KR102543435B1 - Ammonia Treatment System And Method For Ship Engine - Google Patents

Abstract

An ammonia treatment system and method for a marine engine are disclosed. Ammonia treatment system of a marine engine of the present invention includes a fuel supply unit for supplying ammonia to the engine at a pressure and temperature required by the engine in a ship provided with an engine receiving ammonia; 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; An ammonia water tank for receiving and storing ammonia water generated by the ammonia and the water supplied from the water supply unit; And a neutralizer supply line for supplying sodium hypochlorite (NaOCl, Sodium Hypochlorite) for ammonia neutralization to the ammonia water tank, wherein the sodium hypochlorite is produced by electrolyzing seawater.

Description

Ammonia Treatment System And Method For Ship Engine

The present invention relates to a system and method for treating ammonia of a marine engine, and more particularly, by recovering ammonia discharged from a fuel pipe and a fuel supply unit of an engine to generate ammonia water, neutralizing it with sodium hypochlorite generated from seawater, and treating the ammonia. It relates to an ammonia treatment system and method for marine engines.

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. are making it As such, regulations on carbon dioxide emissions are rapidly being strengthened, and in the case of LPG carriers of 15,000 DWT or more, if the standards of Phase 4 (40% reduction in carbon dioxide emissions) or higher are applied in the future, LPGCs that use LPG as fuel will not be able to achieve carbon dioxide emission regulations. It can be difficult.

Accordingly, various studies on eco-friendly ship fuels capable of reducing carbon dioxide emissions have been conducted, and recently, technologies related to ship engines capable of using ammonia as a fuel along with fuels such as LNG or LPG have been developed.

Ammonia (NH ₃ ) is a substance in which three hydrogens are bonded to one nitrogen, and it is easy to liquefy because it can form a strong hydrogen bond between molecules, and has a boiling point of -33.34 ° C and a melting point of -77.73 ° C under normal pressure.

This ammonia is easier to store than LNG, and although it is slightly lower in SPECIFIC ENERGY and ENERGY DENSITY compared to existing HFO, it does not emit carbon dioxide at all, so it is attracting attention as an eco-friendly ship fuel that can respond to the strengthening trend of international greenhouse gas emission standards.

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 supplying ammonia to the engine according to the pressure and temperature required by the engine in a ship provided with an engine receiving ammonia;

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;

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

A neutralizing agent supply line for supplying sodium hypochlorite (NaOCl, Sodium Hypochlorite) for neutralizing ammonia to the ammonia water tank;

The sodium hypochlorite is provided with an ammonia treatment system for a marine engine, characterized in that produced by electrolysis of seawater.

Preferably, a chlorine generating device for electrolyzing seawater supplied from a sea chest provided in the ship and supplying it to the ammonia water tank; a seawater supply pump transferring seawater from the sea chest to the chlorine generator; And an emission standard sensor for detecting the concentration of ammonia water stored in the ammonia water tank: further comprising, in order to supply sodium hypochlorite according to the concentration of ammonia water detected by the emission standard sensor, the seawater to be electrolyzed in the chlorine generator amount can be determined.

Preferably, the ammonia water level sensor for detecting the liquid level of the ammonia water in the ammonia water tank; an ammonia water discharge line for discharging neutralized ammonia water from the ammonia water tank to the sea chest in accordance with outboard discharge standards; and a neutralized water discharge pump provided in the ammonia water discharge line and transporting the neutralized ammonia water.

Preferably, a residual chlorine sensor provided in the ammonia water discharge line and detecting the residual chlorine concentration of the ammonia water discharged into the sea chest; a seawater cooling pump supplying the seawater stored in the sea chest as seawater for cooling inside the ship; A flow sensor for adjusting the flow rate of seawater transferred from the sea chest to the chlorine generator; further comprising a residual chlorine sensor detecting the residual chlorine concentration, and according to the flow rate of seawater transferred from the seawater cooling pump The concentration and supply amount of sodium hypochlorite supplied from the chlorine generator to the ammonia water tank may be adjusted by adjusting the flow rate of the seawater supply pump in the flow rate sensor so that the seawater for cooling maintains a constant residual chlorine concentration.

