KR102581641B1 - Fuel Supply System And Method For Ship - Google Patents

Abstract

A ship fuel supply system and method are disclosed. The fuel supply system for a ship of the present invention includes a plurality of engines provided on a ship; a first tank and a second tank storing liquefied gas to be supplied as fuel for the engine; A first fuel supply unit that forcibly vaporizes the liquefied gas from the first tank and supplies it to the engine; a second fuel supply unit that forcibly vaporizes the liquefied gas from the second tank and supplies it to the engine; and a redundancy manifold that supplies gas forcedly vaporized from the first and second fuel supply units to the engine, wherein the first fuel supply unit and the second fuel supply unit are each installed as separate trains, The redundancy manifold is disposed close to the engine.

Description

Fuel supply system and method for ship {Fuel Supply System And Method For Ship}

The present invention relates to a fuel supply system and method for ships, and more specifically, to a fuel supply system and method for ships that can supply fuel to ship engines while meeting the redundancy required by the classification society with only a gas fuel supply system. It's about.

Conventionally, merchant ships such as container carriers or passenger ships (or floating structures) have propulsion engines that use fuel oil such as heavy fuel oil (HFO), marine diesel oil (MDO), or marine gas oil (MGO) as fuel. It was mainly used, but due to the influence of rising oil prices and strengthening exhaust emission standards, propulsion engines using fuel gas, such as LNG (or LPG, DME), which is a cheaper and cleaner energy source than fuel oil, were used as fuel. The number of ships equipped with it is increasing. In addition, the price of LNG in the summer is about 50% cheaper than in the winter, so LNG can be purchased and stored in the summer when it is cheap, making it a very advantageous energy source in terms of price.

Marine engines that can obtain propulsion or power generation power using LNG (or LPG, DME) as fuel include ME-GI engines or DFDE (Dual Fuel Diesel Electric) engines. The ME-GI engine or DFDE (Dual Fuel Diesel Electric) engine compresses LNG (or LPG, DME) and then injects it for combustion, so it is called a gas injection engine. In particular, the ME-GI engine is called a high-pressure gas injection engine because it compresses LNG (or LPG, DME) to high pressure (150 to 400 bar) and then injects it for combustion.

These gas injection engines use both fuel oil (e.g., HFO, MDO, MGO, etc.) and fuel gas (e.g., stored in the form of LNG, LPG, DME) as fuel, and produce low output (e.g., At 30% or less of maximum output), power is obtained by supplying fuel oil to the engine, and at 30% or more of maximum output, power is obtained by using fuel oil and fuel gas together. The operating method of this gas injection engine is disclosed in Registration Patent No. 0396471.

When a dual-fuel engine capable of using natural or forced gas and fuel oil as fuel in a ship's propulsion or power generation engine is provided, two fuel supply systems, a gas fuel supply system and an oil supply system, are required by the classification society. It is dually designed to satisfy redundancy.

However, greenhouse gas reduction obligations have recently been strengthened worldwide, and for ships, the IMO (International Maritime Organization) has set a 50% reduction in greenhouse gases in 2050 and a 100% reduction in 2100 compared to 2008 ( GHG Zero Emission (GHG Zero Emission) is proposed as the goal, and regulations in each country and region are expected to be strengthened accordingly.

According to EEDI (Energy Efficiency Design Index), a mandatory carbon dioxide reduction regulation applied by IMO to new ships, the initial EEDI announcement called for a 10% reduction in carbon dioxide emissions in 2015 based on carbon dioxide emissions from 2013 to 2015. EEDI Phase 1 was applied, and it was planned to apply Phase 3 in 2025 by strengthening and applying one step every five years. However, for LPG carriers, EEDI Phase 3 will be applied early from 2022, two years after applying EEDI Phase 2. It is being done. Likewise, regulations on carbon dioxide emissions are being rapidly strengthened.

As greenhouse gas emissions regulations are strengthened, the use of heavy fuel oil such as bunker C oil on ships is expected to gradually decrease in the future. In order to meet redundancy, it is necessary to design and install a double oil supply system that will not be used in the future. This is very inefficient in many aspects, including installation costs and space utilization within the ship.

Therefore, the present invention solves these problems and provides a fuel supply system for ships that can be operated by reducing greenhouse gas emissions in accordance with various emission regulation standards while reducing costs by meeting the redundancy required by the classification society with only a gas fuel supply system. I would like to propose.

According to one aspect of the present invention for solving the above-described problem, a plurality of engines provided on a ship;

a first tank and a second tank storing liquefied gas to be supplied as fuel for the engine;

A first fuel supply unit that forcibly vaporizes the liquefied gas from the first tank and supplies it to the engine;

a second fuel supply unit that forcibly vaporizes the liquefied gas from the second tank and supplies it to the engine; and

A redundancy manifold that supplies forced gas vaporization from the first and second fuel supply units to the engine,

A fuel supply system for a ship is provided, wherein the first fuel supply unit and the second fuel supply unit are each installed as separate trains, and the redundancy manifold is disposed close to the engine.

