KR102581643B1 - Arrangement Structure For Liquefied Gas Fueled Ship - Google Patents

Abstract

An arrangement structure for a liquefied gas fuel ship is disclosed. The arrangement structure of a liquefied gas fuel ship of the present invention is disposed in an engine room provided at the stern of the lower upper deck of the ship in a ship supplied with liquefied gas as engine fuel on board, and uses the liquefied gas as fuel. Main engine supplied; A valve train room provided at the starboard or port end of the upper deck and where a valve train for controlling fuel supply to the main engine is placed; A fuel supply line connected to the engine room to supply liquefied gas to the main engine; and a fuel return line extending from the engine room to discharge liquefied gas not consumed in the main engine, wherein the fuel supply line and fuel return line extend from the engine room to the starboard or port end of the stern of the upper deck. It is characterized in that it extends along the outside of the hull in the longitudinal direction of the hull and is connected to the valve train room.

Description

{Arrangement Structure For Liquefied Gas Fueled Ship}

The present invention relates to an arrangement structure for a liquefied gas fuel ship, and more specifically, to supplying fuel to the main engine at the starboard or port end of the upper deck in a ship that receives liquefied gas such as ammonia as engine fuel within the ship. The valve train room where the valve train for controlling It relates to the arrangement structure of a liquefied gas fuel ship connected to a room.

As the global warming phenomenon intensifies, efforts are being made to reduce greenhouse gas emissions around the world, and as the 1997 Kyoto Protocol, which included obligations for developed countries to reduce greenhouse gases, expires in 2020, the event held in Paris, France in December 2015 The 195 parties participating in the Paris Climate Change Accord, which was adopted at the 21st United Nations Framework Convention on Climate Change and came into effect in November 2016, are making various efforts with the goal of reducing 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 as a pollution-free energy that can replace fossil fuels and nuclear power is increasing, and various technologies are being developed. I'm losing.

Liquefied gases, including liquefied natural gas, can remove or reduce air pollutants during the liquefaction process, so they can be viewed as eco-friendly fuels that emit fewer air pollutants during combustion. Accordingly, the consumption of liquefied gas such as liquefied natural gas (LNG) has recently been rapidly increasing worldwide. Liquefied gas, which is made by liquefying gas at low temperature, has a much smaller volume than gas, so it has the advantage of increasing storage and transportation 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 of that of natural gas. Therefore, when natural gas is liquefied and transported, it can be transported very efficiently.

The liquefaction temperature of liquefied petroleum gas varies depending on its composition, but in the case of petroleum gas containing propane as the main ingredient, it is liquefied at a low temperature of about -42℃ at normal pressure, and at a temperature of about 45℃ at 18 bar, and at 20℃ at 7 bar. It can be saved as a state.

Meanwhile, conventional LPG carriers, etc., adopt a fuel supply system that uses relatively inexpensive heavy oil such as bunker C oil as propulsion fuel for ships. This heavy oil fuel supply system has the international exhaust gas emissions associated with the use of heavy oil fuel. Due to strengthened regulations, a separate low-sulfur heavy fuel fuel tank (LSHFO tank) had to be installed, and the demand for an eco-friendly fuel supply system that meets international environmental regulation standards has increased.

Recently, the application of fuel supply systems that use LPG or LNG and boil-off gas generated therefrom as propulsion fuel has been increasing in LPG or LNG carriers, and in accordance with the strengthening of international exhaust gas emission regulations, in addition to LPG or LNG carriers, general ships also use LNG. The number of ships using propulsion fuel is increasing.

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

Although LNG and LPG are considered eco-friendly fuels compared to other fossil fuels previously used as ship fuels, they still produce carbon dioxide when burned, and ships that use them as fuel still emit carbon dioxide during operation.

IMO (International Maritime Organization), a UN specialized organization established to internationally unify shipping routes, traffic rules, port facilities, etc., also plans to reduce greenhouse gases by 50% in 2050 compared to 2008 and reduce greenhouse gases by 100% by 2100. % reduction (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. As such, regulations on carbon dioxide emissions are being rapidly strengthened, and in the case of LPG carriers over 15,000 DWT, if the standards of Phase 4 (40% reduction in carbon dioxide emissions) or higher are applied in the future, LPGCs using the current LPG as fuel will not be able to meet carbon dioxide emission regulations. It can be difficult.

Accordingly, various studies are being conducted on eco-friendly marine fuels that can reduce carbon dioxide emissions, and recently, technology for marine engines that can use ammonia as fuel along with fuels such as LNG or LPG is being developed.

Ammonia (NH ₃ ) is a substance in which three hydrogens are bonded to one nitrogen. It can form strong hydrogen bonds between molecules, making it easy to liquefy. It has a boiling point of -33.34°C and a melting point of -77.73°C at 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 any carbon dioxide, so it is attracting attention as an eco-friendly marine fuel that can respond to the trend of strengthening international greenhouse gas emission standards.

