KR102634382B1 - ammonia treatment system and ship having the same - Google Patents

Abstract

The present invention relates to an ammonia treatment system and a ship including the same, comprising: a fuel supply unit that supplies ammonia discharged from an ammonia storage tank to an engine; a fuel recovery unit that recovers excess ammonia returned from the engine; an exhaust processing unit that processes exhaust discharged from the engine; and a vent unit that discharges ammonia discharged from the fuel supply unit or the fuel recovery unit to the outside, wherein the fuel supply unit includes a low-pressure pump that transfers ammonia; a high-pressure pump that pressurizes the ammonia pressurized by the low-pressure pump to correspond to the required pressure of the engine; and a heat exchanger that controls the temperature of ammonia, wherein the fuel recovery unit includes a cooler that cools excess ammonia discharged from the engine and transfers it between the low-pressure pump and the high-pressure pump in the fuel supply unit. and a pressure control valve provided downstream of the cooler to maintain ammonia flowing from the fuel recovery unit toward the fuel supply unit above the saturation pressure of the corresponding temperature.

Description

Ammonia treatment system and ship including the same {ammonia treatment system and ship having the same}

The present invention relates to an ammonia treatment system and a vessel incorporating the same.

Air pollution is becoming serious around the world, and climate change is occurring due to air pollution. Because pollutants emitted from ships have a significant impact on air pollution, in order to reduce air pollution, the International Maritime Organization (IMO), the European Union, and the United States are strengthening regulations on pollutants emitted from ships. there is.

As regulations on greenhouse gas emissions from ships will be strengthened step by step at each major point until 2050, it is expected that it will be difficult to comply with regulations on pollutants with existing engines and fuel alone.

Therefore, as strengthened ship greenhouse gas emission regulations are applied, it is expected that it will be difficult to use existing fossil fuels currently used, and it is very urgent to discover alternative fuels that can satisfy the regulations that will be strengthened in the future. As alternative fuels, non-fossil fuels such as ammonia (NH3), biofuel, solar energy, wind energy, etc. are being considered.

Among them, ammonia is a chemical that can be produced, stored, transported and supplied, and ammonia ships that use ammonia as fuel are being developed.

Existing ammonia ships store ammonia fuel as a liquid. Since ammonia has a boiling point lower than room temperature (at atmospheric pressure, -33°C), ammonia storage tanks must also meet certain specifications to store ammonia as a liquid. In addition, since the inside of the tank must be maintained at a low temperature to maintain ammonia in a liquid state, the storage tank must be cooled, and a lot of energy is consumed in the cooling process.

In addition, the storage tank of liquid ammonia may generate evaporated gas within the tank, and the pressure inside the storage tank increases due to the evaporated gas, which poses a risk of the tank exploding. If the liquid ammonia leaks out of the tank, an explosion may occur. This can happen, and there is a risk of casualties due to the toxicity of ammonia.

As such, existing ammonia ships have limitations in storing liquid ammonia fuel and supplying ammonia fuel to engines, in that they are less efficient in terms of facility and operating costs, and the safety of the facility is also poor.

The present invention was created to solve the problems of the prior art as described above, and provides an ammonia treatment system that ensures stable and reliable fuel supply and efficient exhaust treatment when supplying ammonia as engine fuel, and a ship including the same. It is for this purpose.

An ammonia treatment system according to one aspect of the present invention includes a fuel supply unit that supplies ammonia discharged from an ammonia storage tank to an engine; a fuel recovery unit that recovers excess ammonia returned from the engine; an exhaust processing unit that processes exhaust discharged from the engine; and a vent unit that discharges ammonia discharged from the fuel supply unit or the fuel recovery unit to the outside, wherein the fuel supply unit includes a low-pressure pump that transfers ammonia; a high-pressure pump that pressurizes the ammonia pressurized by the low-pressure pump to correspond to the required pressure of the engine; and a heat exchanger that controls the temperature of ammonia, wherein the fuel recovery unit includes a cooler that cools excess ammonia discharged from the engine and transfers it between the low-pressure pump and the high-pressure pump in the fuel supply unit. and a pressure control valve provided downstream of the cooler to maintain ammonia flowing from the fuel recovery unit toward the fuel supply unit above the saturation pressure of the corresponding temperature.

Specifically, the fuel recovery unit further includes a mixer for mixing excess ammonia discharged from the engine with ammonia between the low-pressure pump and the high-pressure pump in the fuel supply unit, and the pressure control valve is configured to mix the surplus ammonia discharged from the engine with the ammonia between the low-pressure pump and the high-pressure pump in the fuel supply unit. It can be arranged in between.

Specifically, the cooler includes a first cooler that cools ammonia using a medium provided separately from ammonia; And it may include a second cooler provided downstream or upstream of the first cooler and using ammonia from the fuel supply unit.

Specifically, the heat exchanger includes: a first heat exchanger provided between the low pressure pump and the high pressure pump; And it may include a second heat exchanger provided between the high pressure pump and the engine.

Specifically, the first heat exchanger may be provided between the mixer and the high pressure pump, and the second heat exchanger may be provided between the second cooler and the engine.

A ship according to one aspect of the present invention includes the ammonia treatment system.

The ammonia treatment system according to the present invention and the ship including the same can not only efficiently supply ammonia to an ammonia engine, but also exhibit excellent performance in venting, purging, exhaust treatment, etc.

1 is a conceptual diagram of an ammonia treatment system according to a first embodiment of the present invention.
Figure 2 is a conceptual diagram of an ammonia treatment system according to the first embodiment of the present invention.
Figure 3 is a conceptual diagram of an ammonia treatment system according to the first embodiment of the present invention.
Figure 4 is a conceptual diagram of an ammonia treatment system according to the first embodiment of the present invention.
Figure 5 is a conceptual diagram of an ammonia treatment system according to a second embodiment of the present invention.
Figure 6 is a conceptual diagram of an ammonia treatment system according to a third embodiment of the present invention.
Figure 7 is a conceptual diagram of an ammonia treatment system according to a fourth embodiment of the present invention.
Figure 8 is a conceptual diagram of an ammonia treatment system according to a fifth embodiment of the present invention.

