KR102538596B1 - Gas Venting and Purging System for Ship - Google Patents

Abstract

A gas venting and purging system for a vessel is disclosed. A gas venting and purging system of a ship according to the present invention includes an engine mounted in an engine room partitioned at the stern of a ship and capable of being driven using fuel gas; A fuel gas supply unit for supplying compressed fuel gas to conditions required by the engine; A fuel gas supply line for supplying the fuel gas compressed in the fuel gas supply unit to the engine; A gas valve unit installed on the fuel gas supply line to adjust the pressure and flow rate of the fuel gas supplied to the engine; And a gas discharge line connected to the engine and gas valve unit to discharge residual gas inside the engine and gas valve unit, wherein the gas discharge line extends to a mooring deck located at the rear of the engine room, It is characterized in that it is connected to the vent structure installed on the mooring deck.

Description

Gas Venting and Purging System for Ship}

The present invention relates to a gas venting and purging system of a ship, and more particularly, in a ship equipped with an engine driven by using fuel gas, when the engine is stopped or a problem occurs in the supply of fuel gas, the fuel gas It relates to a gas venting and purging system of a ship that discharges fuel gas remaining inside an engine system including a supplied piping system outboard.

In general, fuel oil (fuel oil) such as HFO (Heavy Fuel Oil) or MDO (Marine Diesel Oil) has been used as fuel for combustion engines such as engines in ships. However, fuel oil is a major cause of environmental pollution because it contains greenhouse gases and various harmful substances among exhaust gases generated during combustion.

In recent years, as the need for environmental pollution prevention is required worldwide, regulations on the use of fuel oil are gradually being strengthened. In accordance with this trend, liquefied natural gas (LNG) or compressed natural gas It is being considered to use a clean fuel gas such as CNG) as a fuel for ships in place of or together with fuel oil.

In addition, recently, development of a dual fuel engine (hereinafter referred to as 'DF engine') that can use both fuel oil and fuel gas as fuel has been actively conducted. The DF engine is a kind of hybrid concept engine, also called a mixed-firing engine, and is in the limelight as an eco-friendly engine that can drastically reduce fuel consumption, carbon emissions, and operating expenses. For example, the ME-GI engine (MAN Electronic-Gas Injection Engine) developed by MAN is a 2-stroke high-pressure gas injection engine that can use both heavy oil and natural gas as fuel. It can reduce material emissions by 23% for carbon dioxide, 80% for nitrogen compounds, and 95% for sulfur compounds.

On the other hand, when an engine mounted on a gas fuel ship switches operation from a gas mode operated using fuel gas to an oil mode using fuel oil, or a gas trip ( When a trip occurs, the fuel gas remaining on the engine and the line supplying the fuel gas to the engine must be vented to the outside and purged.

To this end, the existing LNGC (LNG Carrier) or LFS (LNG Fueled Ship) ships remain by connecting the gas vent line to the vent mast installed on the upper part of the cargo area where the cargo hold is located. Venting and purging of fuel gas were performed.

According to this conventional ship structure, the gas vent line should be extended from the engine mounted in the engine room to the vent mast provided in the upper part of the cargo hold. Difficulties were unavoidable in having to connect and arrange pipes that are excessively consumed and usually made of stainless steel by butt welding.

In addition, considerable pressure must be provided to discharge residual gas through a 200-300m line, and to prevent a phenomenon in which gas cannot be discharged due to liquid accumulation in the middle of the line, piping must be installed so that a reverse gradient is not formed. Design difficulties also followed.

In addition, since the conventional ship in which the vent mast is disposed in the cargo area has a high possibility that gas discharged from the vent mast will flow into the cabin (accommodation) during forward navigation, the vent There is also a disadvantage in design that the mast must be installed high.

The present invention is to solve the problems of the prior art as described above, and realizes the simplified arrangement of the ship through the optimal arrangement of the gas venting and purging system of the ship equipped with an engine driven by using fuel gas, thereby realizing the ship's It is an object of the invention to significantly improve drying properties and productivity.

According to one aspect of the present invention for achieving the above object, an engine mounted in an engine room partitioned at the stern of a ship and capable of being driven using fuel gas; a fuel gas supply unit for compressing and supplying fuel gas to conditions required by the engine; a fuel gas supply line supplying the fuel gas compressed in the fuel gas supply unit to the engine; a gas valve unit installed on the fuel gas supply line to adjust the pressure and flow rate of the fuel gas supplied to the engine; And a gas discharge line connected to the engine and the gas valve unit to discharge residual gas inside the engine and the gas valve unit, wherein the gas discharge line is a mooring deck located at the rear of the engine room. ), characterized in that it is connected to a vent structure installed on the mooring deck, a gas venting and purging system of a ship may be provided.

A gas venting and purging system of a ship according to an aspect of the present invention includes a gas valve unit room provided as a separate independent room isolated from the engine room and in which the gas valve unit is disposed; a ventilation line for performing ventilation of the gas valve unit room; an exhaust fan installed on the ventilation line to form a discharge pressure; a branch line branched from the gas discharge line and connected to the exhaust fan; and a booster line branching off from the ventilation line at a rear end of the exhaust fan and joining the gas discharge line.

When venting or purging the gas remaining inside the engine and the gas valve unit, a flow path connected to the gas discharge line from the branch line through the ventilation line and the booster line is opened and the exhaust installed on the flow path is opened. Gas discharge through the gas discharge line may be boosted by operating the fan.

The engine includes a main engine for generating propulsion power of the ship and a power generation engine for generating power required in the ship, and the fuel gas supply line, the gas valve unit, the gas valve unit room, the The gas discharge line, the ventilation line, the exhaust fan, and the booster line are provided separately for each of the main engine and the power generation engine, and the gas discharge line supplies fuel gas to the main engine and the main engine. 1 a first gas discharge line for discharging residual gas inside the first gas valve unit installed on the fuel gas supply line; And it may further include a second gas discharge line for discharging residual gas inside the second gas valve unit installed on the power generation engine and the second fuel gas supply line for supplying fuel gas to the power generation engine.

The first gas discharge line and the second gas discharge line are installed in a vertical direction on the mooring deck, and since the exhaust port is located at the rear of the ship, the weather of the ship does not need to consider the height of the cabin provided in the ship. The height can be designed to satisfy only that it is more than B/3 (B: the width of the ship) or 6 meters above the deck (Weather Deck).

