KR102538932B1 - Ammonia Treatment System For Ship Engine - Google Patents

Abstract

An ammonia treatment system for a marine engine is disclosed. Ammonia treatment system for a marine engine of the present invention includes a fuel supply unit for receiving ammonia from a service tank in a ship provided with an engine receiving ammonia and supplying it to the engine at a pressure and temperature required by the engine; an ammonia recovery drum for recovering ammonia discharged from the fuel pipe and fuel supply unit of the engine and ammonia in the exhaust; a water supply unit supplying water to the ammonia recovery drum; Ammonia water tank for receiving and storing the ammonia water generated by the ammonia and the water supplied from the water supply unit; A basic material tank for supplying a basic material to the ammonia water tank; And a bubbling unit for bubbling and vaporizing the ammonia water in the ammonia water tank, and supplying a basic material to the ammonia water tank to increase the pH of the ammonia water and bubbling it, thereby increasing the ammonia fraction in the vaporized gas. do.

Description

Ammonia Treatment System For Ship Engine

The present invention relates to an ammonia treatment system for a marine engine, and more particularly, to an ammonia treatment system for a marine engine for recovering and treating ammonia discharged from a fuel pipe and a fuel supply unit of an engine.

Efforts are being made to reduce greenhouse gas emissions worldwide as the global warming phenomenon intensifies, and as the Kyoto Protocol in 1997, which contained the obligations of developed countries to reduce greenhouse gases, expired in 2020, the conference was held in Paris, France in December 2015. According to the Paris Climate Change Accord, which was adopted in the 21st United Nations Framework Convention on Climate Change and entered into force in November 2016, the 195 Parties participating in the agreement are making various efforts to reduce greenhouse gases.

Along with this global trend, interest in renewable energy (or renewable energy) such as wind power, solar power, solar heat, bioenergy, tidal power, and geothermal heat has increased and various technologies have been developed as pollution-free energy that can replace fossil fuels and nuclear power. are losing

Liquefied gas, including liquefied natural gas, can remove or reduce air pollutants during the liquefaction process, so it can be seen as an eco-friendly fuel with less air pollutant emissions during combustion. Accordingly, in recent years, consumption of liquefied gas such as liquefied natural gas (LNG) has been rapidly increasing worldwide. Since liquefied gas obtained by liquefying gas at a low temperature has a very small volume compared to gas, it has the advantage of increasing storage and transfer efficiency.

Liquefied natural gas is a colorless and transparent liquid obtained by liquefying natural gas containing methane as a main component by cooling it to about -162 ° C, and has a volume of about 1/600 compared to natural gas. Therefore, when the natural gas is liquefied and transported, it can be transported very efficiently.

Liquefied petroleum gas has a difference in liquefaction temperature depending on its composition, but in the case of petroleum gas whose main component is propane, it is liquefied at a low temperature of about -42 ℃ at atmospheric pressure, up to about 45 ℃ at 18 bar, and liquid up to 20 ℃ at 7 bar. state can be stored.

On the other hand, conventional LPG carriers adopt a fuel supply system using heavy oil such as bunker C oil, which is relatively inexpensive as a propulsion fuel for ships. Due to stricter regulations, a separate heavy fuel oil fuel tank (LSHFO tank) with low sulfur content had to be installed, and the demand for an eco-friendly fuel supply system that meets international environmental regulatory standards has increased.

In recent years, the application of fuel supply systems that use LPG or LNG and boil-off gas generated from them as propulsion fuel in LPG or LNG carriers is increasing, and in accordance with the strengthening of international exhaust gas emission regulations, general ships in addition to LPG or LNG carriers are also using LNG. Ships using it as a propulsion fuel are increasing.

In particular, LPG is easier to store than LNG, which is liquefied at cryogenic temperatures, and does not fall significantly in SPECIFIC ENERGY and ENERGY DENSITY compared to existing HFO, and has excellent effects in reducing SOX, NOX, CO2, PM, etc. compared to existing HFO.

Although LNG or LPG is evaluated as an eco-friendly fuel compared to other fossil fuels previously used as ship fuel, carbon dioxide is still generated when burned, and ships that use it as fuel still emit carbon dioxide during operation.

IMO (International Maritime Organization), a UN specialized organization established to internationally unify ship routes, traffic rules, port facilities, etc., also reduced greenhouse gas emissions by 50% in 2050 compared to 2008 and 100% in 2100. % reduction (GHG Zero Emission) is presented as a goal, and regulations in each country and region are expected to be strengthened accordingly.

