KR102526828B1 - Ship - Google Patents

Abstract

The ship includes a plurality of fuel tanks 21 , an intermediate tank 22 , and a main engine 9 . The fuel tank 21 stores liquefied petroleum gas in a pressurized state. The intermediate tank 22 is connected to a plurality of fuel tanks 21, and the liquefied petroleum gas is selectively supplied from the plurality of fuel tanks 21. The main cycle 9 is driven using liquefied petroleum gas supplied from the intermediate tank 22 as fuel.

Description

ship {SHIP}

This invention relates to ships.

This application claims priority based on Japanese Patent Application No. 2017-075914 for which it applied to Japan on April 6, 2017, and uses the content here.

BACKGROUND OF THE INVENTION In ships, suppression of emission of air pollutants such as carbon dioxide and sulfur oxides is desired. In order to suppress the emission of such air pollutants, there is a method of using liquefied natural gas (LNG) as fuel. However, liquefied natural gas increases in size while transportation facilities become complicated.

Patent Literature 1 discloses a system for transporting natural gas using natural gas hydrate (NGH). This natural gas hydrate can pack about 170 times more gas under a low-temperature and high-pressure environment (for example, -30 degrees Celsius or lower at 10 atm), and is easier to handle than liquefied natural gas.

Japanese Unexamined Patent Publication No. 2008-105447

The natural gas hydrate described in Patent Literature 1 is easier to handle than liquefied natural gas, but it is still difficult to handle because low temperature and high pressure must be maintained. Since land-side facilities capable of supplying natural gas hydrate are limited, it is assumed that fuel procurement becomes difficult.

This invention provides a ship capable of suppressing emission of air pollutants while facilitating fuel procurement and fuel handling.

According to the first aspect of the present invention, a ship includes a plurality of fuel tanks, an intermediate tank, and a main engine. A plurality of fuel tanks store liquefied petroleum gas in a pressurized state. As for the intermediate tank, the plurality of fuel tanks are connected, and the liquefied petroleum gas is selectively supplied from the plurality of fuel tanks. The cycle is driven by using the liquefied petroleum gas supplied from the intermediate tank as fuel.

By configuring in this way, the liquefied petroleum gas in a pressurized state stored in the plurality of fuel tanks is supplied to the main engine via the intermediate tanks, respectively. Since liquefied petroleum gas in a pressurized state does not vaporize even at normal temperature, a re-liquefying device or the like is not basically required. In addition, by using a plurality of fuel tanks with small capacities, it is not necessary to use expensive large-sized pressurized tanks. As for liquefied petroleum gas in a pressurized state, supply facilities on land are provided, so fuel procurement is also easy. Since the liquefied petroleum gas is supplied to the cycle through the intermediate tank, it is not necessary to stop the cycle even when switching a plurality of fuel tanks supplying the liquefied petroleum gas. Because of this, it is possible to smoothly switch fuel tanks.

Therefore, it is possible to suppress emission of air pollutants while facilitating fuel procurement and fuel handling.

According to the second aspect of the present invention, the fuel tank according to the first aspect may be a portable tank that can be loaded on land.

By configuring in this way, only the empty fuel tank among the fuel tanks can be loaded onto land. A fuel tank filled with liquefied petroleum gas can be loaded and used on land. A permanent fuel tank on board can be omitted. For this reason, the piping etc. which supply pressurized liquefied petroleum gas to the fuel tank on board can be omitted.

Therefore, even if there is no port facility capable of supplying pressurized liquefied petroleum gas through piping, fuel can be supplied to ships, and handling of the fuel becomes easy. In addition, the scalability of the fuel tank and the degree of freedom of arrangement can be improved.

According to the third aspect of the present invention, the ship according to the first aspect or the second aspect may include a ship body in which a vehicle can freely board, and the fuel tank may be a tank trailer capable of being independently loaded.

With this configuration, even if there is no port facility such as a crane, the fuel tank can be carried in and out by a tractor or the like.

Therefore, handling of the fuel is further facilitated.

According to the 4th aspect of this invention, the intermediate tank concerning any one of the 1st aspect to the 3rd aspect may have a reflux pipe which circulates a part of the liquefied petroleum gas supplied to the said main cycle, and may be joined.