The objectives, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In this specification, when adding reference numbers to components in each drawing, it should be noted that identical components are given the same number as much as possible even if they are shown in different drawings. Additionally, in describing the present invention, if it is determined that a detailed description of related known technologies may unnecessarily obscure the gist of the present invention, the detailed description will be omitted.

The present invention includes a vessel equipped with an ammonia treatment system described below. At this time, ships are a concept that includes ammonia carriers, merchant ships that transport cargo or people other than ammonia, FSRUs, FPSOs, bunkering vessels, offshore plants, etc.

Although not shown in the drawings of the present invention, the pressure sensor (PT), temperature sensor (TT), flow sensor (FT), etc. can of course be provided at appropriate positions without limitation, and the measured values by each sensor are provided below. It can be used in a variety of ways without limitation in the operation of the described components.

In addition, the straight lines in the drawings of the present invention represent flow paths through which various fluids such as ammonia, heat, and non-explosive gases move, and can be interpreted as pipelines.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

1 to 4 are conceptual diagrams of an ammonia treatment system according to a first embodiment of the present invention.

1 to 4, the ammonia treatment system 1 according to the first embodiment of the present invention includes an ammonia storage tank 10, a fuel supply unit 20, a fuel recovery unit, an exhaust treatment unit 40, and a vent. It includes a unit 50, a reliquefaction unit 60, a drain treatment unit 70, and a purging unit 80.

The ammonia storage tank 10 stores ammonia. Ammonia is used as a fuel consumed by the engine (E), and in this case, the engine (E) may be an ammonia-only engine (E), an ammonia co-fired engine (E), etc. Of course, in this specification, the engine (E) is an engine that obtains energy by consuming ammonia, and is interpreted to encompass turbines, etc.

The ammonia storage tank 10 stores ammonia in liquid form, and for this purpose, insulation may be applied to at least one side of the inside or outside of the ammonia storage tank 10. Alternatively, the ammonia storage tank 10 can prevent liquefaction of ammonia by storing ammonia at high pressure, and in this case, the low-pressure pump 21 of the fuel supply unit 20, which will be described later, can be reduced or omitted.

The ammonia storage tank 10 may be provided to form a cargo hold inside the ship, or may be a fuel tank provided separately inside the ship or on the deck. One or more ammonia storage tanks 10 are provided, and when a plurality of ammonia storage tanks 10 are provided, ammonia can be consumed alternatively or simultaneously.

A bunkering unit 11 is connected to the ammonia storage tank 10. The bunkering unit 11 delivers ammonia from an external fuel source to the ammonia storage tank 10. The external fuel source may be an ammonia source on land or an ammonia bunkering ship on the sea.

The bunkering unit 11 can connect the ammonia storage tank 10 and the fuel source using a manifold, loading arm, etc., and the fuel source delivers ammonia to the ammonia storage tank 10 at a certain pressure. However, as ammonia evaporates within the ammonia storage tank 10, evaporation gas may be generated, which causes the internal pressure of the ammonia storage tank 10 to increase, resulting in a case where the pressure of the ammonia storage tank 10 is higher than that of the fuel source. .

At this time, the fuel source consumes a lot of load when loading ammonia into the ammonia storage tank 10, and the bunkering unit 11 can use a bunkering compressor (not shown) to solve this situation. The bunkering compressor compresses the boil-off gas generated in the ammonia storage tank (10) and delivers it to the fuel source, thereby increasing the pressure of the fuel source and securing the differential pressure between the fuel source and the ammonia storage tank (10). Through this, the bunkering unit 11 can smoothly supply ammonia from the fuel source to the ammonia storage tank 10.

Of course, the bunkering compressor can use boil-off gas generated within the fuel source in addition to the boil-off gas from the ammonia storage tank 10. Alternatively, the bunkering compressor may use gas other than ammonia to increase the pressure of the fuel source. However, in this case, the fuel source may have a structure that delivers only ammonia to the ammonia storage tank 10.

The ammonia storage tank 10 may be provided with a pressure regulator 12. The pressure regulator 12 is a PBU (Pressure Build-up Unit) that heats or vaporizes the ammonia discharged from the ammonia storage tank 10 and then injects it into the ammonia storage tank 10 to increase the internal pressure of the ammonia storage tank 10. ), or it may be a subcooler that cools/subcools ammonia and returns it.

In addition, the pressure regulator 12 may be a reliquefaction unit 60, and the pressure regulator 12 can secure the stability of ammonia fuel supply by increasing or decreasing the internal pressure of the ammonia storage tank 10.

The fuel supply unit 20 supplies ammonia from the ammonia storage tank 10 to the engine E. The fuel supply unit 20 can supply liquid ammonia from among the ammonia stored in the ammonia storage tank 10 to the engine E. In particular, considering the specifications of the engine E that currently consumes ammonia, the fuel supply unit 20 is provided to supply ammonia in liquid form to the engine E. Of course, the fuel supply unit 20 can adjust the state of ammonia in various ways in response to changes in engine (E) specifications.

The fuel supply unit 20 can be divided into a low-pressure part and a high-pressure part, and the low-pressure part and the high-pressure part may be composed of a skid. Additionally, the skid (LP Skid) on which the low-pressure part is provided and the skid (HP Skid) on which the high-pressure part is provided may be provided separately and may have an interconnectable structure.

In the case of a low-pressure skid (LP Skid), an ammonia storage tank 10 may be provided in addition to the configuration of the fuel supply unit 20, while in the case of a high-pressure skid (HP Skid), the fuel described later in addition to the configuration of the fuel supply unit 20 The components of the recovery unit may be provided together.

Referring to FIG. 4, the low pressure portion of the fuel supply unit 20 includes a low pressure pump 21. The low-pressure pump 21 is responsible for withdrawing ammonia stored in the ammonia storage tank 10 to the outside, and may be provided as a fixed capacity type or variable capacity type (VFD).

