hull in which the arrangement path of the fuel supply line is formed in the container ship according to the present invention.

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

In the present specification, liquefied gas, including LNG, is liquefied at a low temperature, such as LPG (Liquefied Petroleum Gas), LEG (Liquefied Ethane Gas), Liquefied Ethylene Gas, Liquefied Propylene Gas, etc. It may contain any kind of liquefied gas that can be supplied as fuel to the engine in a possible and vaporized state. However, hereinafter, for convenience of explanation, LNG, which is a representative liquefied gas, will be described as an example.

Hereinafter, the present invention will be described in detail by describing preferred embodiments of the present invention with reference to the accompanying drawings. Like reference numerals in each figure indicate like elements.

3 is a side cross-sectional view schematically showing the structure of a container ship according to the present invention, and FIG. 4 is a side cross-sectional view of the container ship according to the present invention except for the configuration of the container. 5 is a plan view from above of a container ship according to the present invention. Figure 6 is an enlarged side cross-sectional view showing the structure of the central part of the hull in which the cabin is arranged in the container ship according to the present invention. 7 is a front cross-sectional view of the portion indicated by A in FIG. 6, showing the arrangement structure under the cabin of the container ship according to an embodiment of the present invention, and FIG. 8 is a front cross-sectional view of the portion indicated by A in FIG. It shows the arrangement structure under the cabin of the container ship according to the embodiment. 9 is a front cross-sectional view of a portion indicated by B in FIG. 6 . 10 is a view showing the arrangement structure of the second deck formed on the lower side of the cabin in the container ship according to an embodiment of the present invention. 11 is a front cross-sectional view of the stern in which the engine casing is disposed in the container ship according to the present invention, and FIG. 12 is a plan view from above of the area in which the engine casing is disposed in the container ship according to the present invention. 13 is a view showing the side of the hull in which the arrangement path of the fuel supply line is formed in the container ship according to the present invention.

In the present invention, the ship is an LFS that is propelled by receiving LNG or BOG (hereinafter, 'fuel gas') as a fuel, and may preferably be a container ship.

3 to 10 , a container ship according to the present invention includes a cabin 10 in which crew members reside; LNG fuel tank 100 disposed in a hold formed on the lower side of the cabin 10; The engine room (E/R) partitioned inside the hull of the stern part; an engine (E) which is provided in the engine room (E/R) and is driven by receiving as fuel the LNG stored in the LNG fuel tank 100 or BOG generated in the LNG fuel tank 100; and a fuel gas supply room 210 disposed above the LNG fuel tank 100 and supplying fuel gas from the LNG fuel tank 100 to the engine E.

A plurality of containers (C) are loaded in the cabin (10) and the lower section of the cabin (10), the inside of the hull except the engine room (E/R), and the upper side of the upper deck (Upper Deck).

Cabin 10 provides a living space for crew members, and may be divided into a plurality of floors such as A deck, B deck, and C deck in the vertical direction, and a cockpit for controlling navigation may be provided on the uppermost layer.

As the size of the container ship is gradually enlarged, it is preferable to install the cabin 10 from the stern to the center of the hull in order to secure visibility. Here, the central part of the hull may mean an arbitrary point between the stern where the engine room (E/R) is disposed and the bow where the spherical bow is provided, and does not mean exactly the central part along the longitudinal direction of the hull.

As the cabin 10 is moved to the center of the hull, it becomes difficult to load the container C in the lower area of the upper deck where the cabin 10 is installed. (100), the fuel gas supply room 210, and the tank connection unit 220, etc. are arranged to efficiently utilize the space inside the hull.

The LNG fuel tank 100 includes an appropriate level of insulation and sealing system to accommodate cryogenic LNG, and a membrane-type tank or a stand-alone tank widely used in the related art can be freely used without type restrictions.

LNG stored in the LNG fuel tank 100 or BOG generated in the LNG fuel tank 100 may be supplied as fuel of the engine E through a fuel supply line SL to be described later.

The engine room (E/R) may be provided with a main engine provided as an engine for propulsion of a ship, a power generation engine and a boiler for generating necessary power in the ship, and the like. The engine room (E/R) is classified as a gas safety zone and safety from gas hazardous zones must be secured. For example, direct entry into the gas safety zone from the gas hazardous zone is prohibited (if necessary, an air-lock is installed), and the gas piping passing through the gas safety zone must be constructed of double piping or must be completely enclosed by ducts.