Preferably, booster pumps for transferring the liquefied gas to the first or second fuel supply units are provided in the first and second tanks, respectively, and the first and second fuel supply units are transferred from the booster pumps, respectively. It may include a high-pressure pump that compresses the liquefied gas to the pressure required by the engine, and a vaporizer that vaporizes the liquefied gas compressed by the high-pressure pump.

Preferably, a portion of the liquefied gas transferred from the booster pump of the duty train being driven to supply fuel to the engine among the first and second fuel supply units is transferred to a standby unit among the first and second fuel supply units. By transferring it to the high-pressure pump of the standby train, the high-pressure pump and piping of the standby train can be maintained in a cool down state.

Preferably, it further includes a buffer tank provided between the redundancy manifold and the engine, and in the event of a failure or device malfunction of the booster pump or fuel supply unit of the duty train, the buffer tank is maintained until fuel is supplied by the standby train. Fuel can be supplied to the engine by maintaining the fuel supply pressure.

Preferably, it further includes an MDO (Marine Diesel Oil) supply unit that supplies pilot fuel to the engine, and in the event of a failure or device malfunction of the booster pump or fuel supply unit of the duty train, until fuel is supplied by the standby train. The engine can be switched to oil mode to supply oil from the MDO supply unit.

According to another aspect of the present invention, liquefied gas is forcibly vaporized in the first fuel supply unit and the second fuel supply unit, respectively, from the first tank and the second tank storing the liquefied gas to be supplied to a plurality of engines provided in the ship, thereby forming a redundancy manifold. Supplied as fuel for the engine through

The first fuel supply unit and the second fuel supply unit are each installed as separate trains, and the redundancy manifold is placed close to the engine to prevent a single failure between the redundancy manifold and the engine. A method of supplying fuel to a ship is provided.

Preferably, a portion of the liquefied gas transferred from the first or second tank to a duty train running for supplying fuel to the engine among the first and second fuel supply units is used as the first and second fuel. By transferring it to a standby train waiting in the supply section, the high-pressure pump and piping of the standby train can be kept in a cool down state.

Preferably, a buffer tank is provided between the redundancy manifold and the engine, so that when the pump or fuel supply unit of the duty train fails or malfunctions, fuel is supplied by the buffer tank until fuel is supplied by the standby train. Fuel can be supplied to the engine by maintaining pressure.

Preferably, when the pump or fuel supply unit of the duty train fails or malfunctions, the engine is switched to oil mode until fuel is supplied by the standby train, and oil is supplied from the MDO supply unit that supplies pilot fuel to the engine. It can be supplied to the engine.

In the present invention, the first fuel supply unit and the second fuel supply unit, which forcibly vaporizes the liquefied gas from the first tank and the second tank and supply it to the engine, are installed in separate trains to meet the requirements of the classification society with only a gas fuel supply system. Ensures that redundancy is met. Through this, it is possible to avoid using HFO (Heavy Fuel Oil) and installing various facilities necessary to supply it as fuel, thereby reducing costs and contributing to securing space on board the ship. When using HFO, greenhouse gas emissions from ship operations are reduced. It can meet various environmental regulatory standards.

A redundancy manifold that supplies forced vaporized gas to the engine through the first fuel supply unit and the second fuel supply unit is placed close to the engine to prevent a single failure between the redundancy manifold and the engine.

In addition, some of the liquefied gas transferred from the booster pump of the duty train is transferred to the high pressure pump of the standby train, thereby maintaining the high pressure pump and piping of the standby train in a cool down state. , in the event of a breakdown or accident of the duty train, fuel can be quickly supplied by the standby train.

Figure 1 schematically shows a fuel supply system for a ship according to a first embodiment of the present invention.
Figure 2 schematically shows a fuel supply system for a ship according to a second embodiment of the present invention.

In order to fully understand the operational advantages of the present invention and the objectives achieved by practicing 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 structure and operation of a preferred embodiment of the present invention will be described in detail with reference to the attached drawings. Here, in adding reference numerals to components in each drawing, it should be noted that identical components are indicated with the same reference numerals as much as possible, even if they are shown in different drawings.

Hereinafter, the ship in the present invention is any type installed with an engine that can use liquefied gas and boil-off gas generated from the liquefied gas as fuel for propulsion or power generation engines, or uses liquefied gas or boil-off gas as fuel for the ship's engines. of ships, including ships with self-propelled capabilities such as LNG carriers, liquefied petroleum gas carriers, and LNG RVs (Regasification Vessels), as well as LNG FPSOs (Floating Production Storage Offloading) and LNG FSRUs (Floating Storage Regasification). Unit) may also include offshore structures that do not have propulsion capabilities but are floating in the sea.