However, ammonia is a toxic substance, so when arranging piping on a ship, it is necessary to minimize the piping arrangement for supplying fuel to the engine room for the safety of crew members. In ships such as container ships, arrangement to prevent piping damage from falling objects is especially considered. It has to be. In addition, when using ammonia as an engine fuel, the ammonia vent gas discharged from the fuel supply system, such as to relieve pressure in the pipe or change the fuel mode, has an odor and is toxic and can have a fatal adverse effect on the human body and corrode the hull. Measures to safely discharge overboard should also be considered.

According to one aspect of the present invention for solving the above-described problem, in a ship receiving liquefied gas as fuel for the ship's engine,

A main engine disposed in an engine room provided at the stern of the lower upper deck of the ship and supplied with the liquefied gas as fuel;

A valve train room provided at the starboard or port end of the upper deck and where a valve train for controlling fuel supply to the main engine is placed;

A fuel supply line connected to the engine room to supply liquefied gas to the main engine; and

It includes a fuel return line extending from the engine room and discharging liquefied gas not consumed in the main engine,

The fuel supply line and the fuel return line extend from the engine room to the starboard or port end of the stern of the upper deck and extend along the outer side of the hull in the longitudinal direction of the hull to connect to the valve train room. An arrangement structure is provided.

Preferably, the liquefied gas is liquid ammonia, and the valve train room is composed of a separate closed or partially open compartment at the starboard or port end of the upper deck, and the valve train room includes: A service valve unit including a double block and bleed valve provided in the fuel supply line; and a return valve unit including a double blocking valve provided in the fuel return line.

In the vertical upper part of the valve train room on the A-deck provided on the upper part of the upper deck, a double wall is provided to prevent leakage when the fuel supply line and fuel return line pass through the safety area of the engine room. Double-pipe ventilation fan for ventilation of pipes; a knock-out drum for the main engine; And an air reduction unit may be disposed.

Preferably, a monorail crane platform is provided on the upper part of the A-deck, and a vent mast disposed on the starboard or port vertical upper part of the upper deck where the valve train room is located on the monorail crane platform, further comprising: The fuel supply line or fuel return line can be double blocked with a shutoff valve, and the gas in the pipe can be discharged through the vent line extended to the vent mast.

Preferably, the ship is a container carrier, and a monorail crane (Provision Crane) for transporting goods within the ship may be placed on the casing top.

Preferably, the fuel supply line and the fuel return line extend from the engine room to the upper deck and then extend from the upper deck to the starboard or port end of the stern along the lower part of the lashing bridge, and are connected to the hatch coaming on the outside of the hull ( hatch coaming) may extend along the inside of the hull in the longitudinal direction and connect to the valve train room.

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

In particular, the valve train room is composed of a separate closed or partially open compartment at the starboard or port end of the upper deck, and the fuel supply line and fuel return line that pass through the valve train room are routed along the outside of the hull along the length of the hull. It is arranged to extend from the starboard or port end of the stern to connect to the engine room through the lower part of the lashing bridge, and by placing piping on the upper deck using the lower part of the lashing bridge and the inside of the hatch coaming, the piping arrangement in the engine room is minimized to ensure crew safety. It can ensure safety, increase engine responsiveness, and prevent pipe damage from falling objects.

In addition, ammonia vent gas discharged from each fuel supply pipe and fuel supply unit, such as relieving pressure in the pipe or changing fuel mode, can be quickly and safely discharged overboard, thereby preventing the risk of hull corrosion.

Figure 1 schematically shows a cross-sectional view of a liquefied gas fuel vessel using an arrangement structure according to an embodiment of the present invention.
Figure 2 is a schematic plan view of the upper deck (a), A-deck (b), B-deck (c), monorail crane platform (d), and stringer (e) in the ship arrangement structure shown in Figure 1.

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 refers to all types of ships equipped with an engine that can use ammonia as fuel for the ship's engine, and representative examples include container carriers, ultra-large container ships, LPG carriers (LNG Carriers), and LNG carriers. , ships with self-propulsion capabilities such as liquid hydrogen carriers, liquid hydrogen carriers, and ammonia carriers, as well as offshore structures that do not have propulsion capabilities but are floating at sea may also be included.

Engines supplied with ammonia as fuel include those supplied with ammonia as fuel together with other marine fuels such as LNG, LPG, and HFO, and those supplied with ammonia alone as fuel, and engines for ship propulsion and power generation. Includes all engines.