A gas venting and purging system of a ship according to an aspect of the present invention includes, as the vent structure installed on the mooring deck, a pipe mast for fixing and supporting the first gas discharge line and the second gas discharge line. can include more.

The pipe mast is a structure with upper and lower portions open and may be installed around exhaust ports of the first gas discharge line and the second gas discharge line.

A drain plate is installed inside the pipe mast to block rainwater from flowing into the exhaust ports of the first gas discharge line and the second gas discharge line by collecting rainwater flowing from the upper opening and discharging it to the side portion. It can be.

The first gas discharge line and the second gas discharge line include a U-seal structure including a U-shaped trap pipe in which water is stored, and the first gas discharge line or the second gas discharge line includes a U-seal structure. Rainwater introduced into the discharge line may be prevented from flowing into the main engine or the power generation engine.

The present invention utilizes the mooring deck of the stern part located close to the engine room to form an extension path for the gas discharge line and install a vent structure to discharge gas provided for venting and purging the fuel gas remaining inside the engine system. It is possible to significantly shorten the length of the line compared to the conventional gas vent line, thereby simplifying the arrangement structure of the ship, and greatly improving the dryness and productivity of the ship as the yard volume is reduced.

Since the existing gas vent line had to be connected to the vent mast located at the upper part of the cargo area in front of the engine room, only the pipe had to be placed about 200m or more. It is common for the gas venting line to be sloped so that there is no section where the gas is stagnant. For this reason, a section formed horizontally inevitably existed, and therefore it was practically difficult to give a continuous slope. In contrast, in the present invention, the system is configured so that the gas discharge line extends to the mooring deck at the stern close to the engine and has a relatively short path, so that the horizontal section of the pipe is reduced and it is much easier to maintain the inclination compared to the existing one. The discharge of the residual gas can be performed more smoothly.

In the gas venting and purging system of a ship according to the present invention, since the exhaust port through which the residual gas inside the engine system is finally discharged is located at the rear of the ship, there is also a possibility that the vent gas will flow into the cabin (residential area) during operation of the ship. significantly decrease

In addition, since there is almost no possibility that vent gas will flow into the cabin (accommodation) during forward navigation of the ship, the height of the cabin (residential) must be determined when determining the height of the vent structure based on the IGF CODE, which is the 'Safety Standard for Liquefied Gas Propelled Ships'. There is no need to consider the height, and the vent structure only needs to be formed higher than B/3 (B: width of the ship) or 6 meters higher than the weather deck. Therefore, the present invention can have an effect of greatly improving design flexibility in installing a vent structure.

In addition, since the IGF CODE prohibits the application of a goose neck to a gas vent line, the gas vent line must be installed vertically, and thus rainwater may flow into equipment such as an engine along the gas vent line. However, the present invention is a structure for preventing the inflow of rainwater along the gas discharge line, and primarily blocks the inflow of rainwater from the pipe mast, which is a vent structure, to the exhaust port of the gas discharge line, and additionally formed on the gas discharge line By blocking the inflow of rainwater secondarily by the U-seal structure, there is an effect of reliably preventing the inflow of rainwater through the double blocking structure.

In addition, the gas venting and purging system of a ship according to the present invention can induce more rapid discharge of residual gas through a gas discharge line through association with an exhaust fan that ventilates the gas valve unit room, It can also have a dispersing effect during gas venting and purging by forced discharge using an exhaust fan.

The effects of the present invention are not limited to the above-mentioned effects, and other effects of the present invention that are not mentioned will be clearly understood from the description below.

1 is a schematic diagram of a vessel gas venting and purging system according to the present invention.

In order to fully understand the present invention and the operational advantages of the present invention and the objects and effects 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.

Matters represented in the drawings accompanying this specification may be somewhat different from the form actually implemented as a schematic drawing to easily explain the embodiments of the present invention, and the size of each component shown in the drawings is for explanation. They may be exaggerated or reduced and are not meant to be of actual size.

In addition, terms used in this specification are only used to describe specific embodiments and are not intended to limit the present invention. For example, in the present specification, 'including' a certain component means that other components may be further included, rather than excluding other components unless otherwise stated.

In addition, it should be understood that saying that a component is 'connected' to another component includes a direct connection as well as an indirect connection, and another component may exist between the two components. Singular expressions may be interpreted as including plural expressions unless the context clearly dictates otherwise.

The gas venting and purging system of a vessel according to the present invention can be applied to a vessel equipped with an engine that can be driven using fuel gas.

Here, 'fuel gas' refers to representative LNG, LPG (Liquefied Petroleum Gas), LEG (Liquefied Ethane Gas), liquefied ethylene gas, and liquefied propylene gas, etc. It may contain various liquefied gases that can be transported and used as fuel for engines in a vaporized state.

In addition, the 'ship' in the above may be interpreted as a concept including all types of vessels capable of using fuel gas as fuel for engines. Representative examples include LNGC (LNG Carrier) and LFS (LNG Fueled Ship), which use LNG as fuel, as well as LNG FPSO (Floating Production Storage Offloading) and LNG FSRU (Floating Storage Regasification Unit). Offshore structures can also be included in the concept of a ship.

Hereinafter, the present invention will be described in detail by describing preferred embodiments of the present invention with reference to the accompanying drawings. Embodiments described below are provided so that those skilled in the art can easily understand the technical idea of the present invention, and the present invention is not limited thereby.

1 is a schematic diagram of a vessel gas venting and purging system according to the present invention.

Referring to Figure 1, the ship according to the present invention, the engine 110 mounted in the engine room (E / R); And a fuel gas supply unit 200 for supplying fuel gas to the engine 110 may be provided.

The engine 110 may be an engine capable of being driven using fuel gas, and thus may include a DF engine capable of using both fuel oil and fuel gas as fuel.

More specifically, in the present invention, the engine 110 is connected to a propulsion device such as a propeller installed at the stern of the ship to generate a propulsive force of the main engine 111; And it may include a power generation engine 112 for generating power required in the ship.