The low-pressure pump 21 may be disposed downstream of the ammonia storage tank 10 as shown in the drawing, but may also be disposed within the ammonia storage tank 10. Furthermore, as described above, the low-pressure pump 21 may be omitted depending on the type and internal pressure of the ammonia storage tank 10.

Unlike in the drawing, a plurality of low-pressure pumps 21 may be provided to form a structure capable of backing up each other, and a plurality of low-pressure pumps 21 may be provided to operate simultaneously and share the load. Alternatively, a plurality of low pressure pumps 21 may be provided in series to utilize a multi-stage pressurization method.

A constant flow rate of ammonia must be continuously introduced into the low-pressure pump 21, which is essential for stable operation of the low-pressure pump 21. This flow rate is called effective suction head (NPSHr), and a flow rate greater than the effective suction head flows into the low pressure pump 21.

However, since the flow rate required by the engine (E) may be less than the effective suction head, a flow path for returning ammonia to the ammonia storage tank (10) may be provided downstream of the low-pressure pump (21). At this time, the return passage connected to the ammonia storage tank 10 downstream of the low pressure pump 21 may be connected to the pressure regulator 12.

Referring again to FIG. 4, the high pressure portion of the fuel supply unit 20 includes a high pressure pump 22 and a heat exchanger 23. The high pressure pump 22 pressurizes the ammonia pressurized by the low pressure pump 21 to correspond to the required pressure of the engine E. As with the low-pressure pump 21, one or more high-pressure pumps 22 may be provided in series or parallel.

The high pressure pump 22 may be provided as a variable capacity type, and the load may vary depending on the measured value of a flow meter that may be provided between the low pressure pump 21 and the high pressure pump 22. At this time, the flow meter may be provided at a position that reflects the flow rate of excess ammonia recovered by the fuel recovery unit.

The fuel recovery unit, which will be described later, can transfer excess ammonia discharged from the engine (E) to the high pressure pump 22, but the high pressure pump 22 is not desirable to inflow of gas phase due to its specifications. Therefore, the ammonia upstream of the high pressure pump 22 is required to exist only in a liquid phase, and for this purpose, the temperature and pressure upstream of the high pressure pump 22 can be effectively controlled.

For example, ammonia recovered by the fuel recovery unit can be cooled, and the ammonia pressure upstream of the high pressure pump 22 is maintained high to increase the boiling point of ammonia and suppress vaporization.

As explained in the low-pressure pump 21, the high-pressure pump 22 continuously inflows the minimum flow to satisfy the effective suction head, and a return is provided downstream of the high-pressure pump 22 in case any surplus occurs. A line is prepared. The return line allows surplus water above the flow rate to be supplied to the engine (E) to circulate from the downstream of the high pressure pump (22) to the upstream, and may be connected to the mixer (33) of the fuel recovery unit.

The heat exchanger 23 controls the temperature of ammonia. The heat exchanger 23 may be provided between the low pressure pump 21 and the high pressure pump 22 and may be placed on the high pressure skid. The heat exchanger 23 can adjust the temperature of ammonia in response to the required temperature of the engine (E) using a heat exchanger such as glycol water (GW).

The heat exchanger 23 may be a heater that heats ammonia. In general, the required temperature of the engine (E) is higher than the storage temperature of the ammonia storage tank (10) (below the boiling point of ammonia at atmospheric pressure), and the temperature increase that occurs when the low-pressure pump (21) and the high-pressure pump (22) are pressurized is sufficient to reduce the temperature of the engine (E). Since it is not enough to meet the required temperature of (E), the heat exchanger 23 can be used.

However, the heat exchanger 23 is provided upstream of the high pressure pump 22 and can appropriately control the temperature of ammonia to prevent ammonia gas from entering the high pressure pump 22. At this time, the heat exchanger 23 controls the heating temperature of ammonia considering that ammonia is recovered by the fuel recovery unit.

The fuel supply unit 20 includes a fruit supply unit 25 for supplying fruit to the heat exchanger 23 and the like. The fruit supply unit 25 can circulate and supply fruit such as glycol water to the heat exchanger 23, and when necessary, the fruit can be replenished or discharged from the fruit circulation passage. Alternatively, the fruit supply unit 25 may be provided in a form that continuously supplies new fruit to pass through the heat exchanger 23.

The fruit supply unit 25 may heat or cool the temperature of the fruit in order to appropriately adjust the temperature of the ammonia that is heat-exchanged with the fruit in the heat exchanger 23. For this purpose, the fruit supply unit 25 may be equipped with both a fruit heater 251 and a fruit cooler 252.

The fruit heater 251 is a component that heats the fruit with a heat source such as steam, and can sufficiently raise the temperature of the fruit before it is introduced into the heat exchanger 23 again after the fruit is cooled by ammonia in the heat exchanger 23. there is. At this time, the heating temperature of the fruit can be adjusted by at least a portion of the fruit bypassing the fruit heater 251.

The fruit cooler 252 is a component that heats the fruit with a cold source such as fresh water. When the high-temperature ammonia recovered by the fuel recovery unit is in a relatively large amount of operation, the temperature of the fruit is lowered and flows into the high-pressure pump 22. The temperature of the ammonia can be adjusted appropriately. Alternatively, the fruit cooler 252 may cool the fruit heated by the fuel recovery unit cooler 31, which will be described below. Cooling of the fruit cooler 252 can also be controlled using partial bypass of the fruit, etc., as in the fruit heater 251.

The fruit cooler 252 and the fruit heater 251 may be arranged in parallel, or may be arranged in series and operated alternatively. Please note that various modifications are possible in the arrangement and operation of the fruit cooler 252 and the fruit heater 251 to efficiently control the temperature of the fruit.

The fuel supply unit 20 is provided with a valve for controlling the supply flow rate of ammonia just before the engine E, and at this time, such valve may be referred to as a fuel supply valve train (SVT).