According to EEDI (Energy Efficiency Design Index), a compulsory carbon dioxide reduction regulation applied by IMO to new ships, in the initial EEDI announcement, CO2 emissions in 2015 were reduced by 10% based on the CO2 emissions from 2013 to 2015 EEDI Phase 1 was applied, and it was scheduled to apply Phase 3 in 2025 by strengthening and applying one step every 5 years. As international interest in climate change and greenhouse gas emissions grows, ships ordered after 2030 decide to reduce carbon emissions by 40% compared to ships ordered in 2008 and by 50% by 2050. As regulations on fuel are rapidly strengthening, the need for alternative fuels is increasing.

In particular, if the standards of Phase 4 (40% reduction in carbon dioxide emissions) or higher are applied in the future, it may be difficult to achieve the carbon dioxide emission regulations with ships using current LNG or LPG as fuel. Since it is inevitable to replace fuel with carbon-neutral fuel, it is necessary to further accelerate the development and application of technology for eco-friendly ship fuel to actual ships.

Among carbon-neutral fuels, ammonia (NH ₃ ) is a substance in which 3 hydrogen atoms are bonded to 1 nitrogen. It can form strong hydrogen bonds between molecules, making it easy to liquefy. is °C. Ammonia is particularly easy to store and transport, easy to mass-produce through the Haber-Bosch method, and has excellent economic feasibility compared to other carbon-neutral fuels, so research and development for using ammonia as a ship fuel are being actively conducted.

Ammonia is supplied in a liquid state to marine engines currently under development. When an engine fueled by ammonia is stopped or tripped, or when ammonia is gasified due to temperature rise, fuel supply is stopped and ammonia is discharged from the fuel supply device. will do Such ammonia is difficult to be discharged directly overboard due to its toxicity and metal corrosiveness, so a way to treat it is needed. In addition, since ammonia has a slow combustion ignition process, ammonia SLIP is generated as exhaust gas, so a plan to solve this problem is needed.

The present invention proposes a method for effectively treating ammonia discharged from fuel supply pipes and fuel supply systems and ammonia in exhaust gas when the engine is stopped or tripped while supplying ammonia as fuel for a ship engine. want to do

According to one aspect of the present invention for solving the above problems, a fuel supply unit for receiving ammonia from a service tank in a ship equipped with an engine receiving ammonia and supplying it to the engine at a pressure and temperature required by the engine;

an ammonia recovery drum for recovering ammonia discharged from the fuel pipe and fuel supply unit of the engine and ammonia in the exhaust;

a water supply unit supplying water to the ammonia recovery drum;

Ammonia water tank for receiving and storing the ammonia water generated by the ammonia and the water supplied from the water supply unit;

A basic material tank for supplying a basic material to the ammonia water tank; and

A bubbling unit for bubbling and vaporizing the ammonia water in the ammonia water tank;

There is provided an ammonia treatment system for a marine engine, characterized in that by supplying a basic material to the ammonia water tank to increase the pH of the ammonia water and bubbling it, thereby increasing the ammonia fraction in vaporized gas.

Preferably, an ammonia recovery line connected from the ammonia water tank to the service tank; An ammonia cooler provided in the ammonia recovery line and cooled by receiving the vaporized gas; an ammonia recovery compressor that receives the vaporized gas cooled by the ammonia cooler and pressurizes it to liquefy ammonia; and a water separator for separating gas into liquefied ammonia in the ammonia recovery compressor and transporting the liquid ammonia to the service tank.

Preferably, a supply pipe connected from the basic material tank to the ammonia water tank; a supply valve provided in the supply pipe; And a pH sensor for detecting the pH of the ammonia water in the ammonia water tank: The supply valve may be opened and closed according to the pH of the ammonia water detected by the pH sensor.

Preferably, the bubbling unit may supply air to the ammonia water tank to bubble the ammonia water.

Preferably, the bubbling unit supplies steam to the ammonia water tank to bubble the ammonia water, and separates the condensed water from the vaporized gas cooled in the ammonia cooler between the ammonia cooler and the ammonia recovery compressor in the ammonia recovery line. A cooling vent unit transferring the ammonia water tank may be additionally provided.

Preferably, an ammonia water discharge line for discharging the ammonia water of the ammonia water tank to the sea chest; A neutralized water discharge pump provided in the ammonia water discharge line and transporting ammonia water; And an emission standard sensor for detecting the concentration of the ammonia water stored in the ammonia water tank: further comprising, and when the ammonia water in the ammonia water tank satisfies the overboard discharge standard due to the vaporization of the ammonia, it is transferred to the sea chest through the ammonia water discharge line, The neutralized water may be supplied to an exhaust gas recirculation (EGR) of the engine.