Preferably, the residual chlorine sensor detects the residual chlorine concentration, and the chlorine generator during electrolysis of the seawater so that the cooling seawater maintains a constant residual chlorine concentration according to the flow rate of the seawater transported from the seawater cooling pump The concentration of sodium hypochlorite supplied to the ammonia water tank may be adjusted by adjusting the amount of power supplied.

Preferably, the water supply unit includes a fresh water tank provided in the ship and storing fresh water; A cooler for receiving and cooling fresh water from the fresh water tank; and an injection unit receiving the fresh water cooled by the cooler and injecting it into the ammonia recovery drum.

Preferably, a cooling line for cooling the ammonia water in the ammonia water tank through the cooler and recovering it to the ammonia water tank may be further included.

Preferably, a level sensor for detecting the liquid inside the ammonia recovery drum further includes, and whether or not the engine is restarted in the ammonia fuel mode may be determined according to the presence or absence of liquid inside the ammonia recovery drum detected by the level sensor. there is.

Preferably, a fuel supply line for supplying liquid ammonia as fuel to the ship's 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.

Preferably, when the ammonia fuel mode of the engine is stopped, the double shutoff valves of the fuel supply line and the fuel return line are closed and the pressure between the valves is relieved through the second and third vent lines, and the first and second shutoff valves are closed. 4 Ammonia remaining in the fuel supply unit and engine can be discharged through the vent line.

According to another aspect of the present invention, ammonia is supplied at a pressure and temperature required by the engine via a fuel supply unit in a ship equipped with an engine receiving ammonia,

Recovering ammonia discharged from the fuel pipe and fuel supply unit of the engine and ammonia in the exhaust to an ammonia recovery drum, supplying water to the ammonia recovery drum, and generating aqueous ammonia;

There is provided an ammonia treatment method of a marine engine, characterized in that for neutralizing the ammonia water by supplying sodium hypochlorite (NaOCl, Sodium Hypochlorite) generated by electrolysis of seawater in a chlorine generator to the ammonia water tank.

Preferably, the concentration of the ammonia water stored in the ammonia water tank may be detected, and the amount of seawater to be electrolyzed in the chlorine generator from the sea chest of the ship may be determined according to the detected concentration of the ammonia water.

Preferably, the seawater stored in the sea chest is supplied as seawater for cooling in the ship, and the ammonia water neutralized in the ammonia water tank according to the outboard discharge standard is discharged to the sea chest, and residual chlorine of the ammonia water discharged to the sea chest is discharged. Concentration is detected, and the flow rate of seawater supplied to the chlorine generator is adjusted according to the flow rate of seawater supplied from the sea chest to the seawater for cooling so that the seawater for cooling maintains a constant residual chlorine concentration. The concentration and supply amount of sodium hypochlorite supplied to the ammonia water tank may be adjusted by adjusting the amount of power supplied to the chlorine generator.

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, ammonia water is generated from the discharged ammonia and neutralized with sodium hypochlorite generated by electrolysis of seawater, which is easy to find on the ship, so that it can be discharged overboard in accordance with the emission standard, and the residual chlorine concentration of the ammonia neutralized water is controlled inside the ship. It is possible to prevent the habitat of marine life in the seawater for cooling to be supplied.

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 (NT) for receiving and storing the generated ammonia water, and a neutralizer supply line (NOL) for supplying sodium hypochlorite (NaOCl, Sodium Hypochlorite) generated by electrolysis of seawater to the ammonia water tank for neutralization of ammonia.

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 may be provided in the service tank to prevent an increase in tank pressure.

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.

The liquid ammonia supplied from the service tank through the transfer pump is compressed to around 50 bar by the compression pump, adjusted to a temperature around 45°C through a temperature controller, filtered out foreign substances, and supplied to the engine as a high-pressure liquid. , The engine can 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 and D2 without being discharged into 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 shut-off valves DV1 and DV2 provided in the fuel supply line FSL in the fuel valve train FVT. 2 The second vent line (VL2) to the drum (D2), the third vent to the second drum (D2) between the double shut-off valves (DV3, DV4) provided in the fuel return line (FRL) in the fuel valve train (FVT) The line VL3 is connected to the second drum D2 from upstream of the double shutoff valve of the fuel return line FRL in the fuel valve train FVT to the fourth vent line VL4. Venting valves VV1 , VV2 , VV3 , and VV4 for controlling discharge of ammonia to the first or second drum are provided on the first to fourth vent lines, respectively.