The fuel recovery unit recovers excess ammonia returned from the engine E. The ammonia engine (E) currently developed or under development receives and consumes ammonia in liquid form, but has a structure in which surplus is supplied in order to stably supply the required flow rate.

At this time, the excess ammonia may pass through at least a portion of the engine (E) and then be discharged from the engine (E). In this case, the lubricant used in the engine (E) may be mixed with ammonia. Therefore, the excess ammonia discharged from the engine (E) is in a contaminated state, and it is not desirable to return it to the ammonia storage tank (10).

However, since this excess ammonia can be consumed by the engine (E), the fuel recovery unit transfers the excess ammonia discharged from the engine (E) to the fuel supply unit (20). Specifically, the fuel recovery unit can transfer excess ammonia from the fuel supply unit 20 to the high pressure pump 22, and includes a cooler 31, a catch drum 32, and a mixer 33, as shown in FIG. 4.

The cooler 31 cools excess ammonia discharged from the engine E. Since the excess ammonia passed through the engine (E), it may be in a heated state due to heat generation from the engine (E), and if it returns as is and flows into the high pressure pump 22, it may cause the inflow of gas into the high pressure pump 22. Therefore, the cooler 31 cools the excess ammonia with fresh water or the like and transfers it from the fuel supply unit 20 between the low-pressure pump 21 and the high-pressure pump 22, thereby suppressing the inflow of ammonia vapor into the high-pressure pump 22.

The cooler 31 can utilize the fruit of the heat exchanger 23. That is, the fruit circulation passage of the fruit supply unit 25 may be arranged to pass through the cooler 31, and the cooler 31 may be arranged downstream of the heat exchanger 23 based on the flow of fruit.

Therefore, the fruit is cooled by heating the ammonia in the heat exchanger 23, and then heated while cooling the excess ammonia in the cooler 31. Afterwards, the fruit is introduced into the heat exchanger 23 again. At this time, the fruit heater 251 and/or the fruit cooler 252 can properly adjust the temperature of the fruit flowing into the heat exchanger 23.

The catch drum 32 is provided in parallel with the cooler 31 and temporarily stores ammonia. The catch drum 32 may be configured to separate excess ammonia from gas and liquid, thereby preventing gas from flowing into the high pressure pump 22. Additionally, the catch drum 32 may be provided to remove lubricating oil contained in excess ammonia.

Unlike the drawing, the catch drum 32 may have a structure including a gas-liquid separator and a knockout drum. In this case, the excess ammonia first flows into the gas-liquid separator to separate the gas phase, and at least some of the excess ammonia in the liquid phase flows into the knockout drum to separate the lubricating oil. That is, the separation of the gas phase and lubricating oil described above can be achieved by a separate configuration, but for convenience, the configuration that implements these functions can be included in the catch drum 32.

The mixer 33 mixes the excess ammonia discharged from the engine E with the ammonia between the low-pressure pump 21 and the high-pressure pump 22 in the fuel supply unit 20. The mixer 33 mixes the ammonia that has passed through the cooler 31 or the catch drum 32 with the ammonia in the fuel supply unit 20, and can be provided as a container-type mixer or an in-line mixer. there is.

The fuel recovery unit is provided with a valve for controlling the return flow rate of ammonia immediately after the engine (E), and at this time, such valve may be referred to as a fuel return valve train (RVT).

The exhaust processing unit 40 processes exhaust discharged from the engine E. The exhaust of the engine (E) may contain environmental pollutants such as various particles and nitrogen oxides (NOx), and the exhaust treatment unit 40 can properly treat pollutants in the exhaust using filtering, chemical reactions, etc. .

For example, the exhaust treatment unit 40 may be a selective catalytic reduction device (SCR) or a scrubber. However, in this embodiment, the exhaust treatment unit 40 may be provided to include at least an SCR, and ammonia, etc. may be used as a reducing agent.

The reducing agent used by the exhaust treatment unit 40 may be supplied separately from the outside, or may be delivered from the fuel supply unit 20 or the like. That is, the fuel supply unit 20 may transfer some of the ammonia flowing toward the engine E to the exhaust treatment unit 40 in at least a portion of the low-pressure portion or the high-pressure portion. Therefore, the exhaust treatment unit 40 can use at least some of the ammonia supplied to the engine E by the fuel supply unit 20 as a reducing agent. However, the ammonia in the high-pressure part of the fuel supply unit 20 may be transferred to the exhaust treatment unit 40 after lowering the pressure using a valve or the like.

Additionally, the exhaust treatment unit 40 can purify nitrogen oxides, etc. contained in the exhaust of the engine E by using ammonia delivered from the vent unit 50, which will be described later, as a reducing agent.

The engine (E) of this embodiment is an engine (E) that consumes ammonia, and some ammonia may be mixed in the exhaust (ammonia slip). At this time, the exhaust treatment unit 40 may oxidize and purify the ammonia contained in the exhaust.

Oxidation of ammonia can be achieved by SCR. That is, SCR reduces nitrogen oxides using ammonia, and the exhaust treatment unit 40 can cause ammonia and nitrogen oxides contained in the exhaust to react with each other to oxidize ammonia.

Alternatively, the oxidation of ammonia can be done separately from SCR. In this case, the oxidation of ammonia may be a reaction in which ammonia and oxygen react to produce nitrogen oxides and water (4NH ₃ + 5O ₂ -> 4NO + 6H ₂ O), and the nitrogen oxides produced at this time are purified by the SCR described above. It can be. However, in this case, it is preferable that ammonia oxidation occurs before reduction of SCR.

Therefore, the exhaust treatment unit 40 can implement ammonia oxidation and nitrogen oxide reduction at the same time by having only the nitrogen oxide reduction unit (not shown), which is an SCR, or the exhaust treatment unit 40 can implement the nitrogen oxide reduction unit (not shown). ) and an ammonia oxidation unit (symbol not shown) may each be included.