Preferably, a level sensor for detecting the level of the ammonia water in the ammonia water tank further includes, and when the level of the ammonia water detected by the level sensor is greater than a reference value, the ammonia water in the ammonia water tank is automatically discharged by the neutralized water discharge pump. can

Preferably, a fuel supply line for supplying liquid ammonia from the service tank to the engine; a fuel return line for recovering ammonia not consumed in the engine upstream of the fuel supply unit; And a fuel valve train (FVT) in which a service valve for controlling ammonia supply between the fuel supply line and the fuel return line and the engine is disposed, and in the fuel valve train, the fuel supply line and the fuel return line A double block and bleed valve may be installed to regulate the ammonia supply, respectively.

Preferably, the ammonia recovery drum includes a first drum for recovering ammonia discharged from the fuel supply unit; a second drum recovering ammonia discharged from the fuel valve train; and a third drum for recovering ammonia in exhaust from the engine.

Preferably, a first vent line connected to the first drum from the fuel supply unit; a second vent line connected to the second drum between double shut-off valves provided in the fuel supply line in the fuel valve train; a third vent line connected to the second drum between double shut-off valves provided in the fuel return line in the fuel valve train; and a fourth vent line connected to the second drum upstream of the double shutoff valve of the fuel return line in the fuel valve train.

In the present invention, ammonia, which is an eco-friendly fuel, is supplied as fuel for a ship engine to reduce greenhouse gas emissions during ship operation and to meet regulatory standards set by international agreements.

In particular, when an engine stops or a trip occurs, ammonia is quickly discharged from each pipe for supplying fuel and a fuel supply unit to ensure safety.

In addition, after generating ammonia water from the discharged ammonia, the generated ammonia water is bubbled to produce vaporized gas, which liquefies ammonia and recovers it to the service tank, thereby preventing waste of ammonia fuel and meeting overboard emission standards. .

1 schematically shows an ammonia treatment system for a marine engine according to an embodiment of the present invention.

In order to fully understand 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.

Hereinafter, the configuration and operation of a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. In adding reference numerals to the components of each drawing, it should be noted that the same components are marked with the same numerals as much as possible, even if they are displayed on different drawings.

Hereinafter, the ship in the present invention refers to all types of ships in which an engine capable of using ammonia as a fuel for an inboard engine is installed, and is representative of an LPG carrier, an LNG carrier, a liquid hydrogen carrier, and a liquid hydrogen carrier. Ships with self-propelled capabilities, such as carriers and ammonia carriers, as well as offshore structures that do not have propulsion capabilities but are floating on the sea may also be included.

An engine supplied with ammonia as a fuel of an engine means to be supplied as fuel together with other marine fuel such as LNG, LPG, HFO, etc., and to be supplied with ammonia alone as a fuel, and includes a ship propulsion engine and power generation. Includes all engines.

1 schematically shows an ammonia treatment system for a marine engine according to an embodiment of the present invention.

As shown in FIG. 1, the ammonia treatment system of this embodiment includes a fuel supply unit (LFS) for supplying ammonia to the engine at a pressure and temperature required by the engine in a ship equipped with an engine (E) receiving ammonia, The ammonia recovery drum (D1, D2, D3) that recovers ammonia discharged from the fuel pipe and fuel supply unit of the engine and ammonia in the exhaust, the water supply unit that supplies water to the ammonia recovery drum, and the water supplied from the ammonia and water supply unit. It includes an ammonia water tank (AT) for receiving and storing the generated ammonia water.

In the system of this embodiment, a service tank (ST) for storing ammonia to be supplied as fuel to a marine engine is provided, and a fuel supply line (FSL) is connected from the service tank to the engine.

In the service tank (ST), ammonia is stored in a liquid state, and liquefied ammonia can be stored at room temperature by pressurizing, for example, around 5 to 20 bar. A safety valve (STV) for preventing an increase in tank pressure may be provided in the service tank.

Ammonia stored in the service tank is supplied to the engine (E) along the fuel supply line (FSL) through the transfer pump 10, and the fuel supply line supplies fuel according to fuel supply conditions such as pressure and temperature required by the engine. A fuel supply unit (LFS) for supplying is provided.