By configuring in this way, the intermediate tank can function as a tank for recirculating a part of the liquefied petroleum gas that has flowed into the cycle.

As a result, there is no need to provide both a tank for recirculating a part of the liquefied petroleum gas that has flowed into the main engine and an intermediate tank, and the facilities in the hull can be simplified.

According to the fifth aspect of the present invention, the ship according to any one of the first to fourth aspects may include a liquid level sensor that detects the liquid level of the intermediate tank.

With this configuration, the liquid level in the intermediate tank can be monitored. For this reason, fuel supply from a some fuel tank to an intermediate|middle tank can be performed smoothly.

According to the sixth aspect of the present invention, the fuel tank according to any one of the first to fifth aspects may be disposed above the intermediate tank.

By comprising in this way, the liquefied petroleum gas stored in the fuel tank can be sent to the intermediate tank using its own weight. For this reason, the pump for sending liquefied petroleum gas from the fuel tank to the intermediate tank can be omitted or can be made smaller.

Therefore, it is possible to further simplify the facilities within the hull.

According to the ship, it becomes possible to suppress emission of air pollutants while facilitating fuel procurement and fuel handling.

1 is a diagram showing a schematic configuration of a ship in an embodiment of the present invention.
Fig. 2 is a diagram showing a schematic configuration of a fuel supply system for a ship in an embodiment of the present invention.

Next, a ship in an embodiment of the present invention will be described based on the drawings. The ship of this embodiment will be described as an example of a RO-RO ship (roll-on/roll-off ship) capable of transporting cars and trucks as cargo.

1 is a diagram showing a schematic configuration of a ship in an embodiment of the present invention.

As shown in FIG. 1, the ship 1 in this embodiment is equipped with the ship body 2 and the upper structure 3.

The ship body 2 has a side 4, a ship bottom 5, and a plurality of decks 10. The side 4 is composed of a pair of side shell plates constituting the left and right sides, respectively. The ship bottom 5 is made of a ship bottom shell plate connecting these side sides 4.

Ship body 2 is provided with screw 7 and rudder 8 below 2A of stern.

The screw 7 is rotationally driven by the engine 9, which is a main body provided in the ship body 2, and converts the rotational energy of the engine 9 into the propulsive force of the ship body 2. The rudder 8 is provided behind the screw 7 and controls the traveling direction of the hull 2 .

The engine 9 is disposed in the main chamber 11 partitioned on the side close to the stern 2A in the lower layer of the ship body 2 . The engine 9 can be driven using liquefied petroleum gas (LPG) as a fuel. The fuel of the engine 9 is not limited to liquefied petroleum gas, but may be a combination (bifuel) or a mixture (dual fuel) of liquefied petroleum gas and other fuels. The engine 9 is not limited to driving the screw 7 . For example, a generator may be driven by the engine 9 .

The ship body 2 is provided with two shore ramps 12 for carrying in and out of cargoes such as vehicles. Ship 1 in this embodiment has shore lamp 12 (stern lamp 12A, center lamp 12B) at an intermediate position in the bow and aft direction of stern 2A and right side 4, respectively. ) is exemplified. These shore ramps 12 are connected to a freeboard deck 10A, which is a boarding deck disposed in the middle layer among the decks 10 of the hull 2 formed in a layered fashion.

When these shore ramps 12 are retracted and deployed, vehicles such as cars and trucks can pass through the shore ramps 12 from the quay and board the freeboard deck 10A. A boarded vehicle (not shown) is located at a predetermined mounting position on the deck 10 of a predetermined level, respectively, through a rampway 13, which is a ramp connecting vertically adjacent decks 10 to each other, for example. stopped and transported

The upper structure 3 is formed on the upper deck 10B of the ship body 2. The upper structure 3 is provided with bridge 3A and dwelling unit 3B.

Fig. 2 is a diagram showing a schematic configuration of a fuel supply system for a ship in an embodiment of the present invention.