In the latter case, the ammonia oxidation unit is placed upstream of the nitrogen oxide reduction unit, and changes ammonia mixed in the exhaust into nitrogen oxide and water due to ammonia slip. Afterwards, the nitrogen oxide reduction unit uses ammonia as a reducing agent to change nitrogen oxides into nitrogen and water (4NO + 4NH ₃ + O ₂ -> 2N ₂ + 3H ₂ O), ensuring that the ratio of ammonia and nitrogen oxides in the exhaust is within the standard. .

Of course, the exhaust treatment unit 40 is equipped with an ammonia filter (not shown) to filter out ammonia mixed in the exhaust, and a separate ammonia rather than ammonia in the exhaust is used as a reducing agent in the nitrogen oxide reduction unit, or the ammonia oxidation unit is minimized or omitted. can do.

This exhaust treatment unit 40 can sufficiently purify the exhaust of the engine E and then discharge it into the atmosphere. The exhaust purified by the exhaust treatment unit 40 is discharged to the outside through a funnel having a certain height and treated so as not to cause harm to people.

The vent unit 50 discharges ammonia discharged from the fuel supply unit 20 to the outside. The vent unit 50 serves to remove ammonia in the system in abnormal situations, such as when an ammonia leak is detected or the system is shut down due to a stoppage of the engine (E).

The vent unit 50 may be provided to discharge ammonia discharged from the ammonia storage tank 10, the fuel recovery unit, etc. in addition to the fuel supply unit 20 to the outside. That is, the vent unit 50 is connected to parts where ammonia is stored or flows throughout the system to ensure rapid and safe discharge of ammonia.

This vent unit 50 includes discharge drums 51 and 52, discharge processor 53, and vent mast 54. The discharge drums 51 and 52 collect ammonia discharged from the ammonia storage tank 10, the fuel supply unit 20, or the fuel recovery unit.

The discharge drums 51 and 52 are in the form of containers and receive ammonia from the fuel supply unit 20, etc. At this time, the ammonia delivered to the discharge drums 51 and 52 may be in gaseous or liquid form, but may mainly be in gaseous form.

The discharge drums 51 and 52 can collect ammonia using water. That is, water may be stored in the discharge drums 51 and 52, and ammonia flowing into the discharge drums 51 and 52 is dissolved in water to generate ammonia water.

Ammonia flowing into the exhaust drums 51 and 52 may be delivered to the exhaust treatment unit 53, which will be described later, or may be transferred to the exhaust treatment unit 40. That is, the ammonia water from the exhaust drums 51 and 52 is supplied to the exhaust treatment unit 40 and can be used as a reducing agent in the exhaust treatment unit 40 or oxidized in the exhaust treatment unit 40.

The discharge drums 51 and 52 can be divided into a low pressure discharge drum 51 and a high pressure discharge drum 52. The low-pressure discharge drum 51 collects ammonia discharged from the aforementioned low-pressure portion, and the high-pressure discharge drum 52 collects ammonia discharged from the high-pressure portion. That is, the low-pressure discharge drum 51 collects low-pressure ammonia discharged from the ammonia storage tank 10 or the low-pressure pump 21 of the fuel supply unit 20, and the high-pressure discharge drum 52 performs heat exchange in the fuel supply unit 20. High-pressure ammonia discharged from the gas 23, high-pressure pump 22, cooler 31 of the fuel recovery unit, catch drum 32, etc. can be collected.

As described above, the low-pressure discharge drum 51 and the high-pressure discharge drum 52 can deliver ammonia to the exhaust treatment unit 53 or the exhaust treatment unit 40. In the former case, ammonia is delivered to the exhaust treatment unit 53 in a gaseous state, and in the latter case, ammonia is delivered to the exhaust treatment unit 40 in the form of ammonia water and can be used as a reducing agent or oxidized.

Alternatively, the low-pressure discharge drum 51 and the high-pressure discharge drum 52 may deliver at least a portion of the collected ammonia to the ammonia storage tank 10, etc. That is, the low-pressure discharge drum (51) has a structure that can separate ammonia, and only ammonia can be recovered to the ammonia storage tank (10).

Instead of the low-pressure discharge drum (51) separating ammonia and delivering it to the ammonia storage tank (10), the low-pressure discharge drum (51) delivers a mixed fluid of ammonia and water to the ammonia storage tank (10). A filter (not shown) that filters out substances other than ammonia may be used.

That is, the discharge drums 51 and 52 recover the collected ammonia to the ammonia storage tank 10, and if recovery is difficult, it can be delivered to the exhaust treatment unit 40. Additionally, gaseous ammonia in the exhaust drums 51 and 52 may be sent to the exhaust processor 53 for treatment.

The low-pressure discharge drum 51 can directly deliver ammonia to the ammonia storage tank 10 or the discharge processor 53, while the high-pressure discharge drum 52 has a large internal pressure difference compared to the ammonia storage tank 10, etc., so the high pressure discharge drum 52 has a large internal pressure difference compared to the ammonia storage tank 10. The ammonia in the discharge drum 52 may be transferred to the ammonia storage tank 10 after being depressurized using a valve, etc.

Conversely, when the pressure of the discharge drums 51 and 52 is insufficient, the internal pressure of the discharge drums 51 and 52 can be increased using the purging unit 80. As will be described later, the purging unit 80 is configured to purge the fuel supply unit 20 and/or the fuel recovery unit using a non-explosive gas such as nitrogen. If the pressure of the discharge drums 51 and 52 needs to be increased, the purging unit 80 ) can inject non-explosive gas into the discharge drums (51, 52).

Therefore, the internal pressure of the discharge drums 51 and 52 can be sufficiently increased by the purging unit 80, and through this, the ammonia stored in the discharge drums 51 and 52 can be stored in the ammonia storage tank 10 or the ammonia storage tank 10 without separate pressurization or compression. It can be smoothly delivered to the exhaust processor 53 or the exhaust treatment unit 40.

The exhaust processor 53 processes ammonia and delivers it to the vent mast 54. The discharge processor 53 collects ammonia delivered from the discharge drums 51 and 52 and ensures that the ammonia is delivered to the vent mast 54 within a certain standard (for example, 30 ppm).