In the fuel supply unit (LFS), a compression pump 20 compresses ammonia transferred from the transfer pump to a pressure required by the engine, and a temperature controller 30 heats or cools the fuel compressed by the compression pump to adjust the temperature required by the engine. ), and a filter 40 for filtering out foreign substances contained in the fuel to protect the engine.

Liquid ammonia supplied from the service tank through the transfer pump is compressed, for example, to around 50 to 85 bar by the compression pump, and after the temperature is adjusted to around 45°C through a temperature controller, foreign substances are filtered out and sent to the engine as a high-pressure liquid. The engine may be operated by being injected into the nozzle at a pressure of 600 to 700 bar by hydraulic pressure from the engine.

When an incompressible fluid having little or no change in volume even when pressure is applied, that is, fuel in a liquid state is supplied to the engine, excess fuel is supplied to the engine to respond to engine load fluctuations and prevent cavitation. Among the fuel supplied to the engine, the remaining fuel after being consumed as fuel is recovered upstream of the engine.

To this end, the system of this embodiment is provided with a fuel return line (FRL) for recovering ammonia not consumed in the engine upstream of the fuel supply unit, and the fuel return line is provided upstream of the fuel supply unit from the engine, for example, the service tank (ST) can be connected with

When the fuel supply line and the fuel return line pass through the safe area of the engine room, they may be configured as double pipes to prevent danger in case of ammonia leakage from the pipe.

Service valves are disposed in the fuel valve train (FVT) to control the supply of ammonia between the fuel supply line and the fuel return line and the engine. When the double block and bleed valve (DV1, DV2, DV3, DV4) is installed to supply ammonia to the engine, when the ammonia fuel supply is stopped due to engine fuel oil conversion, ammonia fuel mode stop, trip, etc. When ammonia is gasified rather than liquid due to a rise in temperature, each pipe is double-blocked and the pressure in the pipe is relieved.

In the present embodiment, the ammonia discharged from the fuel supply unit and each pipe for pressure relief is recovered to the ammonia recovery drums D1, D2, and D3 without releasing the ammonia to the atmosphere. In addition, in this system, an exhaust discharge line (EL) is provided to discharge exhaust gas generated from propulsion engines and power generation engines outboard. When ammonia is supplied as engine fuel, the combustion ignition process is slow, so ammonia slip into exhaust ) is likely to occur. However, since the exhaust gas containing ammonia does not satisfy the IMO air emission standard of 50 ppm, it may be difficult to discharge it overboard. (D3) was constructed.

As described above, the ammonia recovery drum includes a first drum D1 for recovering ammonia discharged from the fuel supply unit (LFS), a second drum D2 for recovering ammonia discharged from the fuel valve train (FVT), and A third drum D3 provided in the line EL and recovering ammonia contained in the exhaust gas when ammonia slips may be included.

The first vent line (VL1) is connected from the fuel supply unit (LFS) to the first drum (D1), and between the double shutoff valve (DV1) provided in the fuel supply line (FSL) in the fuel valve train (FVT), the second drum (D2), the second vent line (VL2) is connected to the second drum (D2) between the double shutoff valve (DV2) provided in the fuel return line (FRL) in the fuel valve train (FVT), and the third vent line (VL3) In the fuel valve train (FVT), the fourth vent line (VL4) is respectively connected to the second drum (D2) upstream of the double shutoff valve of the fuel return line (FRL).

For example, when the ammonia fuel mode of the engine is stopped, the double shutoff valves (DV1, DV2) of the fuel supply line and fuel return line are closed, and the second drum (D2) is discharged through the second and third vent lines (VL2, VL3). Ammonia is released to relieve the pressure between the valves, and each valve of the first and fourth vent lines is opened to discharge the ammonia remaining in the fuel supply unit (LFS) and the engine to the first and second drums, respectively, to reduce the risk of fuel explosion. can reduce

In this way, ammonia water may be generated by supplying water to ammonia discharged from the fuel supply unit and respective pipes and recovered to the ammonia recovery drums D1, D2, and D3.

That is, ammonia is discharged from the fuel supply unit and each pipe and recovered to the ammonia recovery drum, and the pressure is lowered to change the phase from liquid to gas. Ammonia has a very high solubility in water. Therefore, it is possible to generate ammonia water by transporting fresh water from the fresh water tank (WT) provided in the water supply unit to the gaseous ammonia recovered in the ammonia recovery drum and spraying it into the drum.

The ammonia water generated in the ammonia recovery drums D1, D2, and D3 is transported to and stored in the ammonia water tank AT.