The main engine 111 may be a ME-GI engine (MAN Electronic-Gas Injection Engine) or an X-DF engine (eXtra long stroke Dual Fuel Engine), and the power generation engine 112 may be a DFDE (Dual Fuel Diesel Electric Engine), It may be a general generator engine such as DFDG (Dual Fuel Diesel Generator) or DFGE (Dual Fuel GEnerator). However, in the present invention, the engine 110 is not limited to any specific engine, and any engine can be applied as long as it can be driven using various fuel gases including LNG.

In addition, the ship according to the present invention may further include a boiler 120 as equipment for producing steam required in the ship, and the boiler 120 may also be a gas boiler that can use fuel gas or fuel oil and It can be provided as a heterogeneous fuel boiler (DF Boiler) capable of co-firing of fuel gas.

The engine 110 may be mounted in an engine room (E / R) partitioned in the inner space of the hull on the stern side of the ship, and the boiler 120 is inside the engine room (E / R) or in the engine room (E / R). As a structure installed on the upper deck, engine casing in which various pipes, funnels and other equipment are arranged to discharge exhaust gas generated in the engine room (E/R) to the outside. not shown) may be disposed inside.

The ship according to the present invention may be provided with a fuel gas storage tank (not shown) for storing fuel gas used as fuel for the engine 110. The fuel gas storage tank (not shown) may be a cryogenic tank for storing fuel gas in a liquefied state at a cryogenic temperature. The fuel gas stored in the fuel gas storage tank (not shown) may also be used as fuel for the boiler 120 .

The fuel gas supply unit (FGSS: Fuel Gas Supply System, 200) receives fuel gas from a fuel gas storage tank (not shown) provided in the ship and supplies it according to the conditions required by the engine 110, the engine 110 ) is operated using fuel gas, the liquefied gas stored in the fuel gas storage tank (not shown) is forcibly vaporized and compressed and supplied to the engine 110, or the liquefied gas in the fuel gas storage tank (not shown) is naturally Boil-off gas (BOG) generated by vaporization may be compressed and supplied to the engine 110 .

The fuel gas supply unit 200 includes a vaporizer for forcibly vaporizing the liquefied gas delivered from the fuel gas storage tank (not shown), and a compressor for compressing the vaporized liquefied gas or boil-off gas to the pressure required by the engine. ), a heater for adjusting the temperature of the fuel gas, and the like may be provided.

On the other hand, since the pressure and temperature conditions of the fuel gas required by the power generation engine 112 driven by receiving the low-pressure fuel gas and the main engine 111 driven by the supplied relatively high-pressure fuel gas are different from each other, The gas supply unit 200 needs to supply fuel gas according to conditions required by the respective engines 111 and 112 .

To this end, lines for supplying fuel gas from the fuel gas supply unit 200 to the main engine 111 and the power generation engine 112 may be respectively provided. More specifically, the first fuel gas supply line SL1 for supplying fuel gas from the fuel gas supply unit 200 to the main engine 111 and the fuel gas from the fuel gas supply unit 200 to the power generation engine 112 Supplying second fuel gas supply lines SL2 may be respectively provided. In addition, a third fuel gas supply line SL3 for supplying fuel gas to the boiler 120 requiring another condition may be further provided as a separate line.

On the fuel gas supply lines (SL1 to SL3), the pressure of the fuel gas supplied to the engine 110 or boiler 120 is quickly controlled according to the load of the engine 110 or boiler 120, and, if necessary, A valve type device is installed to control the supply so that it can be quickly cut off. In general, these valve devices are grouped and called a gas valve unit (GVU), and the fuel gas compressed in the fuel gas supply unit 200 is finally controlled by the gas valve unit, such as pressure and flow rate, so that the engine 110 ) or may be supplied at a pressure corresponding to the load of the boiler 120. The gas valve unit may include a filtration filter, a gas supply valve, and a gas flow meter.

As described above, as the conditions of the fuel gas required by the main engine 111, the power generation engine 112, and the boiler 120 are different, the gas valve unit for controlling the fuel gas supplied to them is also provided individually. it is desirable

Specifically, the first gas valve unit 310 for controlling the fuel gas supplied to the main engine 111 is on the first fuel gas supply line (SL1), and the power generation engine 112 is on the second fuel gas supply line (SL2). ) The second gas valve unit 320 for controlling the fuel gas supplied to, and the third gas valve unit 330 for controlling the fuel gas supplied to the boiler 120 on the third fuel gas supply line (SL3) can be installed.

On the other hand, the gas valve unit is always exposed to the risk of gas leakage due to the nature of being composed of valve devices that handle gas. According to the classification rules prescribed in consideration of this risk, the gas valve unit is provided as an enclosed type (also called 'GVU-ED') airtightly surrounded by a separate housing, or an open type without a separate housing (Open type, also called 'GVU-OD'), it must be placed in a gas dangerous zone where ventilation (air exchange 30 times per hour) is always performed.

On the other hand, the aforementioned engine room (E/R) is classified as a gas safety zone, and safety from the gas danger zone must be secured. According to the prescribed classification rules, direct access from the gas dangerous area to the gas safe area is prohibited (air lock installation if necessary), and the gas piping passing through the gas safe area must be completely closed by a double pipe or duct.

In the present invention, in order to implement an optimal arrangement while satisfying the above classification rules, the first and second gas valve units 310 and 320 that control the supply of fuel gas to the me engine 111 and the power generation engine 112 are A third gas valve unit provided in an open type but disposed in a gas valve unit room (GVU Room) that is isolated and partitioned into a separate room from the engine room (E/R) and controls the supply of fuel gas to the boiler 120 ( 330) is equipped with a closed type and applies a structure disposed in the engine room (E / R).

More specifically, the present invention divides the two independent gas valve unit rooms (GR1, GR2) into separate rooms isolated from the engine room (E / R), and the first gas valve unit 310 in the room And the second gas valve unit 320 can be disposed respectively.

The first gas valve unit room GR1 in which the first gas valve unit 310 is disposed may be disposed in front of the second gas valve unit room GR2. As shown in the drawing, when the first gas valve unit room (GR1) is located in the middle of the engine room (E/R), the gas safety zone is separated from the first gas valve unit room (GR1) classified as a gas danger zone. Since direct access to the engine room (E / R) classified as is prohibited, the system can be configured such that access to the first gas valve unit room (GR1) is made through the upper deck.