The discharge processor 53 is a component that collects ammonia using water, and may be a water tank that dissolves ammonia in water, or a water scrubber that sprays water on ammonia. In this case, the discharge processor (51, 52) is used to collect ammonia. The substance delivered to the vent mast 54 through 53) may mainly be nitrogen.

The exhaust treatment unit 53 can deliver ammonia water produced by mixing ammonia with water to the exhaust treatment unit 40. That is, the ammonia collected by the exhaust treatment unit 53 can be used as a reducing agent in the exhaust treatment unit 40, and in this case, the exhaust pump 531 can be used.

However, the exhaust treatment unit 53 can adjust the ratio of water to ammonia according to the operating state of the exhaust treatment unit 40. That is, the exhaust treatment unit 53 can control the inflow amount of ammonia water mixed with ammonia and water so that the exhaust treatment unit 40 can maintain normal operation. At this time, the exhaust processor 53 and the exhaust processor 40 can mutually control the delivery of ammonia water through appropriate sensors and signal transmission.

For example, the exhaust treatment unit 40 is equipped with a sensor to measure pollutants in the exhaust exhaust, and the specifications of the ammonia water delivered from the exhaust treatment unit 53 to the exhaust treatment unit 40 can be adjusted according to the measured value of the sensor. . And/or the temperature, pressure, flow rate, etc. of the exhaust flowing into the exhaust treatment unit 40 may be used as control variables of the exhaust treatment unit 53.

The reliquefaction unit 60 reliquefies the boil-off gas discharged from the ammonia storage tank 10. The reliquefaction unit 60 can reliquefy ammonia using a separate refrigerant other than ammonia (Indirect Type). At this time, the refrigerant may be nitrogen, mixed refrigerant, etc.

Alternatively, the re-liquefaction unit 60 may be provided as a direct type that implements re-liquefaction of ammonia using heat exchange between ammonia. For example, the re-liquefaction unit 60 compresses and cools ammonia, depressurizes part of it to liquefy it, and can be used as a refrigerant to liquefy the rest.

Regarding the method by which the reliquefaction unit 60 reliquefies ammonia, various known reliquefaction devices may be used, and a more detailed description will be omitted.

The reliquefaction unit 60 may transfer at least a portion of the boil-off gas to the low-pressure discharge drum 51 or the exhaust treatment unit 40. The re-liquefaction unit 60 is equipped with a compressor (not shown) to improve the liquefaction performance of the boil-off gas. The boil-off gas compressed by the compressor of the re-liquefaction unit 60 is delivered to the low-pressure discharge drum 51. (51) may contribute to the increase in internal pressure. Alternatively, the reliquefaction unit 60 may compress and deliver the boil-off gas to assist the pressure of ammonia delivered from the exhaust drums 51 and 52 or the exhaust processor 53 to the exhaust treatment unit 40.

At this time, the reliquefaction unit 60 can adjust the load of the compressor based on the internal pressure of the discharge drums 51 and 52, etc. That is, when the re-liquefaction unit 60 needs to re-liquefy the ammonia boil-off gas, it can operate the compressor exclusively for re-liquefaction, and when it needs to deliver the ammonia boil-off gas, it can operate the compressor for ammonia delivery. In this case, the reliquefaction unit 60 may be provided with one or more compressors, one of which may be used for reliquefaction and the other may be used for ammonia delivery.

Of course, the reliquefaction unit 60 is also capable of delivering the ammonia discharged from the ammonia storage tank 10 to the discharge drums 51, 52, the exhaust treatment unit 40, etc. in a pre-compression state, and at this time, the compressor is connected to the ammonia storage tank ( As some of the evaporation gas discharged from 10) is transferred to the discharge drums 51 and 52, etc., the load may be lowered.

The drain processing unit 70 recovers ammonia drained from the fuel supply unit 20 or the fuel recovery unit to the ammonia storage tank 10. That is, the drain processing unit 70 collects the ammonia remaining in the low-pressure part, high-pressure part, fuel supply valve train, fuel recovery part, and fuel return valve train of the fuel supply part 20, and discharges it from the fuel supply part 20 to the discharge drum ( 51, 52), the amount going to the exhaust processor 53 can be minimized.

The drain processing unit 70 can recover ammonia drained when the engine E is stopped and ammonia remaining in the fuel supply unit 20, etc., is to be recovered, or when the system is purged. That is, draining may be performed separately from purging or may be performed during purging.

The drain processing unit 70 may be structurally disposed below the fuel supply unit 20 so that liquid ammonia can be smoothly drained, and if necessary, the drained ammonia can be returned to the ammonia storage tank 10. This drain processing unit 70 may include a drain drum 71, a drain pump 72, and a drain valve 73, as shown in FIG. 3.

The drain drum 71 collects ammonia drained from the fuel supply unit 20. The drain drum 71 is provided in the form of a container and can collect a certain amount of ammonia. However, in order to smoothly drain the fuel supply unit 20, etc., non-explosive gas from the purging unit 80 may be injected into the fuel supply unit 20, etc., so the ammonia flowing into the drain drum 71 is mixed with non-explosive gas. There may be.

A liquid detector 711 is provided in the drain drum 71. The liquid detector 711 detects liquid droplets in the drain drum 71. As described above, ammonia or non-explosive gas is introduced into the drain drum 71, and the liquid droplets are detected by the liquid detector 711. This can be seen as meaning that draining has occurred. Therefore, when ammonia drain is detected, ammonia in the drain drum 71 can be recovered by the drain pump 72, which will be described later.

The drain pump 72 delivers ammonia from the drain drum 71 to the ammonia storage tank 10. When the liquid sensor 711 detects that ammonia has entered the drain drum 71, the drain pump 72 can pump the ammonia from the drain drum 71. At this time, the liquid sensor 711 can detect ammonia at a certain level in the drain drum 71, allowing the drain pump 72 to operate when the drained ammonia exceeds a certain amount.