In addition, the liquefied gas in the present invention can include all types of liquefied gas that can be transported by liquefying gas at low temperature, generate boil-off gas in a stored state, and can be used as fuel for onboard engines. These liquefied gases are, for example, liquefied petrochemicals such as LNG (Liquefied Natural Gas), LEG (Liquefied Ethane Gas), LPG (Liquefied Petroleum Gas), Liquefied Ethylene Gas, and Liquefied Propylene Gas. It could be gas. However, in the examples described later, the application of LNG, one of the representative liquefied gases, will be described as an example.

Figure 1 schematically shows a fuel supply system for a ship according to a first embodiment of the present invention, and Figure 2 schematically shows a fuel supply system for a ship according to a second embodiment of the present invention.

As shown in Figures 1 and 2, the fuel supply system of the present embodiments is a system that supplies liquefied gas as fuel to a plurality of engines (E1 and E2) provided on the ship, and the liquefied gas to be supplied as fuel for the engine a first tank (T1) and a second tank (T2) in which liquefied gas is stored, a first fuel supply unit (FGS1) that forcibly vaporizes the liquefied gas from the first tank and supplies it to the engine, It includes a second fuel supply unit (FGS2), and redundancy manifolds (M1, M2) that supply gas forcedly vaporized from the first and second fuel supply units to the engine, wherein the first fuel supply unit and the second fuel supply unit each It is installed as a separate train (TR1, TR2), and the redundancy manifolds (M1, M2) are located close to the engines (E1, E2).

The first and second tanks (T1, T2) are provided with booster pumps (P1, P2) that transfer the liquefied gas stored in the tank to the first or second fuel supply unit, respectively. The liquefied gas transferred from the first or second tank through the booster pump passes through the first or second fuel supply unit (FGS1, FGS2) along the fuel supply line (FSL1, FSL2) and then is supplied to the engines through the redundancy manifold. do. The redundancy manifold is designed to be placed close to the engine to prevent a single failure between the redundancy manifold and the engine.

The first and second fuel supply units (FGS1, FGS2) each include high-pressure pumps (100a, 100b) that compress the liquefied gas transferred from the booster pumps (P1, P2) to the pressure required by the engine, and liquefaction compressed in the high-pressure pump. It may include vaporizers 200a and 200b that vaporize gas.

The engine that receives the forced vaporized gas through the first and second fuel supply units may be a ship's propulsion engine or a power generation engine. For example, in the case of a ME-GI engine, the gas is supplied with forced vaporization through the first and second fuel supply units. Gas fuel compressed to barg can be supplied.

Meanwhile, in the present embodiments, a portion of the liquefied gas transferred from the booster pump of the duty train that is running to supply fuel to the engine among the first and second fuel supply units is transferred to the standby pump on standby among the first and second fuel supply units. It is transferred to the high-pressure pump of the standby train and the high-pressure pump and piping of the standby train are kept in a cool down state. A return line is connected from the high pressure pump to the first and second tanks, and the liquefied gas transferred from the booster pump of the duty train to the high pressure pump of the standby train for cooldown is transferred to the tank while cooling down the return line.

In this way, in these embodiments, the gas fuel supply system connected to the tank where the liquefied gas is stored - booster pump - high pressure pump - vaporizer is installed as a plurality of separated trains (TR1, TR2) to meet the requirements of the classification society with only the gas fuel supply system. Ensures redundancy and duplication are met. In particular, by using the booster pump of the duty train that is in operation to supply fuel to the engine, some of the liquefied gas transferred from the tank is sent to the high pressure pump of the standby train, allowing the high pressure pump and piping of the standby train to start immediately. By shutting it down, fuel can be quickly supplied to the standby train in the event of a breakdown or accident of the duty train.

Meanwhile, in the system of the first embodiment shown in FIG. 1, buffer tanks BT1 and BT2 are provided between the redundancy manifold and the engine.

The buffer tank may be provided separately for each train or shared depending on the detailed design, such as the number of engines and capacity.

By providing a buffer tank in this way, in case of failure of the pump or fuel supply part of the duty train or equipment malfunction, the pressure of the standby train is raised and the buffer tank (BT1, BT2) is used to remove fuel from the engine until fuel can be supplied by the standby train. Fuel can be supplied to the engine while maintaining the required fuel supply pressure.

The system of the second embodiment shown in FIG. 2 does not have a buffer tank, but is instead configured to supply fuel to the engine through an MDO (Marine Diesel Oil) supply unit (OT) that supplies pilot fuel to the engine.