On the other hand, in the present invention, the arrangement position of the first gas valve unit room GR1 is not limited or limited to the embodiment shown in the drawings. The first gas valve unit room (GR1) can be disposed anywhere as long as it is divided into an independent room separate from the engine room (E/R) and is easy to supply fuel gas to the main engine (111). For example, the first gas valve unit room (GR1) may be partitioned into a separate independent room and disposed immediately adjacent to the bow side front of the engine room (E/R).

The second gas valve unit room (GR2) in which the second gas valve unit 320 is disposed may be partitioned and arranged as a separate room at the rear of the stern side of the engine room (E/R), and the engine room (E/R) It can be placed immediately adjacent to the rear of.

As described above, arranging the first gas valve unit room (GR1) and the second gas valve unit room (GR2) in the front and rear of the engine room (E / R), respectively, the main engine 111 and the power generation engine 112 ) is designed considering the different pressure conditions of the fuel gas required by Since it is difficult for the second gas valve unit 320 handling low-pressure fuel gas to receive sufficient pressure in preparation for the first gas valve unit 310 handling relatively high-pressure fuel gas, the power generation engine 111 and They need to be placed close together. To this end, the present invention arranges the second gas valve unit room (GR2) immediately adjacent to the rear of the engine room (E / R), and the second gas valve unit 320 is connected to the power generation engine 111. It is to configure the fuel gas supply line (SL2) as the shortest.

In addition, in the case of a relatively small-sized power generation engine 112, it is disposed toward the stern, and the large-sized main engine 111 is disposed toward the bow rather than toward the narrow stern.

The first and second gas valve unit rooms GR1 and GR2 classified as gas danger zones may be periodically ventilated to prepare for gas leakage. Ventilation can be performed in such a way that dried air is exchanged 30 times per hour, and for this purpose, ventilation lines (RL1, RL2) and exhaust fans (F1, F2) may be provided respectively.

More specifically, a first ventilation line RL1 for sucking in air inside the first gas valve unit room GR1 and discharging it to the outside is installed to extend from the inside of the first gas valve unit room GR1 to the outside. and the first exhaust fan F1 may be installed on the first ventilation line RL1. In addition, on the first ventilation line (RL1), the first suction valve (RV11) involved in intake of air in the room of the first gas valve unit room (GR1) and the discharge of air from the rear end of the first exhaust fan (F1) A first outlet valve RV12 may be installed.

Similarly, a second ventilation line RL2 for sucking in air from the second gas valve unit room GR2 and discharging it to the outside may be installed extending from the inside of the second gas valve unit room GR2 to the outside, , The second exhaust fan (F2) may be installed on the second ventilation line (RL2). In addition, on the second ventilation line (RL2), the second suction valve (RV21) involved in intake of air in the room of the second gas valve unit room (GR2) and the discharge of air from the rear end of the second exhaust fan (F2) A second outlet valve RV22 may be installed.

In the gas mode in which the engine 110 is operated using fuel gas, the gas valve unit rooms GR1 and GR2 in which the gas valve units 310 and 320 that control the supply of fuel gas to the corresponding engines 111 and 112 are installed. ) should be ventilated.

Specifically, when the main engine 111 is operated in the gas mode, the first ventilation line RL1 must be opened and the first exhaust fan F1 must be operated for ventilation of the first gas valve unit room GR1. To this end, the first suction valve RV11 and the first outlet valve RV12 are opened so that the air inside the first gas valve unit room GR1 is sucked in and discharged through the first ventilation line RL1. When ventilation of the first gas valve unit room GR1 is not required, the first suction valve RV11 and the first outlet valve RV12 may be blocked.

When the power generation engine 112 is operated in the gas mode, the second ventilation line RL2 must be opened and the second exhaust fan F2 operated for ventilation of the second gas valve unit room GR2. To this end, the second suction valve RV21 and the second outlet valve RV22 are opened so that the air inside the second gas valve unit room GR2 is sucked in and discharged through the second ventilation line RL2. When ventilation of the second gas valve unit room GR2 is not required, the second suction valve RV21 and the second outlet valve RV22 may be blocked.

The above-described first and second outlet valves RV12 and RV22 are aimed at boosting gas discharge when rapid discharge of fuel gas remaining in the system of the main engine 111 and the power generation engine 112 is required, respectively. can be controlled, which will be discussed in more detail later.

Hereinafter, an operation in which fuel gas is supplied to the engine 110 during gas mode operation of a ship according to the present invention will be briefly reviewed and moved on.

First, liquefied gas or boil-off gas inside a fuel gas storage tank (not shown) is delivered to the fuel gas supply unit 200 and compressed according to conditions required by the engine 110 . In the case of directly using liquefied gas as fuel, a process of vaporizing the liquefied gas may be further involved.

The fuel gas compressed in the fuel gas supply unit 200 is supplied to the main engine 111 along the first fuel gas supply line SL1 or supplied to the power generation engine 112 along the second fuel gas supply line SL2. It may be, and fuel gas supply to the main engine 111 and the power generation engine 112 may be made simultaneously.

In the process of supplying the fuel gas along the fuel gas supply lines (SL1, SL2), the pressure and flow rate are finally controlled by the gas valve units (310, 320) installed in each line, and then the engine (111, 112) can be supplied.

An operation in which fuel gas is supplied to the boiler 120 from the fuel gas supply unit 200 may be similarly performed.

On the other hand, among the fuel gas supply lines (SL1, SL2), the lines from the fuel gas supply unit 200 to the gas valve unit rooms GR1 and GR2 are arranged on the weather deck communicating with the outside air, so they are single-pipe. can be configured. In addition, the fuel gas supply lines SL1 and SL2 disposed inside the gas valve unit rooms GR1 and GR2 where ventilation is always performed may also be configured as a single pipe.

On the other hand, among the fuel gas supply lines (SL1, SL2), the lines connected from the gas valve units (310, 320) to the engines (111, 112) should pass through the engine room (E / R) classified as a gas safety area. Therefore, it is preferable to be composed of a double-pipe in order to satisfy the above-mentioned classification rules, and ventilation can be performed so that air exchange is performed 30 times per hour with respect to the outer-pipe of the double-pipe.