Meanwhile, in the present embodiment, ammonia is separated from the ammonia water collected in the ammonia water tank (AT) and recovered to the service tank (ST) so that the ammonia fuel can be reused to prevent fuel waste.

To this end, a bubbling unit BL for bubbling and vaporizing the ammonia water in the ammonia water tank AT is provided. In the bubbling unit, the ammonia water may be bubbled by supplying air or steam that can be supplied in the ship to the ammonia water tank.

In addition, when the ammonia water is bubbling, the higher the pH of the ammonia water, the higher the ammonia fraction in the vaporized gas. A supply pipe (NL) is connected to the tank, and a supply valve is provided in the supply pipe.

A pH sensor (PS) for detecting the pH of the ammonia water in the ammonia water tank is provided, and the basic material can be supplied by opening and closing the supply valve of the supply pipe (NL) according to the pH of the ammonia water in the tank detected by the pH sensor.

The basic material may be, for example, sodium hydroxide (NaOH), and other strongly basic materials are also possible.

In this way, by supplying a basic material to the ammonia water tank AT to increase the pH of the ammonia water and supplying air or steam to the ammonia water for bubbling, the ammonia fraction in the vaporized gas generated by bubbling can be increased. When the pH value is high, the ammonia fraction in the vaporized gas generated by bubbling in the ammonia water tank may be 90% or more. When the basic material is supplied to the ammonia water tank, a filler can be added to further increase the reaction rate and efficiency when ammonia water is vaporized.

On the other hand, in order to separate ammonia from the vaporized gas generated in this way and recover it to the service tank ST, an ammonia recovery line (ARL) connected from the ammonia water tank to the service tank is provided, and the ammonia recovery line receives vaporized gas An ammonia cooler 100 for cooling, an ammonia recovery compressor 110 for liquefying ammonia by pressurizing the vaporized gas supplied from the ammonia cooler, separating the gas into liquefied ammonia in the ammonia recovery compressor and transporting the liquid ammonia to the service tank. A water separator 120 is provided.

As the vaporized gas generated by bubbling in the ammonia water tank (AT) is cooled through the ammonia cooler 100, water with a higher boiling point than ammonia is first condensed and separated, and ammonia is introduced into the ammonia recovery compressor 110 in a gaseous state. do. The condensed water separated from the ammonia cooler can be recovered to the ammonia water tank (AT). In the ammonia recovery compressor 110, gaseous ammonia cooled in the ammonia cooler 100 is compressed and liquefied. Liquefied ammonia is introduced into the water separator 120, liquid ammonia is recovered to the service tank ST, and the remaining gas is vented.

When steam is supplied to the ammonia water tank (AT) as a bubbling fluid in the bubbling unit (BL), the ammonia cooled in the ammonia cooler is vaporized between the ammonia cooler 100 and the ammonia recovery compressor 110 in the ammonia recovery line (ARL). A cooling vent unit 130 separating the condensed water from the gas and transferring the condensed water to the ammonia water tank may be additionally provided.

On the other hand, when the ammonia water in the ammonia water tank meets the outboard discharge standards due to vaporization of ammonia, it can be transferred to the sea chest through the ammonia water discharge line (DL) and discharged overboard. For this purpose, the ammonia water discharge line from the ammonia water tank (AT) to the sea chest (DL) is connected, and a neutralized water discharge pump for transporting ammonia water is provided in the ammonia water discharge line.

An emission standard sensor (SS) for detecting the concentration of stored ammonia water is provided in the ammonia water tank, and when the concentration of ammonia water detected by the emission standard sensor satisfies the emission standard, a valve is opened to discharge ammonia water into the sea chest. The ammonia water in the ammonia water tank may be supplied as neutralized water to the exhaust gas recirculation (EGR) of the engine.

In addition, the ammonia water tank is provided with a level sensor (LS) for detecting the level of the ammonia water in the tank, and when the level of the ammonia water detected by the level sensor is greater than the reference value, the ammonia water in the ammonia water tank is automatically discharged by the neutralized water discharge pump to adjust the level. can

It is obvious to those skilled in the art that the present invention is not limited to the above embodiments and can be variously modified or modified without departing from the technical gist of the present invention. it did

E: engine
ST: service tank
FSL: fuel supply line
FRL: fuel return line
LFS: fuel supply
FVT: fuel valve train
D1, D2, D3: ammonia recovery drum
VL1, VL2, VL3, VL4: first to fourth vent lines
AT: Ammonia water tank
WT: fresh water tank
NT: Basic material tank
BL: bubbling part
ARL: ammonia recovery line
100: ammonia cooler
110: ammonia recovery compressor
120: water separator
130: cooling vent unit