For example, when the ammonia fuel mode of the engine is stopped, the double shutoff valves (DV1, DV2, DV3, DV4) of the fuel supply line and fuel return line are closed and the venting valves (VV2, VV3) of the second and third vent lines are opened. Ammonia is discharged to the second drum D2 through the second and third vent lines VL2 and VL3 to relieve the pressure between the valves, and the venting valves VV1 and VV4 of the first and fourth vent lines are opened. Ammonia remaining in the fuel supply unit (LFS) and the engine may be discharged to the first and second drums, respectively.

In this embodiment, water is supplied to the ammonia discharged from the fuel supply unit and each pipe and recovered to the ammonia recovery drum (D1, D2, D3) to generate ammonia water and transfer it to the ammonia water tank (NT), and the ammonia water is transported outboard. Neutralize to meet emission standards.

First, the water supply unit for supplying water to the ammonia recovery drum to generate ammonia water is provided on the ship and includes a fresh water tank (WT) for storing fresh water, a cooler 100 for cooling by receiving fresh water from the fresh water tank, and a cooler It includes injection units 150A, 150B, and 150C for receiving cooled fresh water and injecting it into the ammonia recovery drum.

Ammonia has a very high solubility in water, and in particular, the solubility increases as the temperature decreases. In order to increase the solubility of ammonia, the fresh water in the fresh water tank is cooled in the cooler 100 and then sprayed to the ammonia in the ammonia recovery drum through the spraying part . Fresh water is supplied from the fresh water tank (WT) to the cooler 100 along the fresh water supply line (WL), and the fresh water cooled in the cooler 100 is first to third through branched pipes (WL1, WL2, WL3). It is supplied to each injection part 150A, 150B, 150C of drum D1, D2, D3.

The ammonia recovery drum is provided with level sensors LS1 and LS2 for detecting liquid inside the drum, respectively, and whether or not the engine is restarted in the ammonia fuel mode can be determined according to the presence or absence of liquid inside the ammonia recovery drum detected by the level sensor.

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

Meanwhile, sodium hypochlorite (NaOCl, Sodium Hypochlorite) for neutralizing ammonia is supplied to the ammonia water tank (NT) through the neutralizer supply line (NOL), and the ammonia water neutralized in accordance with the outboard discharge standard is supplied through the ammonia water discharge line (NL). It is discharged to Sea Chest (SC). The neutralization reaction of ammonia and sodium hypochlorite takes place as follows.

2NH ₃ + 3NaOCl -> N ₂ + 3H ₂ O + 3NaCl

Sodium hypochlorite for neutralizing ammonia water is produced by electrolysis of seawater. To this end, a chlorine generator 250 receives seawater from Sea Chest (SC) and electrolyzes it to supply it to an ammonia water tank, and chlorine sea water from Sea Chest A seawater supply pump 200 is provided to transfer to the generator.

An emission standard sensor (S1) is provided to detect the concentration of ammonia water stored in the ammonia water tank, and electrolysis is performed in the chlorine generator to supply sodium hypochlorite to the ammonia water tank according to the concentration of ammonia water detected by the emission standard sensor (S1). The amount of seawater that will be can be determined.

The ammonia water neutralized in the ammonia water tank according to the outboard discharge standard is discharged to the sea chest (SC) along the ammonia water discharge line (NL). An ammonia water level sensor (LS3) for detecting the level of ammonia water in the tank is provided in the ammonia water tank, and a neutralized water discharge pump 300 for transferring neutralized ammonia water to the sea chest is provided in the ammonia water discharge line, and a discharge that opens and closes the ammonia water discharge line. A control valve (SV) is provided. The neutralized water discharge pump 300 is operated when the discharge standard sensor (S1) detects the ammonia water concentration and meets the outboard discharge standard, and the ammonia water level sensor (LS3) detects the liquid level and neutralizes it according to the discharge standard. When the level of ammonia water rises above a certain level, the neutralized water discharge pump is operated so that it can be automatically discharged to the sea chest.