However, it may be operationally preferable to immediately recover the drained ammonia in the ammonia storage tank (10) rather than continuously storing it in the drain drum (71). Therefore, the drain pump 72 can be provided as a type that does not cause any problems even when gas flows in.

For example, considering that the inflow fluid may contain gas, the drain pump 72 may be provided as a low-speed pump that uses nitrogen or instrument air as a driving force. Therefore, the function of the drain pump 72 may not be damaged even if gas flows into the drain pump 72.

For example, this drain pump 72 may be provided as a type that operates using the non-explosive gas of the purging unit 80 as a driving source. Therefore, the drain processing unit 70 uses the non-explosive gas of the purging unit 80 as a driving source to recover ammonia to the ammonia storage tank 10, so the risk can be minimized by not using combustion substances during drain processing.

The drain valve 73 is provided in parallel with the drain pump 72 and delivers ammonia from the drain drum 71 to the ammonia storage tank 10. The drain valve 73 can be used instead of the drain pump 72 when the internal pressure of the drain drum 71 is high.

The drain valve 73 is a non-return valve and opens when high-pressure fluid flows into the drain drum 71, thereby maintaining the differential pressure between the drain drum 71 and the ammonia storage tank 10 without operating the drain pump 72. Ammonia can be recovered into the ammonia storage tank (10) by using .

Of course, the operation of the drain valve 73 and the drain pump 72 are linked, so that when the drain valve 73 is opened, the inflow of ammonia into the drain pump 72 is blocked, and conversely, when the drain pump 72 is operated, the drain valve ( 73) may be closed.

A filter 74 may be provided downstream of the drain pump 72 and the drain valve 73. The filter 74 is used to remove impurities present in ammonia, and a known membrane filter or the like can be used.

The purging unit 80 purges the fuel supply unit 20, the fuel recovery unit, etc. using nitrogen, a non-explosive gas. The purging unit 80 operates when the ammonia flow path in the system needs to be emptied, and the ammonia flow path can be purged using a non-explosive gas such as nitrogen as a purging gas.

The purging unit 80 can deliver non-explosive gas to the discharge drums 51 and 52 as shown in FIG. 2. If the internal pressure of the discharge drums (51, 52) is not sufficient, this embodiment uses the purging unit (80) to inject nitrogen, etc. into the discharge drums (51, 52) to increase the internal pressure of the discharge drums (51, 52). By raising it, the flow of ammonia from the discharge drums (51, 52) to the discharge processor (53) can be smoothly adjusted.

In addition, the purging unit 80 can supply non-explosive gas as a driving source for the drain processing unit 70 to recover ammonia to the ammonia storage tank 10, as shown in FIG. 3. For example, the purging unit 80 can implement the operation of the drain pump 72 by supplying non-explosive gas to the drain pump 72, or by injecting non-explosive gas into the drain drum 71 to operate the drain valve 73. Ammonia delivery can also be implemented through .

That is, considering that the purging unit 80 is configured to supply a non-hazardous non-explosive gas, it not only performs the basic function of purging the ammonia flow path, but also assists the operation of the vent unit 50 and the drain processing unit 70. Additional functions can be performed.

In this way, in this embodiment, while supplying ammonia as fuel to the engine E, ammonia venting, draining, oxidation treatment, etc. can be stably implemented, thereby constructing an eco-friendly fuel supply system.

In addition, in this embodiment, ammonia that is suddenly discharged during system operation is primarily collected using the discharge drums 51 and 52, and the remaining ammonia is secondarily treated through the exhaust treatment unit 40, thereby producing ammonia. Unnecessary vents can be minimized and safe system operation can be ensured.

Figure 5 is a conceptual diagram of an ammonia treatment system according to a second embodiment of the present invention.

Hereinafter, the description will focus on the differences between this embodiment and the previous embodiment, and parts where description is omitted will be replaced with the previous content. Please note that this also applies to other embodiments described later.

Referring to FIG. 5, the ammonia treatment system 1 according to the second embodiment of the present invention has the arrangement of the heat exchanger 23 of the fuel supply unit 20 and the mixer 33 of the fuel recovery unit compared to the previous embodiment. changes. In the first embodiment, the mixer 33 is disposed downstream of the heat exchanger 23 based on the ammonia flow from the fuel supply unit 20. In the present embodiment, the heat exchanger 23 is located downstream of the mixer 33. can be placed.

In addition, a backflow prevention valve is provided upstream of the mixer 33 on the ammonia flow path of the fuel supply unit 20 to prevent ammonia mixed with lubricating oil passing through the engine E from being delivered to the ammonia storage tank 10.

The heat exchanger 23 provided downstream of the mixer 33 can implement heating or cooling of ammonia. When the engine (E) is operated at low load, the recirculation amount of ammonia increases, and at this time, the ammonia in the mixer (33) becomes relatively high temperature. Therefore, the heat exchanger 23 can prevent gas from flowing into the high pressure pump 22 by cooling the ammonia between the mixer 33 and the high pressure pump 22.

On the other hand, when the load of the engine (E) increases, the flow rate of excess ammonia decreases, so the ammonia in the mixer (33) becomes relatively low temperature, and the heat exchanger (23) heats the ammonia and transfers it to the high pressure pump (22). You can.

That is, the heat exchanger 23 can heat or cool ammonia depending on the load of the engine E. For example, a sufficient amount of fruit at a constant temperature is continuously supplied to the heat exchanger 23, The incoming ammonia can be heated or cooled according to the temperature of the fruit.

Figure 6 is a conceptual diagram of an ammonia treatment system according to a third embodiment of the present invention.

Referring to FIG. 6, the ammonia treatment system 1 according to the third embodiment of the present invention may further include a return heat exchanger 24 compared to the first embodiment.

The return heat exchanger 24 regulates the temperature of ammonia returned from downstream of the high pressure pump 22 to upstream of the high pressure pump 22. As described above, a return line is provided downstream of the high pressure pump 22, and the return heat exchanger 24 is provided in the return line to cool the ammonia delivered from the high pressure pump 22 to the mixer 33.