In addition, since the third fuel gas supply line SL3 connected to the boiler 120 from the fuel gas supply unit 200 is disposed directly in the engine room E/R, it is preferable that all of them are composed of double pipes.

On the other hand, when the operation of the engine 110 is stopped for a long time, when the inside of the system is to be maintained, or when the fuel of the engine 110 is changed from fuel gas to fuel oil (conversion from gas mode to oil mode), fuel gas It is necessary to remove the fuel gas remaining inside the engine 110 system, including the piping system to which is supplied. This is because there is a risk of explosion if flammable fuel gas remains inside the system.

In addition, even when fuel gas leaks in a piping system supplying fuel gas to the engine 110 or a gas trip of the engine 110 occurs, the engine 110 cannot operate in the gas mode any longer. Even in this case, the supply of fuel gas by the fuel gas supply unit 200 should be stopped and the operation of removing the fuel gas remaining in the engine 110 system should be performed.

Therefore, a vessel equipped with an engine 110 using fuel gas as in the present invention must be provided with a gas venting and purging system for discharging fuel gas remaining in the engine 110 system.

Hereinafter, a 'gas venting and purging system' provided in a ship according to the present invention including an engine 110 driven by using fuel gas and a boiler 120 will be described in detail.

The gas venting and purging system of a ship according to the present invention is connected to the main engine 111 and the first gas valve unit 310 to remove residual fuel gas inside the main engine 111 and the first gas valve unit 310. A first gas discharge line (VL1) for discharging; A second gas discharge line (VL2) connected to the power generation engine 112 and the second gas valve unit 320 to discharge residual fuel gas inside the power generation engine 112 and the second gas valve unit 320; And it may include a third gas discharge line (VL3) connected to the boiler 120 and the third gas valve unit 330 to discharge residual fuel gas inside the boiler 120 and the third gas valve unit 330. there is.

The first to third gas discharge lines (VL1 to VL3) extend backward from the main engine 111, power generation engine 112, and boiler 120 to the mooring deck located at the stern, respectively, to fuel residual fuel. A path for discharging gas to the outside air may be formed. Here, the mooring deck is a deck formed on the top of the steering gear room, which is partitioned at the most stern side behind the engine room (E/R), and is equipped with mooring lines and hydraulic devices necessary for mooring the ship. It is a deck to be

In the gas venting and purging system of a vessel according to the present invention, the system is configured so that the gas discharge lines (VL1 to VL3) for discharging residual fuel gas inside the engine 110 and boiler 120 extend to the mooring deck of the stern Accordingly, the exhaust port through which the residual gas is finally discharged is located at the rear of the ship, and thus the possibility of vent gas flowing into the cabin (residential area) during forward navigation of the ship can be significantly reduced.

According to the present invention, there is no need to consider the height of the cabin (residential area) when determining the height of the vent structure based on the IGF CODE, which is the 'safety standard for liquefied gas fuel propulsion ships', and the vent structure is B/3 ( B: the width of the ship) or only need to be formed as high as 6 meters or more.

This means that there is no need to install the gas discharge lines (VL1 to VL3) excessively high, and as the height of the gas discharge lines (VL1 to VL3) can be reduced, the structure can be greatly simplified in terms of weight and volume. , It is not necessary to manufacture a structure for fixing/supporting and protecting the gas discharge lines (VL1 to VL3) with a large chimney structure such as a conventional vent mast.

The present invention, as a vent structure using these advantages, is installed around the periphery of the exhaust ports of the gas discharge lines (VL1 to VL3) to provide a pipe mast (400) for fixing and supporting the gas discharge lines (VL1 to VL3). can

The pipe mast 400 has a space inside and is open at the top and bottom, and the exhaust ports of the gas discharge lines VL1 to VL3 introduced through the lower opening are located inside the pipe mast 400, and the gas discharge Vent gas discharged from the lines VL1 to VL3 may be discharged through an upper opening of the pipe mast 400 .

The pipe mast 400 is installed on the mooring deck, but does not need to extend from the bottom of the deck, and is sufficient to be installed only around the exhaust ports of the gas discharge lines VL1 to VL3. This is because the vent structure can be simplified as the present invention has an advantage of reducing the length and height of the gas discharge lines VL1 to VL3.

Therefore, it is sufficient if the pipe mast 400 is manufactured to a size sufficient to cover the periphery of the exhaust ports of the gas discharge lines VL1 to VL3, and the pipe mast 400 and the gas discharge lines not protected by the pipe mast 400 The remaining parts of (VL1 to VL3) may be fixed and supported by a simple support structure such as a beam structure installed on a mooring deck. Alternatively, it is also possible to fix and support the gas discharge lines VL1 to VL3 on the rear wall of the engine casing (not shown).

The purpose of the pipe mast 400 is to serve as a vent structure that integrates a plurality of gas discharge lines (VL1 to VL3) to fix, support, and protect a plurality of pipes, along with the gas discharge line. This is to prevent rainwater from entering through the exhaust ports of (VL1 ~ VL3).

The structure of the pipe mast 400 may be designed so that several pipes can be combined and installed, and at least two of the first to third gas discharge lines VL1 to VL3 described above are connected to the pipe mast 400. It can be installed through integration.

Preferably, the first gas discharge line (VL1) and the second gas discharge line (VL2) involved in the discharge of residual gas on the side of the engine 110 including the main engine 111 and the power generation engine 112 are mooring. It is preferable to be coupled to the pipe mast 400 installed on the deck, and the third gas discharge line (VL3) involved in discharging the residual gas of the boiler 120 may be separately disposed inside the engine casing (especially if the boiler is an engine if placed inside the casing).

A drain plate (not shown) may be installed inside the pipe mast 400 to collect rainwater flowing in from the upper opening and discharge it to the side, and the drain plate (not shown) is inside the pipe mast 400. Inflow of rainwater into the gas discharge lines (VL1 to VL3) where the exhaust port is located may play a role of primarily blocking.

On the other hand, as described above, exhaust fans F1 and F2 for performing ventilation are provided in the first and second gas valve unit rooms GR1 and GR2, which are gas danger zones, and these exhaust fans F1 and F2 When the engine 110 operates in the gas mode, it must always be operated, but when the engine 110 is not operated in the gas mode, it does not need to be operated.