The engine (E) may include at least one main engine as an engine for propulsion of a ship, and at least one power generation engine for generating necessary electric power in the ship. That is, although the engine (E) is shown as only one member in the drawing for convenience, it is understood that at least one main engine (ME) and at least one power generation engine (GE) may be provided in the engine room (E/R), respectively. should be (see FIG. 11).

The engine E may be a dual fuel engine that can be driven by receiving both fuel oil (oil fuel) and LNG (gas fuel) such as MDO and HFO as fuel, that is, a DF engine. For example, the main engine may be a ME-GI engine (Man Electric Gas Injection Engine) or an X-DF engine (eXtra long stroke Dual Fuel Engine), and the power generation engine is a Dual Fuel GEnerator (DFGE) or a Dual Fuel Diesel Generator (DFDG). , a general generator engine such as a Dual Fuel Diesel Electric Engine (DFDE).

On the other hand, there is a space remaining between the LNG fuel tank 100 disposed at the bottom of the ship and the upper deck in the hold formed on the lower side of the cabin 10, and the present invention utilizes this space to provide a fuel gas supply system. We would like to propose a structure that can be optimally arranged.

The space between the LNG fuel tank 100 and the upper deck formed to be spaced upward from the LNG fuel tank 100 is a first area (A1) and a second area (A1) disposed in front of the second area ( It may be divided into A2) and a third area (A3).

The first area (A1) is provided to cover from the second deck (2nd Deck) located on the upper side of the LNG fuel tank 100 to the upper deck, and the second area (A2) is located in front of the first area (A1). It is provided on the second deck, and the third area A3 may be provided on the first deck 1st Deck in front of the first area A1.

At this time, by forming a cofferdam between the LNG fuel tank 100 and the second deck, the influence from the LNG fuel tank 100 to the upper first to third areas A1 to A3 is minimized. can do. A cofferdam refers to a structure in which an empty space, that is, a void space, is formed between a pair of bulkheads.

A fuel gas supply room 210 and a tank connection space 220 may be disposed in the first area A1 . That is, the fuel gas supply room 210 and the tank connection unit 220 may be disposed on the second deck formed at a position spaced apart from the lower side of the upper deck in the hold formed at the lower side of the cabin 10 .

The fuel gas supply room 210 has various processing devices for supplying LNG stored in the LNG fuel tank 100 or BOG generated from the LNG fuel tank 100 according to the desired temperature and pressure conditions required by the engine E. The space provided may include a high-pressure pump and a vaporizer for processing LNG, a compressor for processing BOG, a heat exchanger, and the like.

That is, in order for a container ship to use LNG as a fuel for propulsion and operation, a treatment device for vaporizing and pressurizing the LNG stored in the LNG fuel tank 100 should be provided. It is disposed in the gas supply room 210 . At this time, when the engine E includes both the main engine and the power generation engine, a device for compressing the fuel gas to the pressure required by the main engine (eg, 150 to 400 bar), and the pressure required by the power generation engine (eg, 150 to 400 bar) 3 to 15 bar) may be equipped with a device for compressing the fuel gas.

The fuel gas supply room 210 is preferably disposed as close as possible to the LNG fuel tank 100 . This is because, when the fuel gas supply room 210 is disposed far from the LNG fuel tank 100 , heat loss may increase in terms of insulation of the pipeline for transporting LNG.

The present invention provides a fuel gas supply room 210 and an LNG fuel tank 100 by disposing the fuel gas supply room 210 directly above the LNG fuel tank 100 in a hold formed at the lower side of the cabin 10 . can be implemented closely. In addition, by arranging the fuel gas supply room 210 in the lower area of the cabin 10 in which the container C is difficult to be loaded, the space can be efficiently utilized and the loading space of the container C can be sufficiently secured.

Fuel gas having appropriate temperature and pressure conditions in the fuel gas supply room 210 may be supplied to the engine E through the fuel supply line SL. Although the drawing shows only one line of the fuel supply line SL for convenience, the fuel supply line for supplying the high-pressure compressed fuel gas to the main engine and the fuel for supplying the relatively low-pressure compressed fuel gas to the power generation engine It should be understood that each supply line may be provided.

The tank connection unit 220 is an area provided for connection with the LNG fuel tank 100, and various pipes such as a fuel supply line (SL), a gas discharge line (VL2) and a bunkering line (not shown) to be described later are connected to the LNG fuel. A space connected to the tank 100 is provided.