Figure 1 schematically shows a cross-sectional view of a liquefied gas fuel ship using an arrangement structure according to an embodiment of the present invention, and Figure 2 shows the upper deck (a), the A-deck (b), and the upper deck (a) in the ship arrangement structure of Figure 1. The plan view of the B-deck (c), monorail crane platform (d), and stringer (e) is schematically shown.

As shown in Figures 1 and 2, the liquefied gas fuel ship according to the arrangement structure of this embodiment is a ship equipped with an engine supplied with liquefied gas, especially ammonia, and is located at the lower part of the upper deck (UD) of the hull. The main engine (ME), which is supplied with ammonia as fuel, can be placed in the engine room provided at the stern of the ship.

At the top of the engine room, a funnel (F) is provided with an exhaust pipe to discharge exhaust gases generated from the main engine. Even when ammonia is supplied as engine fuel, high-temperature exhaust gases may contain a lot of nitrogen oxides, and nitrogen oxides are also substances whose emissions are regulated by the IMO. In this way, in order to reduce nitrogen oxides in exhaust gas, an exhaust gas recirculation (EGR) device in the engine or a catalytic reduction device (Selective Catalytic Reactor) may be installed in the exhaust gas discharge pipe.

A fuel supply line (SL) is connected to the engine from a fuel tank (not shown) in which ammonia to be supplied as fuel is stored, and the fuel supply line (SL) has a fuel supply section that supplies ammonia to the engine according to the pressure and temperature required by the engine. (not shown) is prepared.

Ammonia can be supplied to the engine through a fuel supply unit in a high-pressure liquid state, for example, at a pressure of around 30 to 100 bar and a temperature of around 45°C.

When an incompressible fluid with little or no change in volume even when pressure is applied, that is, liquid fuel, is supplied to the engine, excess fuel is supplied to the engine to respond to changes in engine load and prevent cavitation. In addition, the fuel remaining after being consumed as fuel among the fuel supplied to the engine can be discharged from the engine, recovered upstream of the engine, and recirculated. To this end, the system of this embodiment includes a fuel return system that discharges and recovers ammonia that has not been consumed by the engine from the engine. A line (RL) is prepared.

A valve train including service valves for controlling ammonia supply between the fuel supply line and fuel return line and the engine is disposed in the valve train room (VTR), and in this embodiment ship, this valve train room is located on the upper deck (UD). It is installed at the starboard or port end of the. As shown in Figures 1 and 2, the valve train room consists of a separate closed or partially open compartment at the starboard or port end of the upper deck. In this way, the valve train room is provided as a separate compartment on the easily accessible upper deck, making it easy for workers and equipment to access and perform maintenance quickly. In addition, through this arrangement, in the case of large container ships with a TWIN ISLAND structure, the response to the engine can be improved by placing the valve train room close to the engine.

Accordingly, the fuel supply line (SL) from the fuel tank (not shown) through the fuel supply unit (not shown) extends to the outside of the hull after passing through the valve train room (VTR), as shown in (a) of Figure 2. It extends to the stern along the starboard or port end of the upper deck along the length of the hull and is connected to the engine room at the stern to supply ammonia fuel to the main engine. The fuel return line (RL), which discharges liquefied gas not consumed in the main engine, also extends from the engine room to the starboard or port end of the stern of the upper deck (UD), as shown in (a) of Figure 2, and then connects to the fuel supply line. It is connected to the valve train room (VTR) in parallel.

More specifically, the fuel supply line and fuel return line extend upward from the engine room to the upper deck, then extend from the upper deck to the starboard or port end of the stern along the lower part of the lashing bridge, and extend through a hatch on the outside of the hull. It extends along the inside of the hatch coaming along the length of the hull and is connected to the valve train room (VTR). In this way, by arranging the piping from the upper deck using the lower part of the lashing bridge and the inside of the hatch coaming, damage to the piping from falling cargo, equipment, etc. can be prevented, thereby ensuring the safety of the crew and ship.

As the routing of the fuel supply line and fuel return line is placed on the stern side close to the engine room, the FUEL CONNECTION related to fuel supply is also placed on the stern side.

As shown in FIG. 2, the A-deck (b), B-deck (c), monorail crane platform (d), and stringer (e) are sequentially provided on the upper deck (a). When the fuel supply line and fuel return line pass through the safety area of the engine room, a double wall pipe is provided to prevent the risk of ammonia leaking. A double wall pipe is installed to ventilate the double pipe, and a double wall pipe is installed to ventilate the main engine. A knock-out drum 20 and an air reduction unit 30 may be placed in the vertical upper part of the valve train room on the A-deck.

In addition, in this embodiment, the vent mast (VM) is placed on the top of the monorail crane platform (CT) on the vertical upper starboard or port side of the upper deck (UD) where the valve train room is provided.