As described above, the present invention uses the exhaust fans (F1, F2) that stop operating when the engine 110 stops in the gas mode as described above to boost the residual gas inside the engine 110 system to be discharged more quickly. It is intended to be used for boosting purposes.

Looking at the structure of the system for this in more detail, the first gas discharge line VL1 disposed in the first gas valve unit room GR1 is a line VL1 'branched from a line extending toward the stern side of the first exhaust fan ( F1) can be connected. That is, the branch line VL1' of the first gas discharge line VL1 may join the first ventilation line RL1 that ventilates the first gas valve unit room GR1.

Further, the first booster line BL1 branched from the rear end of the first exhaust fan F1 on the first ventilation line RL1 may rejoin the first gas discharge line VL1. The first booster line BL1 transfers the discharge pressure generated by the first exhaust fan F1 to the first gas discharge line VL1 to induce (boost) rapid discharge of residual gas.

The above structure may be equally applied to boosting the exhaust of the residual gas of the power generation engine 112 side. Specifically, in the second gas discharge line VL2 disposed in the second gas valve unit room GR2, a line VL2' branching from a line extending toward the stern joins the second ventilation line RL2, thereby providing a second gas discharge line VL2. It may be connected to the exhaust fan (F2).

Further, the second booster line BL2 branching from the rear end of the second exhaust fan F2 on the second ventilation line RL2 may rejoin the second gas discharge line VL2. The second booster line BL2 transfers the discharge pressure generated by the second exhaust fan F2 to the second gas discharge line VL2 to induce (boost) rapid discharge of residual gas.

As described above, the system can be configured to quickly and completely discharge the fuel gas remaining in the engine 110 system using the discharge pressure of the exhaust fans F1 and F2 provided in the gas valve unit rooms GR1 and GR2. This is possible because the location of the mooring deck, which is the final destination where the gas discharge lines (VL1 to VL3) extend, and the exhaust fans (F1, F2) provided in the gas valve unit rooms (GR1, GR2) are very close. Can be seen as. This is because the pressure drop at the rear of the room ventilation can be minimized.

In addition, since the gas mode operation of the engine 110 is stopped when the fuel gas remaining in the engine 110 is discharged, the exhaust fans F1 and F2 provided in the gas valve unit rooms GR1 and GR2 It was conceived in that it can be used for purposes other than ventilation of the room.

On the other hand, as shown in the drawing, in the part where the line is converted from vertical to horizontal in the gas discharge lines (VL1 to VL3) disposed on the mooring deck to finally discharge the residual gas to the outside air, the oil-seal ( U-Seal) structure can be applied.

The oil-seal structure is a structure that includes a U-shaped trap pipe, and is arranged by bending the pipe in a U-shape so that water is usually stored to prevent internal gas from being discharged to the outside and only water can overflow. .

According to this system including such a U-seal structure, even if rainwater flows into the gas discharge lines VL1 to VL3, the inflowing rainwater overflows and can be discharged to the outside through the discharge port at the bottom, and the U-shaped Since water is always stored in the pipe, there is no risk of leakage of gas inside the pipe through the bottom outlet.

That is, if the drain plate (not shown) installed inside the above-described pipe mast 400 is a preventive configuration to block the inflow of rainwater into the gas discharge lines VL1 to VL3, the oil-seal structure is the gas discharge lines VL1 to VL3. VL3) can be seen as a measure to remove rainwater, and the present invention has an effect of reliably preventing rainwater from entering the gas discharge lines VL1 to VL3 through such a double blocking structure.

The U-seal structure may be applied to the lowermost end of each of the first to third gas discharge lines VL1 to VL3 or to a point where a lowest point occurs. In the drawings, for convenience, the symbol of the oil-seal structure is shown only on the first gas discharge line (VL1) side, but it is also shown in the dotted circle on the second and third gas discharge lines (VL2, VL3). -It should be understood as meaning that a seal structure can be applied.

Hereinafter, the residual gas discharge operation by the gas venting and purging system of the vessel according to the present invention will be described in detail.

As described above, when the engine 110 is not operated for a long time, when the inside of the system is to be maintained, or when a problem occurs in the gas supply of the engine 110, including the piping system for supplying fuel gas to the engine 110 It is necessary to discharge and remove the fuel gas remaining inside the engine 110 system. This is also true in the operation of the boiler 120.

The operation of discharging the fuel gas remaining in the system of the engine 110 and the boiler 120 can be largely divided into 'venting' and 'purging'. Venting is to discharge the remaining fuel gas inside the system to a safe area such as outside air, and purging is performed to more completely remove the fuel gas remaining inside the system by pushing it out using an inert gas. Gas venting and purging may not be performed when the engine 110 or the boiler 120 is operated in the gas mode, but only when the gas mode is stopped.

'Venting' can be achieved by releasing the residual gas inside the system to atmospheric pressure as it is. In the present invention, this may be defined as 'natural venting'. In natural venting, fuel gas (eg, LNG gas) is naturally discharged to the outside because it is lighter than air. Instead, it is slow.

Looking first at the natural venting operation of the main engine 111, fuel remaining in the main engine 111 and the first gas valve unit 310 by opening the valves provided on the first gas discharge line VL1. Gas may be naturally discharged to the outside air through the first gas discharge line VL1.

Natural venting of the power generation engine 112 may be performed through the second gas discharge line VL2 in a similar manner, and natural venting of the boiler 120 may also be performed through the third gas discharge line VL3. .

On the other hand, when rapid discharge of the fuel gas remaining inside the engine 110 system is required, since the above request cannot be satisfied with slow natural venting, the present invention provides the above-described exhaust fan in preparation for such a case. By forming the discharge pressure using (F1, F2), it is possible to induce rapid discharge of the fuel gas remaining in the engine 110 system.

In the present invention, exhausting residual gas in the system using the exhaust pressure of the exhaust fans F1 and F2 may be defined as 'forced venting'. When the fuel gas remaining in the system of the engine 110 is forcibly vented, the exhaust fans F1 and F2 are operated to form a discharge pressure, and this discharge pressure is received through the gas discharge lines VL1 and VL2 Discharge of the residual gas can be made quickly.

Looking first at the forced venting operation of the main engine 111, when the main engine 111 is forcibly vented, a valve is temporarily opened toward the first exhaust fan F1 to form a flow path. Also, the first outlet valve RV12 installed on the first ventilation line RL1 is closed, and the first booster valve BV1 installed on the first booster line BL1 is opened.