In the event of a failure or malfunction of the duty train's booster pump or fuel supply unit (duty train failure), the engine is switched to oil mode and oil is supplied as engine fuel from the MDO supply unit (OT) for a short period of time until fuel is supplied by the standby train. And when the pressure for fuel supply to the standby train is sufficient and fuel supply preparations are completed, it switches back to gas mode and supplies the forced vaporized gas as engine fuel.

For example, in an engine type that does not use pilot oil, a system for providing a buffer tank is applied like the system in the first embodiment described above, and in an engine type that uses pilot oil, a second implementation is performed without installing a separate buffer tank. Like the example system, a system utilizing the MDO supply for pilot fuel supply may be applied.

As discussed above, these embodiments are able to meet the redundancy required by the classification society with only a gas fuel supply system, so that various facilities required to supply HFO (Heavy Fuel Oil) as fuel can be eliminated by not using HFO (Heavy Fuel Oil). This reduces costs, contributes to securing space on board, and reduces greenhouse gas emissions from ship operations when using HFO fuel.

It is obvious to those skilled in the art that the present invention is not limited to the above-mentioned embodiments, and that it can be implemented with various modifications or variations without departing from the technical gist of the present invention. It was done.

E1, E2: Engine
T1: Tank 1
T2: Second tank
P1, P2: Booster pump
FGS1: First fuel supply section
FGS2: Second fuel supply section
TR1: first train
TR2: 2nd train
M1, M2: Redundancy manifold
BT1, BT2: Buffer tank
OT: MDO Supply Department

Claims (9)

A plurality of engines provided on a ship;
a first tank and a second tank storing liquefied gas to be supplied as fuel for the engine;
A first fuel supply unit that forcibly vaporizes the liquefied gas from the first tank and supplies it to the engine;
a second fuel supply unit that forcibly vaporizes the liquefied gas from the second tank and supplies it to the engine; and
A redundancy manifold that supplies forced gas vaporization from the first and second fuel supply units to the engine,
The first fuel supply unit and the second fuel supply unit are each installed as separate trains, and the redundancy manifold is disposed close to the engine,
A portion of the liquefied gas transferred from the first or second tank to a duty train that is running to supply fuel to the engine among the first and second fuel supply units, is transferred to a portion of the liquefied gas on standby among the first and second fuel supply units. A ship's fuel supply system characterized in that it is transferred to a standby train and the high-pressure pump and piping of the standby train are maintained in a cool down state. According to clause 1,
A booster pump is provided in the first and second tanks to transfer the liquefied gas to the first or second fuel supply unit, respectively,
The first and second fuel supply units each include a high-pressure pump that compresses the liquefied gas transferred from the booster pump to the pressure required by the engine, and a vaporizer that vaporizes the liquefied gas compressed by the high-pressure pump. Fuel supply system for ships. delete According to clause 2,
It further includes a buffer tank provided between the redundancy manifold and the engine,
Ship fuel, characterized in that fuel is supplied to the engine by maintaining the fuel supply pressure through the buffer tank until fuel is supplied by the standby train in the event of a failure or device malfunction of the booster pump or fuel supply unit of the duty train. Supply system. According to clause 2,
It further includes a Marine Diesel Oil (MDO) supply unit that supplies pilot fuel to the engine,
In the event of a malfunction or malfunction of the booster pump or fuel supply unit of the duty train, the engine is switched to oil mode until fuel is supplied by the standby train, and oil is supplied from the MDO supply unit. system. The liquefied gas is forcibly vaporized from the first tank and the second tank storing the liquefied gas to be supplied to a plurality of engines provided on the ship in the first fuel supply unit and the second fuel supply unit, respectively, and supplied as fuel for the engine through a redundancy manifold. However,
The first fuel supply unit and the second fuel supply unit are each installed as separate trains, and the redundancy manifold is placed close to the engine to prevent a single failure between the redundancy manifold and the engine. ,
A portion of the liquefied gas transferred from the first or second tank to a duty train that is running to supply fuel to the engine among the first and second fuel supply units, is transferred to a portion of the liquefied gas on standby among the first and second fuel supply units. A method of supplying fuel to a ship, characterized in that it is transferred to a standby train and the high-pressure pump and piping of the standby train are kept in a cool down state. delete According to clause 6,
A buffer tank is provided between the redundancy manifold and the engine,
Fuel supply for ships, characterized in that fuel is supplied to the engine by maintaining the fuel supply pressure through the buffer tank until fuel is supplied by the standby train in the event of a failure or equipment malfunction of the pump or fuel supply unit of the duty train. method. According to clause 6,
In the event of a malfunction or malfunction of the pump or fuel supply unit of the duty train, the engine is switched to oil mode until fuel is supplied by the standby train, and oil is supplied to the engine from the MDO supply unit that supplies pilot fuel to the engine. A method of supplying fuel to a ship, characterized in that.

Images