Claims (10)

A fuel supply unit that receives ammonia from a service tank in a ship equipped with an engine that receives ammonia and supplies it to the engine at a pressure and temperature required by the engine;
an ammonia recovery drum for recovering ammonia discharged from the fuel pipe and fuel supply unit of the engine and ammonia in the exhaust;
a water supply unit supplying water to the ammonia recovery drum;
Ammonia water tank for receiving and storing the ammonia water generated by the ammonia and the water supplied from the water supply unit;
A basic material tank for supplying a basic material to the ammonia water tank; and
A bubbling unit for bubbling and vaporizing the ammonia water in the ammonia water tank;
Ammonia treatment system of a marine engine, characterized in that by supplying a basic material to the ammonia water tank to increase the pH of the ammonia water and bubbling it to increase the ammonia fraction in the vaporized gas. According to claim 1,
an ammonia recovery line connected from the ammonia water tank to the service tank;
An ammonia cooler provided in the ammonia recovery line and cooled by receiving the vaporized gas;
an ammonia recovery compressor that receives the vaporized gas cooled by the ammonia cooler and pressurizes it to liquefy ammonia; and
Ammonia treatment system of a marine engine further comprising a separator for separating gas into liquefied ammonia in the ammonia recovery compressor and transferring liquid ammonia to the service tank. According to claim 2,
a supply pipe connected from the basic material tank to the ammonia water tank;
a supply valve provided in the supply pipe; and
Further comprising a pH sensor for detecting the pH of the ammonia water in the ammonia water tank,
Ammonia treatment system of a marine engine, characterized in that the supply valve is opened and closed according to the pH of the ammonia water detected by the pH sensor. According to claim 3,
The ammonia treatment system of the marine engine, characterized in that the bubbling unit supplies air to the ammonia water tank to bubble the ammonia water. According to claim 3,
In the bubbling unit, steam is supplied to the ammonia water tank to bubble the ammonia water,
Ammonia treatment system of a marine engine, characterized in that in the ammonia recovery line, a cooling vent unit is additionally provided between the ammonia cooler and the ammonia recovery compressor to separate the condensed water from the vaporized gas cooled in the ammonia cooler and transfer it to the ammonia water tank. . According to claim 3,
Ammonia water discharge line for discharging the ammonia water in the ammonia water tank to the sea chest;
A neutralized water discharge pump provided in the ammonia water discharge line and transporting ammonia water; and
Further comprising an emission standard sensor for detecting the concentration of the ammonia water stored in the ammonia water tank,
When the ammonia water in the ammonia water tank meets the outboard emission standards due to the vaporization of the ammonia, it is transferred to the sea chest through the ammonia water discharge line or supplied as neutralized water to the exhaust gas recirculation (EGR) of the engine. Ammonia treatment system of a marine engine characterized by. According to claim 6,
Further comprising: a level sensor for detecting the level of the ammonia water in the ammonia water tank,
Ammonia treatment system of a marine engine, characterized in that when the ammonia water level detected by the level sensor is greater than the reference value, the ammonia water in the ammonia water tank is automatically discharged by the neutralized water discharge pump. According to any one of claims 1 to 7,
a fuel supply line supplying liquid ammonia from the service tank to the engine;
a fuel return line for recovering ammonia not consumed in the engine upstream of the fuel supply unit; and
Further comprising a fuel valve train (FVT) in which a service valve for controlling ammonia supply between the fuel supply line and the fuel return line and the engine is disposed,
Ammonia treatment system of a marine engine, characterized in that in the fuel valve train, a double block and bleed valve for controlling ammonia supply is installed in the fuel supply line and the fuel return line, respectively. The method of claim 8, wherein the ammonia recovery drum,
a first drum for recovering ammonia discharged from the fuel supply unit;
a second drum recovering ammonia discharged from the fuel valve train; and
Ammonia treatment system of a marine engine comprising: a third drum for recovering ammonia in the exhaust discharged from the engine. According to claim 9,
a first vent line connected from the fuel supply unit to the first drum;
a second vent line connected to the second drum between double shut-off valves provided in the fuel supply line in the fuel valve train;
a third vent line connected to the second drum between double shut-off valves provided in the fuel return line in the fuel valve train; and
Ammonia treatment system of a marine engine further comprising a fourth vent line connected to the second drum upstream of the double shutoff valve of the fuel return line in the fuel valve train.

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