As shown in FIG. 2 , the fuel supply system 20 in this embodiment includes a plurality of (n) fuel tanks 21, a plurality of branch pipes L1 to Ln, and flow rate adjustment. The valves V1 to Vn, the confluence pipe Lc, the intermediate tank 22, the fuel supply pipe Lf, the booster pump 23, the heater 24, the return pipe Lr, The control valve 25 is mainly provided. When the internal pressure of the intermediate tank 22 or each pipe or the like abnormally rises, it has emergency devices (vents) for discharging internal gas to the atmosphere, but these emergency devices are not shown in FIG. 2 . are doing

The plurality of fuel tanks 21 store liquefied petroleum gas in a pressurized state. The liquefied petroleum gas stored in these fuel tanks 21 has a pressure (normal temperature and high pressure) capable of maintaining a liquid state at normal temperature (for example, about 20 degrees Celsius). For this reason, the fuel tank 21 has pressure resistance performance according to the pressure of this liquefied petroleum gas. Since the fuel tank 21 can store fuel at normal temperature and high pressure, there is no need to provide a heat dissipation structure such as vacuum heat dissipation or a refrigerator to maintain a low temperature like liquefied natural gas. Compared with liquefied natural gas, it is advantageous in that a long-term storage is possible and a facility for re-liquefying vaporized natural gas becomes unnecessary.

The fuel tank 21 in this embodiment is a portable tank that can be carried in and out between the hull 2 and the quay. The fuel tank 21 exemplified in this embodiment is mounted on a trailer with wheels and becomes a tank trailer that can be moved. These fuel tanks 21 can be towed by a tractor T or the like. The fuel tank 21 towed by the tractor T can move up and down with respect to the hull 2 by frequenting the shore ramp 12 described above.

Each of these plurality of fuel tanks 21 is mounted in a tank trailer state in a predetermined tank space Ts (eg, see FIG. 1 ) of a predetermined hierarchy of the hull 2 . The tank space Ts in this embodiment is provided in a layer one lower than the freeboard deck 10A.

The number of fuel tanks 21 mounted in the tank space Ts (n pieces) is set from the cruising distance required by the ship 1. Each of these n fuel tanks 21 is connected to branch pipes L1 to Ln. Like the tank space Ts of this embodiment, when the tank space Ts is arranged inside the ship body 2, a gas detector, a ventilator, etc. are provided. In FIG. 1, the case where the tank space Ts is provided in the same layer is exemplified, but the tank space Ts may be provided across a plurality of layers.

Each of the ends of the branch pipes L1 to Ln is connectable to n fuel tanks 21 one by one. These branch pipes L1 to Ln are joined and connected to the confluence pipe Lc. The flow control valves V1-Vn are provided in the branch pipes L1-Ln, respectively. The flow control valves V1 to Vn are valve mechanisms that adjust flow passage areas of the branch pipes L1 to Ln, respectively. These flow control valves V1-Vn can change the degree of opening from the fully closed position to the fully open position. In this embodiment, when the fuel tank 21 communicating with the intermediate tank 22 is alternatively (optionally) switched by opening any one of the flow control valves V1 to Vn and closing all others explain about. However, these flow control valves V1 to Vn may be operated so as to simultaneously communicate a plurality of fuel tanks 21 to the intermediate tank 22 .

The confluence piping Lc communicates the branch pipes L1 to Ln with the intermediate tank 22 . That is, the merging pipe Lc guides the liquefied petroleum gas from the plurality of fuel tanks 21 toward the intermediate tank 22 . In this embodiment, the case where the branch pipes L1 to Ln are connected to one merging pipe Lc has been described, but the branch pipes L1 to Ln may be connected to the intermediate tank 22, respectively.

The intermediate tank 22 temporarily stores liquefied petroleum gas supplied from the fuel tank 21 through the confluence pipe Lc. Like the fuel tank 21 described above, this intermediate tank 22 stores liquefied petroleum gas in a pressurized state so that the liquefied petroleum gas can maintain a liquid state. The intermediate tank 22 is provided with a liquid level sensor S1 that detects the liquid level of the liquefied petroleum gas. Based on the detection result of this liquid level sensor S1, the flow volume adjustment of the liquefied petroleum gas by the flow control valves V1-Vn mentioned above is made.

The intermediate tank 22 in this embodiment is installed in a layer lower than the layer in which the fuel tank 21 described above is provided (see Fig. 1). Thus, in this embodiment, the liquefied petroleum gas stored in the fuel tank 21 can flow into the intermediate tank 22 by its own weight.