According to the above operation, starting from the line VL1′ branched from the first gas discharge line VL1 and passing through the first ventilation line RL1 and the first booster line BL1, the first gas discharge line VL1 ), a flow path (VL1→VL1′→RL1→BL1→VL1) is formed, and the first gas discharge line (VL1) is formed by the discharge pressure provided by the first exhaust fan (F1) installed on the flow path. The discharge of the residual gas through the can be boosted (accelerated). The first outlet valve RV12 and the first booster valve BV1 function as flow control devices for boosting venting through the first gas discharge line VL1.

Forced venting on the side of the power generation engine 112 may be performed in a similar manner. Specifically, when the power generation engine 112 is forcibly vented, the valve is temporarily opened toward the second exhaust fan (F2) to form a flow path, the second outlet valve (RV22) is closed, and the second booster valve (BV2) is opened. . Accordingly, it starts from the line VL2′ branched from the second gas discharge line VL2, passes through the second ventilation line RL2 and the second booster line BL2, and then rejoins the second gas discharge line VL2. A flow path (VL2→VL2'→RL2→BL2→VL2) is formed, and the residual gas through the second gas discharge line (VL2) by the discharge pressure provided by the second exhaust fan (F2) installed on the corresponding flow path. The emission of can be boosted (accelerated). At this time, the second outlet valve (RV22) and the second booster valve (BV2) function as flow control devices for boosting the venting through the second gas discharge line (VL2).

As described above, the venting operation by this system is a natural venting method in which only the first to third gas discharge lines (VL1 to VL3) are vented and the residual gas inside the system is vented and a purging operation is waited for, or an exhaust fan. By using (F1, F2) to form additional discharge pressure, it can be performed by a forced venting method that quickly discharges residual gas. Here, the forced venting is applied to the gas valve unit rooms (GR1, GR2) classified as gas dangerous zones and the venting inside the engine 110-side system having exhaust fans (F1, F2) to perform ventilation of the corresponding room. can

'Purging' is to reliably remove the fuel gas remaining in the engine 110 system by replacing it with an inert gas. Even if the residual fuel gas inside the engine 110 system is discharged to the outside air by the venting operation described above, a small amount of residual fuel gas may remain inside the system, and purging is performed to more reliably remove the residual gas inside the system. is to carry out The same is true for the boiler 120.

In the present invention, inert gas may be supplied to the gas valve units 310 to 330 to perform purging of the engine 110 and the boiler 120, and for this purpose, the inert gas is supplied to the gas valve units 310 to 330, respectively. lines can be connected. Here, as the inert gas supplied to the gas valve units 310 to 330, nitrogen gas (N ₂ gas) is preferably used. This is because a nitrogen generator (not shown) is usually provided in a ship, so nitrogen gas is easily supplied.

Nitrogen gas supplied to the gas valve units 310 to 330 is supplied to the engine 110 or boiler 120 through a part of the fuel gas supply lines SL1 to SL3 to push out the residual gas in the system and to the gas discharge line. It can be discharged through (VL1 ~ VL3).

Hereinafter, purging operations for the main engine 111, the power generation engine 112, and the boiler 120 will be individually reviewed.

First, when purging the main engine 111, nitrogen gas is supplied to the first gas valve unit 310, and the nitrogen gas supplied to the first gas valve unit 310 is supplied as a first fuel gas composed of a double pipe. It is supplied to the main engine 111 along the line SL1 and pushes out the fuel gas remaining in the pipe and the engine 111. Residual fuel gas pushed out by the supply of nitrogen gas may be discharged together with nitrogen gas to a safe zone (eg, outside air) along the first gas discharge line VL1. When the purging of the main engine 111 is completed, the gas remaining in the system is all replaced with nitrogen gas, which is an inert gas, and the supply of nitrogen gas to the first gas valve unit 310 may be stopped.

The purging operation of the power generation engine 112 may be similarly performed. Nitrogen gas is supplied to the second gas valve unit 320, and the nitrogen gas supplied to the second gas valve unit 320 is supplied to the power generation engine 112 along the second fuel gas supply line SL2 composed of a double pipe. It is supplied and pushes out the fuel gas remaining inside the pipe and engine 112. Residual fuel gas pushed out by the supply of nitrogen gas may be discharged together with nitrogen gas to a safe area (eg, outside air) along the second gas discharge line VL2. When the purging of the power generation engine 112 is completed, the gas remaining in the system is all replaced with nitrogen gas, which is an inert gas, and the supply of nitrogen gas to the second gas valve unit 320 may be stopped.

Meanwhile, similar to the foregoing forced venting, the exhaust pressure of the exhaust fans F1 and F2 may be utilized when purging of the engine 110 is performed. That is, although the nitrogen gas supplied to the first and second gas valve units 310 and 320 can supply the pressure required for purging, the exhaust fans F1 and F2 are operated so that the purging can be performed more quickly. Discharge pressure can be supplied.

Similar to the purging operation of the boiler 120, the nitrogen gas supplied to the third gas valve unit 330 passes through the third fuel gas supply line SL3 and the inside of the boiler 120 to the third gas discharge line VL3. It can be performed by pushing out the residual gas inside the system while being discharged into the

The present invention utilizes the mooring deck of the stern part located close to the engine room to form an extension path for the gas discharge line and install a vent structure to discharge gas provided for venting and purging the fuel gas remaining inside the engine system. It is possible to significantly shorten the length of the line compared to the conventional gas vent line, thereby simplifying the arrangement structure of the ship, and greatly improving the dryness and productivity of the ship as the yard volume is reduced.

Since the existing gas vent line had to be connected to the vent mast located at the upper part of the cargo area in front of the engine room, only the pipe had to be placed about 200m or more. It is common for the gas venting line to be sloped so that there is no section where the gas is stagnant. For this reason, a section formed horizontally inevitably existed, and therefore it was practically difficult to give a continuous slope. In contrast, in the present invention, the system is configured so that the gas discharge line extends to the mooring deck at the stern close to the engine and has a relatively short path, so that the horizontal section of the pipe is reduced and it is much easier to maintain the inclination compared to the existing one. The discharge of the residual gas can be performed more smoothly.