The LNG fuel tank 100 is provided with a dome 110 as a connection part for connecting the various pipes. In the present invention, the dome 110 of the LNG fuel tank 100 penetrates the upper cofferdam and the second deck. Thus, the upper end is located in the tank connection unit (220).

As described above, the present invention is characterized in that the tank connection unit 220 is partitioned and provided as a separate room independent of the fuel gas supply room 210 , which secures sufficient space around the dome 110 , so that the LNG fuel tank (100) It is possible to efficiently implement the inlet or withdrawal of equipment such as a cargo pump accommodated therein, and also the operator can easily perform maintenance work of various pipes or other equipment connected to the dome 110 . to create an environment where

Domestic Patent Registration No. 10-1719918 for 'gas fuel propelled container carrier' discloses a configuration in which a tank connection room is provided as a subspace in the fuel gas supply room. According to this configuration, the risk of fire or explosion increases and thermal insulation It is an arrangement reluctant to apply in ISO and actual classification because there is a problem that excessive insulation for

In the present invention, by dividing the fuel gas supply room 210 and the tank connection unit 220 into separate rooms, risk management for each room 210 and 220 can be performed separately.

The above-described fuel gas supply room 210 and the tank connection unit 220 may be arranged side by side on the same line with respect to the width direction of the hull in the first area (A1).

Referring to FIG. 7 , in one embodiment of the present invention, the fuel gas supply room 210 and the tank connection part 220 may be respectively disposed on the starboard side and the port side with respect to the width direction of the hull, and the LNG fuel tank ( The dome 110 of 100 may be formed to be inclined from the upper part of the tank to the port side so that the upper end may be located in the tank connection part 220 . In this case, it is of course possible to configure the dome of the LNG fuel tank 110 to be inclined toward the starboard side, and to change the positions of the fuel gas supply room 210 and the tank connection unit 220 with each other.

In addition, referring to FIG. 8 , in another embodiment of the present invention, two domes 110 are formed on the upper portion of the LNG fuel tank 100 to be inclined to the port side and the starboard side, respectively, and each dome 110 . The tank connection part 220 is respectively disposed on the port side and the starboard side with respect to the width direction of the hull to correspond to, and the fuel gas supply room 210 may be disposed at the center of the width direction of the hull.

However, in the present specification, the description of the present invention will be continued based on the structure shown in FIG. 7 .

On the other hand, the tank connection part 220 is a space classified as a gas dangerous zone, and a cofferdam may be formed between the tank connection part 220 and the fuel gas supply room 210 and between the tank connection part 220 and the upper deck. In particular, in the case of the tank connection part 220, when adjacent to a high fire risk zone according to SOLAS regulations, the A-60 bulkhead structure should be applied along with the cofferdam. A-60 bulkhead means a bulkhead formed by single gas tight bulkhead of all-welled construction that ensures insulation and gas isolation for up to 60 minutes in case of fire.

Since the fuel gas supply room 210 and the tank connection unit 220 disposed on the second deck are classified as a gas hazardous area, ventilation is required, and in general, the dry air can be exchanged 30 times per hour to prevent gas leakage. Be prepared. Therefore, a ventilation system (air circulation system) may be provided in each of the fuel gas supply room 210 and the tank connection unit 220 , and the present invention is on the second deck in the hold formed at the lower side of the cabin 10 . By disposing the fuel gas supply room 210 requiring ventilation and the tank connection unit 220 together, it is possible to efficiently manage the gas hazardous area.

Next, a nitrogen room (N ₂ Room), a dry powder room (Dry Powder Room), a fuel gas supply control room (FGS Control Room), etc. may be disposed in the second zone (A2), and the third zone (A3) The machine room (Accommodation Machinery Room) and the power distribution room (Electric D/B Room), etc. may be arranged.

In the nitrogen room, there is a device for supplying nitrogen gas for the purpose of leak inspection of the LNG fuel tank 100 or pressure control of the LNG fuel tank 100, or for the purpose of purging the engine E and the fuel supply line SL. It may be provided, for example, may include a nitrogen generator (N ₂ Generator) and a nitrogen buffer tank (N ₂ Buffer Tank) and the like.

Dry powder is stored in the dry powder room for fire suppression.

A control unit for controlling operations of various processing devices provided in the fuel gas supply room 210 may be disposed in the fuel gas supply control room.