The fuel supply pipe Lf is a pipe that supplies the liquefied petroleum gas temporarily stored in the intermediate tank 22 to the engine 9 . The fuel supply piping Lf in this embodiment is connected to the fuel pump 26 which discharges liquefied petroleum gas from the intermediate tank 22. When the liquid level of the intermediate tank 22 is above the engine 9 or the booster pump 23, the fuel pump 26 can be omitted in some cases.

The booster pump 23 is provided in the middle of the fuel supply pipe Lf. This booster pump 23 boosts the pressure of the liquefied petroleum gas (for example, about 18 bar) in the intermediate tank 22 (for example, about 50 bar) and supplies it to the engine 9 .

The heater 24 heats the liquefied petroleum gas pressure boosted by the boost pump 23 to a predetermined temperature (eg, about 50 degrees Celsius). That is, the liquefied petroleum gas heated and heated by the booster pump 23 and the heater 24 is supplied to the engine 9 .

The reflux piping Lr is a piping that refluxes a part of the liquefied petroleum gas supplied to the engine 9 to the intermediate tank 22 . A control valve 25 is provided in the middle of the return pipe Lr.

The control valve 25 adjusts the flow rate of the liquefied petroleum gas refluxed to the intermediate tank 22 through the reflux pipe Lr. The control valve 25 may adjust the flow rate by increasing or decreasing the pressure of the refluxed liquefied petroleum gas according to the pressure in the intermediate tank 22 or the like, for example.

According to the ship 1 of the embodiment described above, the liquefied petroleum gas in a pressurized state stored in the plurality of fuel tanks 21 is supplied to the engine 9 as the main engine via the intermediate tank 22, respectively. Since liquefied petroleum gas in such a pressurized state does not vaporize even at room temperature, a re-liquefying device or the like is basically unnecessary.

Since a plurality of small-capacity fuel tanks 21 can be used, there is no need to use an expensive large-sized pressurized tank.

As for liquefied petroleum gas in a pressurized state, fuel procurement is also easy because land infrastructure is provided.

Liquefied petroleum gas is supplied to the engine 9 through an intermediate tank 22 . For this reason, even when switching the several fuel tanks 21 which supply liquefied petroleum gas, it is not necessary to stop the engine 9, and the fuel tank 21 can be switched smoothly.

As a result, it is possible to suppress emission of air pollutants while facilitating fuel procurement and fuel handling.

Since the fuel tank 21 is a portable tank, only the empty fuel tank 21 can be loaded onto land. On land, the fuel tank 21 filled with liquefied petroleum gas can be loaded on board and used. A permanent fuel tank on board can be omitted. Thereby, the piping etc. which supply pressurized liquefied petroleum gas to the fuel tank on board can be omitted.

As a result, even if there is no port facility capable of supplying pressurized liquefied petroleum gas through piping or a ship without piping space for supplying liquefied petroleum gas as fuel, fuel can be supplied and fuel handling is easy. it gets done

When the fuel tank 21 is a tank trailer, even if there is no port facility such as a crane, the fuel tank 21 can be carried in and out by being towed by a tractor. As a result, handling of the fuel becomes easier.

The intermediate tank 22 can function as a tank for recirculating a part of the liquefied petroleum gas supplied to the engine 9 . As a result, there is no need to provide both the tank for recirculating the blowby gas and the intermediate tank 22, and the facilities in the ship body 2 can be simplified.

The liquid level of the intermediate tank 22 can be monitored by the liquid level sensor S1. For this reason, fuel supply from the plurality of fuel tanks 21 to the intermediate tank 22 can be performed smoothly.

Since the fuel tank 21 is installed above the intermediate tank 22, the liquefied petroleum gas stored in the fuel tank 21 can be sent to the intermediate tank 22 using its own weight. For this reason, the pump for sending liquefied petroleum gas from the fuel tank 21 to the intermediate tank 22 can be omitted or can be made into a smaller one. As a result, it is possible to further simplify the facilities within the hull.

This invention is not limited to the structure of the above-mentioned embodiment, but a design change is possible within the range which does not deviate from the summary.