In the gas venting and purging system of a ship according to the present invention, since the exhaust port through which the residual gas inside the engine system is finally discharged is located at the rear of the ship, there is also a possibility that the vent gas will flow into the cabin (residential area) during operation of the ship. significantly decrease

In addition, since there is almost no possibility that vent gas will flow into the cabin (accommodation) during forward navigation of the ship, the height of the cabin (residential) must be determined when determining the height of the vent structure based on the IGF CODE, which is the 'Safety Standard for Liquefied Gas Propelled Ships'. There is no need to consider the height, and the vent structure only needs to be formed higher than B/3 (B: width of the ship) or 6 meters higher than the weather deck. Therefore, the present invention can have an effect of greatly improving design flexibility in installing a vent structure.

In addition, since the IGF CODE prohibits the application of a goose neck to a gas vent line, the gas vent line must be installed vertically, and thus rainwater may flow into equipment such as an engine along the gas vent line. However, the present invention is a structure for preventing rainwater from flowing along the gas discharge line, and primarily blocks the inflow of rainwater from the pipe mast, which is a vent structure, to the exhaust port of the gas discharge line, and additionally formed on the gas discharge line By blocking the inflow of rainwater secondarily by the U-seal structure, there is an effect of reliably preventing the inflow of rainwater through the double blocking structure.

In addition, the gas venting and purging system of a ship according to the present invention can induce more rapid discharge of residual gas through a gas discharge line through association with an exhaust fan that ventilates the gas valve unit room, It can also have a dispersing effect during gas venting and purging by forced discharge using an exhaust fan.

It is obvious to those skilled in the art that the present invention is not limited to the described embodiments, and that various modifications and variations can be made without departing from the spirit and scope of the present invention. Therefore, such modifications or variations should fall within the scope of the claims of the present invention.

110: engine
111: main engine
112: power generation engine
120: boiler
200: fuel gas supply unit
310: first gas valve unit
320: second gas valve unit
330: third gas valve unit
400: pipe mast
E/R: engine room
GR1: 1st gas valve unit room
GR2: 2nd gas valve unit room
F1: first exhaust fan
F2: 2nd exhaust fan
RL1: first ventilation line
RV11: 1st suction valve
RV12: 1st outlet valve
RL2: 2nd ventilation line
RV21: Second suction valve
RV22: Second Outlet Valve
SL1: first fuel gas supply line
SL2: second fuel gas supply line
SL3: 3rd fuel gas supply line
VL1: first gas discharge line
VL2: second gas discharge line
VL3: 3rd gas discharge line
BL1: 1st booster line
BV1: 1st booster valve
BL2: 2nd booster line
BV2: 2nd booster valve

Claims (9)

An engine mounted in an engine room partitioned at the stern of a ship and capable of being driven using fuel gas;
a fuel gas supply unit for compressing and supplying fuel gas to conditions required by the engine;
a fuel gas supply line supplying the fuel gas compressed in the fuel gas supply unit to the engine;
a gas valve unit installed on the fuel gas supply line to adjust the pressure and flow rate of the fuel gas supplied to the engine;
a gas discharge line connected to the engine and the gas valve unit to discharge residual gas inside the engine and the gas valve unit;
A gas valve unit room provided as a separate independent room isolated from the engine room and in which the gas valve unit is disposed;
a ventilation line for ventilating the air inside the gas valve unit room;
an exhaust fan installed on the ventilation line to form a discharge pressure;
a branch line diverging from the gas discharge line and joining the ventilation line at the front end of the exhaust fan; and
A booster line branching from the ventilation line at the rear end of the exhaust fan and rejoining the gas discharge line;
When venting or purging the residual gas present in the engine and the gas valve unit, opening a flow path returning from the gas discharge line to the gas discharge line through the branch line, the ventilation line, and the booster line, Characterized in that by operating the exhaust fan installed on the flow path to form a discharge pressure to boost the discharge of the residual gas,
A vessel's gas venting and purging system. The method of claim 1,
Characterized in that the gas discharge line extends to a mooring deck located at the rear of the engine room and is connected to a vent structure installed on the mooring deck.
A vessel's gas venting and purging system. delete The method of claim 2,
The engine includes a main engine for producing propulsion power of the ship and a power generation engine for generating power required in the ship of the ship,
The fuel gas supply line, the gas valve unit, the gas valve unit room, the gas discharge line, the ventilation line, the exhaust fan, and the booster line are provided individually for each of the main engine and the power generation engine,
The gas discharge line,
a first gas discharge line for discharging residual gas inside a first gas valve unit installed on the main engine and a first fuel gas supply line supplying fuel gas to the main engine; and
Characterized in that it further comprises a second gas discharge line for discharging residual gas inside the second gas valve unit installed on the power generation engine and the second fuel gas supply line for supplying fuel gas to the power generation engine.
A vessel's gas venting and purging system. The method of claim 4,
The first gas discharge line and the second gas discharge line are installed in a vertical direction on the mooring deck, and since the exhaust port is located at the rear of the ship, the weather of the ship does not need to consider the height of the cabin provided in the ship. Characterized in that the height is designed to satisfy only B / 3 (B: width of the ship) or 6 meters or more than the deck (Weather Deck),
A vessel's gas venting and purging system. The method of claim 5,
The vent structure installed on the mooring deck, further comprising a pipe mast for fixing and supporting the first gas discharge line and the second gas discharge line,
A vessel's gas venting and purging system. The method of claim 6,
The pipe mast is a structure with upper and lower portions open and is installed around the periphery of the exhaust ports of the first gas discharge line and the second gas discharge line.
A vessel's gas venting and purging system. The method of claim 7,
A drain plate is installed inside the pipe mast to block rainwater from flowing into the exhaust ports of the first gas discharge line and the second gas discharge line by collecting rainwater flowing from the upper opening and discharging it to the side portion. characterized by being
A vessel's gas venting and purging system. The method of claim 8,
The first gas discharge line and the second gas discharge line include a U-seal structure including a U-shaped trap pipe in which water is stored, and the first gas discharge line or the second gas discharge line includes a U-seal structure. Characterized in that rainwater introduced into the discharge line is prevented from flowing into the main engine or the power generation engine,
A vessel's gas venting and purging system.

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