The machine room is equipped with various mechanical equipment related to the operation of the cabin 10 .

Electrical system facilities such as transformers and switchboards are provided in the power distribution room for the operation of various facilities installed in the machine room.

The rooms arranged in the second area (A2) and the third area (A3) are areas classified as gas safety areas, and the fuel gas supply room 210 and the tank connection unit 220 classified as gas hazardous areas are disposed. A cofferdam may be placed between the first area A1 and spaced apart from each other. At this time, although the installation of a cofferdam may not necessarily be required depending on the nature of the rooms arranged in the second zone A2 and the third zone A3, the corresponding zone (between the first zone and the second and third zones) is to be placed in the form of a cofferdam or void to form a structure of a lashing bridge or hatch cover and hatch coaming on the upper deck, and in the present invention, a pipe trunk 250 to be described later in this space ) to be used as an arrangement space.

On the other hand, a bunkering station (Bunkering Station, 400) may be arranged on the port and starboard of the hull on the upper deck of the first area (A1).

The bunkering station 400 is configured so that LNG can be loaded into the LNG fuel tank 100 through the bunkering means introduced to the side of the hull. And it may be provided on the starboard, respectively.

If the bunkering line (not shown) for the shipment of LNG is lengthened, heat loss may increase in terms of insulation, so it is preferable that the bunkering station 400 is also disposed close to the LNG fuel tank 100, and for this purpose, the present invention The silver bunkering station 400 is disposed on the upper deck of the first area A1 in which the fuel gas supply room 210 and the tank connection part 220 are disposed.

However, the present invention is not limited thereto, and by disposing the bunkering station 400 on the lower side of the upper deck using the internal space of the first area A1 together with the fuel gas supply room 210 and the tank connection part 220 . It is also possible to achieve the effect of increasing the loading capacity of the container.

Hereinafter, the arrangement of various pipes connected to the LNG fuel tank 100 and the execution of ventilation, the arrangement of the fuel supply line SL for supplying fuel gas from the LNG fuel tank 100 to the engine E, the engine ( E) More detailed details constituting the fuel gas supply system of the container ship according to the present invention, such as the arrangement of the vent line (VL) for discharging the fuel gas remaining therein, will be described in detail.

1) Arrangement of various pipes connected to the LNG fuel tank and perform ventilation

The present invention installs a pipe trunk (250) inside a cofferdam formed in front of the first area (A1), a fuel supply line (SL), a gas discharge line (VL2), and a bunkering line (not shown) It is possible to provide a space in which various gas pipes such as those are arranged.

In front of the first zone A1, as described above, for safety reasons, an empty space (a cofferdam) is placed between the second zone A2 and the third zone A3 to be isolated, and in this case, the first zone Between (A1) and the second and third areas (A2, A3) is not only a safety reason, but also a lashing bridge or hatch cover and hatch coaming for fixing the container (C). It is a space where a void should be placed for the formation of the structure of the Coaming.

The present invention installs a pipe trunk 250 as a passage through which gas pipes such as a fuel supply line (SL), a gas discharge line (VL2) and a bunkering line (not shown) can be extended using the space (cofferdam). do.

Specifically, as shown in FIGS. 9 and 10 , the delivery of LNG or BOG from the dome 110 of the LNG fuel tank 100 located in the tank connection part 220 to the fuel gas supply room 210 . The line DL is not formed to pass through the cofferdam formed between the tank connection unit 220 and the fuel gas supply room 210 , but an arrangement path may be formed to pass through the pipe trunk 250 .

Although the delivery line (DL) may be configured to pass through the cofferdam between the tank connection part 220 and the fuel gas supply room 210, the gas pipe passing through a closed area such as the cofferdam is double based on the IGF Code. It is required to be piped, and since air exchange (A/C) must be made 30 times per hour for the space between the outer pipe and the inner pipe of the double pipe, it is not preferable in terms of cost or ease of installation.

After the fuel supply line SL connected from the fuel gas supply room 210 and the gas discharge line VL2 connected from the tank connection part 220 are respectively extended toward the side of the hull in the pipe trunk 250, It is bent upward from the side of the pipe trunk 250 and penetrates the upper deck upward.

And, as will be described later, the fuel supply line (SL) extends to the engine room (E/R) side along the side of the hull, and the gas discharge line (VL2) is along the outer wall of the cabin (10) of the cabin (10). It extends to the vent mast (VM) installed on the upper part.