The seawater stored in the sea chest (SC) can be supplied as seawater for cooling inside the ship. To this end, a seawater cooling pump 400 for transporting seawater for cooling from the sea chest is provided, and the seawater transferred from the seawater cooling pump is supplied to the cooling device 450 of the ship as seawater for cooling.

The seawater for cooling supplied to the cooling device 450 of the ship maintains a residual chlorine concentration above a certain concentration to prevent marine life from inhabiting.

To this end, a residual chlorine sensor (S2) that detects the residual chlorine concentration of ammonia water discharged to the sea chest is provided in the ammonia water discharge line (NL), and a flow sensor that controls the flow rate of sea water transferred from the sea chest to the chlorine generator. (FS) is provided.

While the residual chlorine sensor (S2) detects the residual chlorine concentration of the ammonia neutralized water discharged to the sea chest, the seawater for cooling is constant according to the flow rate of the seawater transferred to the cooling device 450 through the seawater cooling pump 400. To maintain the residual chlorine concentration, the flow rate of the seawater supply pump 200 for supplying seawater from the sea chest SC to the chlorine generator 250 is controlled by the flow sensor FS. Accordingly, the concentration and supply amount of sodium hypochlorite supplied from the chlorine generator 250 to the ammonia water tank NT can be adjusted. Ammonia water can be neutralized in accordance with the outboard emission standard of 50ppm, and at the same time, the flow sensor can maintain a constant residual chlorine concentration, for example, 0.5 ppm or more, to prevent the habitation of marine life in the seawater supplied to the inboard cooling system from Sea Chest. Controls the flow rate of seawater to be transferred to the chlorine generator through the seawater supply pump.

As another method of controlling the residual chlorine concentration of ammonia neutralized water discharged into the sea chest, the amount of power supplied during the electrolysis of seawater in the chlorine generator 250 is increased to increase the concentration of sodium hypochlorite in the electrolyzed seawater to increase the concentration of sodium hypochlorite in the ammonia water tank. (NT) is also available.

Meanwhile, the ammonia water in the ammonia water tank NT is cooled along the cooling line CL through the cooler 100 of the water supply unit and then recovered to the ammonia water tank NT, thereby improving storage stability.

A sea chest that supplies seawater to a chlorine generator and an inboard cooling system and discharges neutralized ammonia water may be provided in multiple numbers, and the inlet and outlet may be separated and applied.

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
NT: Ammonia water tank
WT: fresh water tank
SC: Sea Chest
100: cooler
150A, 150B, 150C: injection part
NL: ammonia water discharge line
NOL: neutralizer supply line
200: seawater supply pump
250: chlorine generator
300: neutralized water discharge pump
400: seawater cooling pump
LS1, LS2: Level sensor
LS3: Ammonia water level sensor

Claims (15)