In the valve train arranged in the valve train room (VTR), a service valve part (SVT) provided in the fuel supply line and a return valve part (RVT) provided in the fuel return line are disposed.

The service valve and return valve parts of the valve train are equipped with a double block and bleed valve (not shown) that can double block the piping to control ammonia supply and discharge. While supplying ammonia to the engine, the engine's When ammonia fuel supply is interrupted due to fuel oil change, ammonia fuel mode stop, trip, etc., or when ammonia is gasified instead of liquid due to temperature rise, the fuel supply line or fuel return line is double blocked with a double block valve and vented. The pressure in the pipe can be relieved by discharging the gas in the pipe through the vent line extended to the mast (VM).

In this embodiment, the valve train room is placed at the starboard or port end of the stern upper deck (UD), and a vent is installed on the upper part of the monorail crane platform (CT) on the vertical top of the starboard or port side of the upper deck where the valve train room (VTR) is provided. By arranging the mast (VM), the distance to the vent mast can be reduced and the gas in the pipe can be discharged overboard quickly and safely. In addition, the fuel supply line and fuel return line extend outward toward the hull after passing through the valve train room at the starboard or starboard end, and extend toward the stern along the starboard or port end of the upper deck, ensuring sufficient space in the upper deck. Even if a leak of ammonia supplied as fuel occurs, the crew can be safely protected from odor and toxicity.

Meanwhile, in this embodiment, a monorail crane (Provision Crane) (not shown) capable of transporting goods on board may be placed on the casing top.

As discussed above, in this embodiment, piping is placed on the upper deck using the lower part of the lashing bridge and the inside of the hatch coaming, thereby reducing greenhouse gas emissions during ship operation by supplying ammonia, an eco-friendly fuel, and arranging piping in the engine room. By minimizing the safety of crew members, the responsiveness of the engine can be improved. In addition, it ensures the safety of ships by preventing damage to pipes from falling objects such as cargo and equipment, and quickly and safely removes ammonia vent gas discharged from each pipe and fuel supply section for fuel supply when relieving pressure in the pipe or changing fuel mode. It can be discharged overboard and prevents the risk of hull corrosion.

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.

S: hull
F: Funnel
UD: Upper deck
AD: A-deck
CT: Monorail Crane Platform
ME: main engine
GE: power generation engine
SL: Fuel supply line
RL: Fuel return line
VTR: Valve Train Room
VM: Bentmast

Claims (6)

In ships receiving liquefied gas as engine fuel,
A main engine disposed in an engine room provided at the stern of the lower upper deck of the ship and supplied with the liquefied gas as fuel;
A valve train room provided at the starboard or port end of the upper deck and where a valve train for controlling fuel supply to the main engine is placed;
A fuel supply line connected to the engine room to supply liquefied gas to the main engine; and
It includes a fuel return line extending from the engine room and discharging liquefied gas not consumed in the main engine,
The fuel supply line and fuel return line extend from the engine room to the starboard or port end of the stern of the upper deck and extend along the outside of the hull in the longitudinal direction of the hull to connect to the valve train room,
The liquefied gas is liquid ammonia, and the valve train room is composed of a separate closed or partially open compartment at the starboard or port end of the upper deck,
The fuel supply line and the fuel return line extend from the engine room to the upper deck and then extend from the upper deck to the starboard or port end of the stern along the lower part of the lashing bridge. An arrangement structure for a liquefied gas fuel ship. . According to clause 1,
The valve train room includes a service valve unit including a double block and bleed valve provided in the fuel supply line; and a return valve unit including a double blocking valve provided in the fuel return line. According to clause 2,
In the vertical upper part of the valve train room on the A-deck provided on the upper deck,
A double pipe ventilation fan for ventilation of a double wall pipe provided to prevent leakage of the fuel supply line and fuel return line when they pass through a safety area of the engine room; a knock-out drum for the main engine; and an arrangement structure for a liquefied gas fuel ship, characterized in that an air reduction unit is disposed. According to clause 3,
A monorail crane platform is provided on the upper part of the A-deck,
It further includes: a vent mast disposed on the vertical upper part of the starboard or port side of the upper deck where the valve train room is located on the monorail crane platform,
An arrangement structure for a liquefied gas fuel vessel, characterized in that the fuel supply line or the fuel return line is double blocked by the double blocking valve and the gas in the pipe is discharged through a vent line extended to the vent mast. According to clause 4,
The vessel is a container carrier,
A monorail crane (Provision Crane) for transporting goods on board is an arrangement structure for a liquefied gas fuel ship, characterized in that it is placed on a casing top. According to any one of claims 1 to 5,
The fuel supply line and the fuel return line extend in the longitudinal direction of the hull along the inside of the hatch coaming on the outside of the hull and are connected to the valve train room.

Images