According to the IGF Code on safety standards related to LNG-powered ships, the gas pipe through which fuel gas flows must consist of double pipes when passing through an enclosed area, and the space between the outer pipe and the inner pipe of the double pipe is 30 per hour. A meeting air exchange (A/C) is required to take place.

According to the present invention, a pipe trunk 250 is installed in an empty space formed in front of the first area A1 to provide a path through which a gas pipe such as a fuel supply line SL can pass, and the entire pipe trunk 250 is provided. By performing air exchange (A/C) 30 times per hour with respect to the air conditioner, ventilation required for various gas pipes extending through the pipe trunker 250 can be performed integrally.

Referring to FIG. 9 , the pipe trunk 250 may receive external air through the intake pipe 251 communicating with the outside through the upper deck, and the air inside the pipe trunk 250 is the outlet of the exhaust pipe 252 . It may be discharged to the outside of the hull by the exhaust fan 253 installed in the hull. The exhaust fan 253 should always be operated in a gas mode in which the engine E uses LNG.

On the other hand, as described above, instead of directly connecting the intake pipe 251 and the exhaust pipe 252 to the pipe trunk 250 to communicate with the outside of the hull, a fan room ( Fan Room) and may be configured to ventilate the pipe trunk 250 using an exhaust fan installed in the fan room. In this case, a duct trunk extending vertically between the pipe trunk 250 and the fan room of the cabin 10 may be installed.

In the present invention as described above, since ventilation is performed on the entire inner space of the pipe trunk 250 in which various gas pipes such as the fuel supply line SL are disposed, the integration of the gas pipes disposed inside the pipe trunk 250 is performed. It is possible to implement an effective ventilation, and accordingly, it is possible to configure the gas pipes disposed in the pipe trunk 250 as a single pipe instead of a double pipe.

Therefore, according to the present invention, it is possible to reduce costs by reducing the amount of double piping and reducing the amount of exhaust fans required for ventilation, and there is an effect of improving the flexibility of the piping arrangement in design.

In addition, in the present invention, as the fuel gas supply room 210 and the tank connection part 220 are disposed below the cabin 10, various gas pipes connected from the fuel gas supply room 210 and the tank connection part 220 ( SL, VL2, bunkering line, etc.) must go up through the upper deck in order to be connected to the engine room (E/R) or the vent mast (VM). At this time, various gas pipes are integrated through the aforementioned pipe trunk 250 By securing a space that can be disposed as a , it is possible to minimize the case where gas pipes are disposed through other rooms and to enable efficient disposition.

2) Regarding the arrangement of fuel supply line and GVT

In the fuel gas supply room 210 , the fuel gas adjusted to the temperature and pressure conditions required by the engine E may be supplied to the engine E through the fuel supply line SL.

As described above, the fuel supply line SL extends from the fuel gas supply room 210 to the upper side of the upper deck via the pipe trunk 250, and as shown in FIGS. 4 and 5, the hull on the upper deck. After extending to the stern side through the side of the GVT room 300 is connected to the engine room (E / R).

As described above, the fuel supply line SL may include a fuel supply line for supplying high-pressure fuel gas to the main engine and a fuel supply line for supplying a relatively low-pressure fuel gas to the power generation engine. A GVT is installed on a fuel supply line that supplies high-pressure fuel gas to the main engine, and a GVU is installed on a fuel supply line that supplies fuel gas to the power generation engine.

In the present invention, the GVU may be disposed in the engine room (E/R) by applying an explosion-proof design that is sealed with a separate housing or the like for the reason that it should be disposed close to the power generation engine.

Meanwhile, in the present invention, the GVT is not disposed in the fuel gas supply room 30 (refer to FIGS. 1 and 2) as in the prior art, but is configured separately on the upper deck of the upper deck located above the engine room (E/R). is placed in the GVT room 300 .

GVT room 300 may be configured to be spaced apart as a separate room on the side of the engine casing 40 on the upper deck of the engine room (E / R). Although it is shown in the drawing that the GVT room 300 is disposed on the starboard side of the engine casing 40 , the GVT room 300 may of course be disposed on the port side of the engine casing 40 .

According to the present invention in which the GVT is arranged by configuring the GVT room 300 on the upper deck of the engine room (E/R) in this way, from the GVT disposed in the GVT room 300, the engine (E) (in more detail As the distance between the main engines is reduced, the length of the fuel supply line (SL), which must be configured as a double pipe, is shortened, thereby reducing costs, and a fan that must be provided to ventilate the inside of the double pipe. There is also an effect of reducing the capacity of (not shown).