A fuel supply unit supplying ammonia to the engine at a pressure and temperature required by the engine in a ship equipped with an engine receiving ammonia;
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;
An ammonia water tank for receiving and storing ammonia water generated by the ammonia and the water supplied from the water supply unit;
A neutralizer supply line for supplying sodium hypochlorite (NaOCl, Sodium Hypochlorite) for neutralizing ammonia to the ammonia water tank; and
An emission standard sensor for detecting the concentration of the ammonia water stored in the ammonia water tank:
The sodium hypochlorite is produced by electrolysis of seawater,
Ammonia treatment system of a marine engine, characterized in that the amount of seawater to be electrolyzed to supply sodium hypochlorite is determined according to the concentration of ammonia water detected by the emission standard sensor. According to claim 1,
A chlorine generating device that electrolyzes seawater supplied from a sea chest provided in the ship and supplies it to the ammonia water tank; and
Further comprising a seawater supply pump for transferring seawater from the sea chest to the chlorine generator,
Ammonia treatment system of a marine engine, characterized in that the amount of seawater to be electrolyzed in the chlorine generator is determined according to the concentration of ammonia water detected by the emission standard sensor. According to claim 2,
Ammonia water level sensor for detecting the liquid level of the ammonia water in the ammonia water tank;
an ammonia water discharge line for discharging neutralized ammonia water from the ammonia water tank to the sea chest in accordance with outboard discharge standards; and
Ammonia treatment system of a marine engine further comprising: a neutralized water discharge pump provided in the ammonia water discharge line and transporting neutralized ammonia water. According to claim 3,
a residual chlorine sensor provided in the ammonia water discharge line and detecting the residual chlorine concentration of the ammonia water discharged into the sea chest;
a seawater cooling pump supplying the seawater stored in the sea chest as seawater for cooling inside the ship;
Further comprising a flow sensor for controlling the flow rate of seawater transferred from the sea chest to the chlorine generator,
The residual chlorine sensor detects the residual chlorine concentration, and the flow rate sensor adjusts the flow rate of the seawater supply pump so that the cooling seawater maintains a constant residual chlorine concentration according to the flow rate of the seawater transported from the seawater cooling pump. Ammonia treatment system of a marine engine, characterized in that for controlling the concentration and supply amount of sodium hypochlorite supplied from the chlorine generator to the ammonia water tank. According to claim 4,
The residual chlorine sensor detects the residual chlorine concentration, and according to the flow rate of the seawater transported from the seawater cooling pump, the amount of power supplied to the chlorine generator during electrolysis of the seawater is determined so that the seawater for cooling maintains a constant residual chlorine concentration. Ammonia treatment system of a marine engine, characterized in that by adjusting the concentration of sodium hypochlorite supplied to the ammonia water tank. The method of claim 1, wherein the water supply unit,
A fresh water tank provided in the vessel and storing fresh water;
A cooler for receiving and cooling fresh water from the fresh water tank; and
Ammonia treatment system of a marine engine comprising: an injection unit for receiving the fresh water cooled by the cooler and injecting it into the ammonia recovery drum. According to claim 6,
Ammonia treatment system of a marine engine further comprising: a cooling line for cooling the ammonia water in the ammonia water tank through the cooler and recovering it to the ammonia water tank. According to claim 1,
Further comprising: a level sensor for detecting the liquid inside the ammonia recovery drum,
The ammonia treatment system of the marine engine, characterized in that it is determined whether the engine is restarted in the ammonia fuel mode according to the presence or absence of liquid in the ammonia recovery drum detected by the level sensor. According to any one of claims 1 to 8,
A fuel supply line for supplying liquid ammonia as fuel to the ship's 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 9, 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 10,
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. According to claim 11,
When the ammonia fuel mode of the engine is stopped, the double shutoff valves of the fuel supply line and the fuel return line are closed, the pressure between the valves is relieved through the second and third vent lines, and the first and fourth vent lines are closed. Ammonia treatment system of a marine engine, characterized in that for discharging ammonia remaining in the fuel supply unit and the engine through. Supplying ammonia at a pressure and temperature required by the engine through a fuel supply unit in a ship equipped with an engine receiving ammonia,
Recovering ammonia discharged from the fuel pipe and fuel supply unit of the engine and ammonia in the exhaust to an ammonia recovery drum, supplying water to the ammonia recovery drum, and generating aqueous ammonia;
Sodium hypochlorite (NaOCl, Sodium Hypochlorite) generated by electrolysis of seawater in a chlorine generator is supplied to the ammonia water tank to neutralize the ammonia water,
Detecting the concentration of ammonia water stored in the ammonia water tank, and determining the amount of seawater to be electrolyzed in the chlorine generator from the sea chest of the ship according to the detected concentration of ammonia water processing method. According to claim 13,
The seawater stored in the sea chest is supplied as sea water for cooling in the ship, and the ammonia water neutralized in the ammonia water tank according to the outboard discharge standard is discharged to the sea chest,
The residual chlorine concentration of the ammonia water discharged to the sea chest is detected, and the seawater for cooling is supplied to the chlorine generator according to the flow rate of the sea water supplied to the sea water for cooling from the sea chest to maintain a constant residual chlorine concentration. Ammonia treatment method of a marine engine, characterized in that by adjusting the flow rate of seawater or by adjusting the amount of power supplied to the chlorine generator during electrolysis to control the concentration and supply amount of sodium hypochlorite supplied to the ammonia water tank. delete

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