For example, in the above-described embodiment, the case where the fuel tank 21 is disposed on the deck 10 below the upper deck 10B, which is an exposed deck, has been described. However, the arrangement of the fuel tanks 21 is not limited to the arrangement described above, and may be arranged above the upper deck 10B, for example. In this case, facilities for performing ventilation or the like around the fuel tank 21 become unnecessary, so the facilities can be simplified.

In the embodiment described above, the case where the ship 1 is an RO-RO ship has been described as an example, but the type of the ship 1 is not limited to the RO-RO ship described above. Moreover, although the case where the ship 1 has the shore ramp 12 in which a vehicle can go up and down has been demonstrated, the ship 1 in which a vehicle cannot go up and down may be sufficient. What is necessary is just to lift and lower the fuel tank 21 by the crane which a port facility or the ship 1 is equipped with in the case of such a ship 1 which can not be lifted by a vehicle.

As the fuel tank 21, a cylindrical fuel tank was exemplified, but the shape of the fuel tank 21 is not limited to a cylindrical shape. The case where the fuel tank 21 is arranged so that the center line of the cylindrical fuel tank 21 follows the deck 10 has been described. However, the fuel tank 21 may be arranged such that the center line of the cylindrical fuel tank 21 is directed in the vertical direction.

Although the case where the fuel tank 21 is a tank trailer that can be separated from the tractor T has been described, a vehicle such as a tank lorry or the like in which the fuel tank 21 cannot be separated from a cabin (driver's seat) may be used.

The fuel tank 21 may be housed in an ISO standard container such as a 20-foot container or a 40-foot container and transported. By doing in this way, it is possible to use the loading and unloading facilities in a container ship. Moreover, since it can be easily stacked vertically, the degree of freedom of arrangement can be further improved.

The case where the opening degree of the above-mentioned flow control valves V1-Vn was adjusted according to the liquid level of the intermediate tank 22 was demonstrated. However, the opening degree adjustment of these flow control valves V1-Vn may be performed automatically using a control device. In this case, the controller determines that the liquid level of the intermediate tank 22 is determined based on the information on the liquid level of the intermediate tank 22 and the remaining quantity information detected by the remaining quantity gauge (not shown) of each fuel tank 21. What is necessary is just to adjust the opening degree of flow control valves V1-Vn by controlling an actuator so that it may not fall below a predetermined level.

INDUSTRIAL APPLICATION This invention can be applied to the ship provided with the engine driven by using liquefied petroleum gas as fuel. A ship to which this invention is applied can suppress emission of air pollutants while facilitating fuel procurement and fuel handling.

1 ship
2 hull
2A stern
2F player
3 Superstructure
4 broadside
5 bottom
7 screw
8 key
9 engine
10 deck
10A freeboard deck
10B upper deck
11 cycle room
12 shore lamp
12A stern lamp
12B center lamp
13 Rampway
20 fuel supply system
21 fuel tank
22 medium tank
23 boost pump
24 heater
25 control valve
26 fuel pump
L1~Ln branch pipe
V1~Vn flow control valve
S1 liquid level sensor
T tractor
Ts tank space

Claims (6)

A plurality of fuel tanks for storing liquefied petroleum gas in a room temperature pressurized state;
An intermediate tank to which the plurality of fuel tanks are connected, selectively supplying the liquefied petroleum gas in the normal temperature pressurized state from the plurality of fuel tanks and storing the liquefied petroleum gas in the normal temperature pressurized state;
A cycle driven by using the liquefied petroleum gas supplied by the intermediate tank as fuel;
A fuel supply pipe supplying the liquefied petroleum gas stored in the intermediate tank to the cycle;
A boosting pump provided in the middle of the fuel supply pipe to boost the liquefied petroleum gas in the intermediate tank and supply it to the main cycle;
A heater for heating the liquefied petroleum gas boosted by the boosting pump,
The fuel tank is a portable tank that can be loaded on land. According to claim 1,
The vehicle is equipped with a hull that can be boarded frequently,
A vessel in which the fuel tank is often a possible tank trailer. According to claim 1 or 2,
The intermediate tank,
A vessel in which a reflux pipe for refluxing a part of the liquefied petroleum gas supplied to the main cycle is joined and connected. According to claim 1 or 2,
A ship having a liquid level sensor for detecting the liquid level in the intermediate tank. According to claim 1 or 2,
The fuel tank is disposed above the intermediate tank. delete

Images