In addition, according to the present invention, since the distance between the GVT and the engine E is formed to be short, even if an ESD situation occurs, the GVT can be blocked at the immediately preceding stage of the engine E, thereby remarkably reducing the potential risk factors, and the GVT It is possible to quickly discharge the fuel gas existing between the engine (E) and the vent line (VL) to be described later, so that it is possible to quickly respond to an emergency.

In addition, according to the present invention, it is possible to significantly reduce the amount of nitrogen gas consumed for purging the engine (E), it is possible to optimize the capacity of the nitrogen generator (not shown) and the nitrogen buffer tank (not shown). For example, when the LNG fuel tank 100 is provided as a pressure type tank such as an IMO type B tank, nitrogen gas is used for pressurizing the LNG fuel tank 100 , but excessive nitrogen during purging of the engine E When gas is consumed, there is a risk that a problem may occur in the pressure maintenance control of the LNG fuel tank. However, the present invention can dispel such concerns as it is possible to significantly reduce the amount of nitrogen gas consumed for purging the engine (E).

The GVT room 300 is classified as a gas hazardous area and must be ventilated periodically (A/C 30 times per hour). An exhaust fan (not shown) may be installed in the GVT room 300 , and the exhaust fan (not shown) installed in the GVT room 300 should always be operated in the gas mode in which the engine E uses LNG.

On the other hand, since the container ship to which the present invention is applied is usually loaded with a plurality of containers (C) on the upper deck, it is not easy to secure an arrangement route of the piping such as the fuel supply line (SL). In addition, it can be assumed that the fuel supply line (SL) is damaged by the container (C) cargo or other falling objects. In the prior art, in consideration of this problem, the fuel supply line was usually arranged through a narrow trunk under the upper deck, but this was a part requiring improvement due to the considerable difficulty in arranging the piping.

In order to solve this problem, the present invention is to secure an arrangement path of the fuel supply line (SL) using the hatch coaming (HC) installed on the upper deck.

In a container ship, a container (C) disposed on the side of the containers (C) loaded on the upper deck of the upper deck is supported by a hatch cover and a stool (stool). And, as shown in FIG. 13, a hatch coaming (HC) on which a hatch cover (not shown) is seated is installed on the hull side on the upper deck, and the fuel from the fuel gas supply room 210 to the engine E in the present invention. A fuel supply line (SL) for supplying may be disposed on the lower portion of the hatch coaming on the upper deck.

In the present invention, the lower side of the hatch coaming HC is cut in an inwardly recessed form so that a space in which the fuel supply line SL extends can be provided at the lower side of the hatch coaming HC. At this time, the strength of hatch coaming (HC) can be maintained through structural analysis.

As described above, according to the present invention in which the arrangement path of the fuel supply line SL is secured through the cut part on the lower part of the hatch coaming HC, the ease of operation of butt welding is maximized, and the upper part is protected from unexpected falling objects. There is an effect of physically protecting the fuel supply line SL.

3) Regarding the arrangement of the vent line

On the other hand, as mentioned in the background art, in the prior art (see FIGS. 1 and 2 ), a vent line VL for discharging (purging) the residual gas inside the engine E is disposed at the rear of the cabin 10 . Since it extends to the vent mast 50, there are problems that occur due to the considerable length of the vent line VL.

In order to solve this problem, the present invention proposes a method in which the vent line (VL) for discharging residual gas inside the engine (E) is independently configured and positioned on the casing top of the engine casing (40). .

Hereinafter, the arrangement of the vent line VL will be described with reference to FIGS. 4, 5, 11 and 12 . For reference, although the vent line VL is illustrated as being connected only to the main engine ME in FIG. 11 for convenience, the vent line VL may be connected to the main engine ME as well as the power generation engine GE. In addition, although not shown in the drawing, the fuel gas remaining in the fuel supply line between the main engine (ME) and the GVT and the fuel gas remaining in the fuel supply line between the power generation engine (GE) and the GVU are also included in the vent line ( It can be configured to be discharged through VL).

The engine casing 40 is formed on the casing portion 41 provided in the form of a casing to protect the exhaust gas pipe P and equipment provided therein, and the casing portion 41 is formed in the engine room Exhaust gas pipes (P) for discharging exhaust gas generated from (E/R) and other accumulated air therein may include a funnel part 42 extending therein, and the casing top is the uppermost end of the casing part 41 . means

The vent line VL may extend directly upward from the engine room E/R so that the outlet may be located in the casing top of the engine casing 40 . However, the present invention is not limited thereto, and the outlet of the vent line (VL) is an A-deck, a B-deck, or It may also be formed in other deck locations.

The vent line VL extends upward through the upper deck on the side of the engine casing 40 , and the outlet may extend to the casing top of the engine casing 40 . That is, the extension path of the vent line (VL) is formed on the outside of the engine casing 40, and is spaced apart from the engine casing 40 to secure a safety distance prescribed by the classification.

The outlet of the vent line VL may be supported by an additional structure extending in the horizontal direction from the casing 41 . In this embodiment shown in FIGS. 11 and 12 , a wing-shaped structure 43 extending in the horizontal direction is installed on the upper portion of the casing part 41 , and the vent line VL is formed by the wing structure 43 . It provides a support structure. At this time, as the vent line VL is configured to the outside air, a support for reinforcing vibration, etc. may be additionally installed on the upper portion of the upper deck for stable support of the vent line VL.

On the other hand, in the present invention, the vent line (VL) should be distinguished from the exhaust gas pipe (P) disposed inside the engine casing (40). Exhaust gas generated from the engine (E) is a product after combustion is completed and there is little risk of explosion, whereas the fuel gas remaining inside the engine (E) is a flammable gas with a risk of explosion, so a vent that discharges it Compared to the exhaust gas pipe P, the line VL has no choice but to have design restrictions for safety reasons, and therefore the concepts of the vent line VL and the exhaust gas pipe P should not be confused in the present invention.

While the exhaust gas pipe (P) extends through the inner space of the engine casing (40), the vent line (VL) is treated as a double pipe in order to be disposed inside the engine casing (40) classified as a gas safety zone (or enclosed by a duct) is required.

Therefore, in the present invention, by applying a structure in which the vent line VL is spaced apart from the engine casing 40 by a predetermined distance, there is no need to configure the vent line VL as a double pipe. However, the piping arranged inside the engine room (E/R) in the vent line (VL) is treated as a double pipe.

The vent line VL may extend upward through the GVT room 300 disposed on the side of the engine casing 40, and the fuel gas remaining on the fuel supply line between the GVT and the main engine is also ) can be configured to be discharged through

According to the present invention as described above, it is possible to configure the vent line (VL) for discharging the residual gas inside the engine (E) as short as possible from the engine room (E/R) to the upper part of the engine casing (40). Accordingly, it is possible to quickly discharge the residual gas inside the engine (E) in an ESD situation, thereby significantly improving the stability.

In addition, according to the present invention, it is possible to reduce the amount of nitrogen gas consumed for purging the vent line (VL) of the engine (E), and the effect thereof is as described above in the context of purging of the fuel supply line (SL). have.

In addition, according to the present invention, since the vent line (VL) does not extend along the hull side, but extends directly upward from the engine room (E/R), the arrangement path of the fuel supply line (SL) disposed on the hull side is secured is more advantageous, and there is an effect of optimizing the quantity of butt welding and reducing the quantity according to the reduction in the length of the bent line (VL).

4) Regarding the arrangement of the gas discharge line

Since BOG is continuously generated in the interior of the LNG fuel tank 100 and causes an increase in the internal pressure of the tank, it may lead to a risk of explosion or the like if the pressure in the tank is left unattended. A gas discharge line VL2 for discharging gas is connected.

In the prior art (see FIGS. 1 and 2 ), BOG generated in the LNG fuel tank 20 was discharged through the vent mast 50 installed at the rear of the cabin 10 . However, according to the IGF Code on safety standards related to LNG-powered ships, there is a regulation that the exit of the vent mast must be located at least a certain distance (10m) from the cabin 10 and the gas safety area inside the ship. In order to install the huge vent mast 50 so that it can be located higher than the cabin 10, there is a problem that excessive cost is consumed.

Accordingly, in the present invention, a relatively small vent mast (VM) is installed on the Compass Deck, which is the uppermost deck of the cabin 10, and the gas discharge line (VL2) is extended along the outer wall of the cabin 10. By applying a structure that connects to a vent mast (VM), it is intended to achieve cost savings through reduction of material quantity.

As described above, the gas discharge line VL2 extends from the dome 110 of the LNG fuel tank 100 to the upper side of the upper deck through the pipe trunk 250, and along the outer wall of the cabin 10, the cabin 10 ) can be connected to the upper vent mast (VM). At this time, the gas discharge line (VL2) may be supported by a structure such as a support or duct installed on the outer wall of the cabin 10, and a predetermined distance from the cabin 10 to ensure a safety distance prescribed by the classification They may be spaced apart from each other.

When the internal pressure of the LNG fuel tank 100 rises, the BOG generated in the LNG fuel tank 100 may be forcibly discharged through the gas discharge line VL2, and the BOG discharged through the gas discharge line VL2 is (10) It is discharged to the outside air through the upper vent mast (VM).

According to the present invention, there is no need to provide a vent mast with a huge structure in order to discharge BOG generated in the LNG fuel tank as in the prior art. Accordingly, there is an effect of cost reduction due to a reduction in the amount of materials.

As in the present invention, the residual gas purged from the engine E in the present invention is not the gas exhaust line VL2, but can be installed in the upper part of the cabin 10 by reducing the size of the vent mast VM as in the present invention. This is because the discharge is made in the vent line (VL).

That is, in the present invention, since the fuel gas remaining inside the engine E is treated through the independently configured vent line VL, the conventional vent mast 50 (see FIG. 2 ) is used in the LNG fuel tank 20 . Contrary to the fact that the generated BOG and the exhaust of the residual gas and the purging gas inside the engine E had to be all involved, the vent mast (VM) of the present invention is only involved in the discharge of the BOG generated in the LNG fuel tank 100. Therefore, the processing capacity of the bent mast (VM) can be reduced.

The present invention is not limited to the described embodiments, and it is apparent to those skilled in the art that various modifications and variations can be made without departing from the spirit and scope of the present invention. Accordingly, it should be said that such modifications or variations are included in the claims of the present invention.

10 : cabin
40: engine casing
100: LNG fuel tank
110 : dome
210: fuel gas supply room
220: tank connection part
250: pipe trunk
300 : GVT Room
400: bunkering station

Claims (6)

In a container ship of a twin island structure in which a cabin is arranged in the center of a hull,
LNG fuel tanks arranged to be spaced apart from the lower side of the upper deck where the cabin is installed;
a first section partitioned at the rear in a space formed between the second deck and the upper deck positioned above the LNG fuel tank;
a second zone partitioned to be spaced apart in the front with a first cofferdam between the first zone and the space in the space;
a pipe trunk installed inside the first cofferdam;
a fuel gas supply room disposed in the first zone and configured to supply the fuel gas stored in the LNG fuel tank as a fuel of the engine;
a tank connection part disposed in the first zone and positioned at an upper end of a dome provided on an upper portion of the LNG fuel tank;
a delivery line for delivering the fuel gas from the dome to the fuel gas supply room; and
and a fuel supply line for supplying the fuel gas from the fuel gas supply room to the engine,
The fuel gas supply room and the tank connection part are each divided into separate separate rooms, and are arranged side by side along the transverse direction of the hull in the first zone,
The delivery line and the fuel supply line are characterized in that an extension path is formed to pass through the pipe trunk,
Fuel gas supply system for container ships. The method according to claim 1,
Further comprising a gas discharge line for discharging BOG generated in the LNG fuel tank when the pressure of the LNG fuel tank rises,
The gas discharge line is characterized in that an extension path is formed to pass through the pipe trunk,
Fuel gas supply system for container ships. 3. The method according to claim 2,
Characterized in that through ventilation of the entire pipe trunk, ventilation of the delivery line, the fuel supply line and the gas discharge line is integrally performed,
Fuel gas supply system for container ships. 4. The method according to claim 3,
The delivery line, the fuel supply line and the gas discharge line arranged in the pipe trunk are characterized in that they are composed of a single pipe,
Fuel gas supply system for container ships. The method according to claim 1,
The fuel gas supply room and the tank connection part disposed in the first zone are classified as a gas hazardous zone,
characterized in that another room classified as a gas safety zone is disposed in the second zone,
Fuel gas supply system for container ships. The method according to claim 1,
Further comprising a second cofferdam formed between the fuel gas supply room and the tank connection,
The transmission line is characterized in that an extension path is formed to bypass the second cofferdam,
Fuel gas supply system for container ships.

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