When the high pressure pump 22, etc. is running in a state where the engine E is not using ammonia as fuel (the engine E is stopped or the engine E is running with a fuel other than ammonia), ammonia is released from the high pressure pump 22. ) is heated, but does not flow into the engine (E) and circulates along the return line.

In this case, there is a risk that ammonia may be evaporated due to the heat generated by the high pressure pump 22, so the heat generated by the high pressure pump 22 must be removed. Therefore, in this embodiment, a return heat exchanger 24 is placed in the return line and ammonia can be cooled using a refrigerant such as fresh water, sea water, or glycol water. Therefore, the return heat exchanger 24 may also be referred to as the return cooler 31.

In addition, the return heat exchanger 24 can use the fruit circulated by the fruit supply unit 25, and in this case, the fruit cooled by ammonia while passing through the heat exchanger 23 in front of the high pressure pump 22 can be used. there is.

Therefore, in this embodiment, although the high pressure pump 22 is in operation, ammonia is not supplied from the high pressure pump 22 to the engine E, so ammonia downstream of the high pressure pump 22 continues to flow into the high pressure pump 22. When circulating upstream, evaporation of ammonia in the high pressure pump 22 can be suppressed by cooling the circulating ammonia.

Figure 7 is a conceptual diagram of an ammonia treatment system according to a fourth embodiment of the present invention.

Referring to FIG. 7, in the ammonia treatment system 1 according to the fourth embodiment of the present invention, the heat exchanger 23 of the fuel supply unit 20 includes the first heat exchanger 231 and the second heat exchanger 232. may include. The first heat exchanger 231 is provided between the low-pressure pump 21 and the high-pressure pump 22, and may be provided between the mixer 33 and the high-pressure pump 22, for example. At this time, the first heat exchanger 231 can implement heating or cooling as described in the second embodiment.

The second heat exchanger 232 is provided between the high pressure pump 22 and the engine (E). The second heat exchanger 232 can heat or cool the ammonia pressurized by the high pressure pump 22 according to the required temperature of the engine E.

As will be described later, this embodiment places the second cooler 312 downstream of the high pressure pump 22 to allow heat exchange between excess ammonia and ammonia downstream of the high pressure pump 22. In this case, after being pressurized by the high pressure pump 22, There is a risk that the temperature of ammonia heat-exchanged in the second cooler 312 may not be constant. Therefore, in this embodiment, the second heat exchanger 232 is provided between the second cooler 312 and the engine (E), so that the temperature of ammonia flowing into the engine (E) can be constantly controlled.

The cooler 31 of the fuel recovery unit of this embodiment may include a first cooler 311 and a second cooler 312. The first cooler 311 cools ammonia using a medium provided separately from ammonia, and in this case, the medium may be heat used in the heat exchanger 23.

The first cooler 311 may have a similar configuration to the cooler 31 in the previous first embodiment, and is provided in parallel with the catch drum 32 to cool excess ammonia and transfer it to the mixer 33.

The second cooler 312 is provided downstream or upstream of the first cooler 311 and uses ammonia from the fuel supply unit 20. That is, the second cooler 312 is configured to implement heat exchange between ammonia, and can exchange heat between excess ammonia and ammonia downstream of the high pressure pump 22.

From a fuel supply perspective, the temperature of the ammonia pressurized in the high-pressure pump 22 changes due to the second cooler 312 before being supplied to the engine E, so a second cooler 312 is used to adjust the temperature to the required temperature of the engine E. As described above, the 2 heat exchanger 232 can be used.

On the other hand, from the fuel recovery perspective, the excess ammonia discharged from the engine (E) is first cooled in the first cooler 311 and then secondarily cooled in the second cooler 312, so that when circulated to the high pressure pump 22, the gas What happens can be sufficiently suppressed. Furthermore, the fuel recovery unit can prevent evaporation by maintaining ammonia above the saturation pressure at the corresponding temperature using the pressure control valve 34.

The pressure control valve 34 is provided downstream of the cooler 31 based on the flow of excess ammonia, and may be placed between the second cooler 312 and the mixer 33, for example. The pressure control valve 34 maintains the ammonia flowing from the fuel recovery unit toward the fuel supply unit 20 above the saturation pressure of the corresponding temperature (for example, 15 bar or more), thereby preventing excess ammonia passing through the second cooler 312. It can be maintained in liquid form.

The pressure control valve 34 can maintain the excess ammonia in the second cooler 312 in a liquid state, thereby increasing the cooling efficiency of the excess ammonia in the second cooler 312. Of course, the ammonia downstream of the pressure control valve 34 may change below the saturation pressure as the ammonia is depressurized, but since the excess ammonia is sufficiently cooled in the second cooler 312, gas phase may occur downstream of the pressure control valve 34. The possibility is low, and some additional cooling can be expected upon decompression.

Therefore, in this embodiment, the fruit is cooled through low-temperature ammonia upstream of the high pressure pump 22 (first heat exchanger 231), the excess ammonia is cooled with the cooled fruit (first cooler 311), and the pressure The control valve 34 maintains the pressure of excess ammonia high to increase cooling efficiency (second cooler 312), thereby effectively suppressing evaporation when excess ammonia flows into the high pressure pump 22.

Figure 8 is a conceptual diagram of an ammonia treatment system according to a fifth embodiment of the present invention.

Referring to FIG. 8, the ammonia treatment system 1 according to the fifth embodiment of the present invention includes a housing 35 in which a fuel supply unit 20 and a fuel recovery unit surround at least a portion of the ammonia flow path.

As mentioned above, the ammonia flow path may be a pipeline. As the housing 35 surrounds the outer circumference of the pipeline, the ammonia flow path may have a double pipe structure. Therefore, the housing 35 prevents ammonia from directly penetrating into the external space when ammonia leaks from the ammonia flow path, and the housing 35 can be filled with non-explosive gas.

For example, non-explosive gas may be supplied to the housing 35 through the purging unit 80 or vent unit 50, and the non-explosive gas circulating in the housing 35 may be released into the atmosphere. Below, a case where non-explosive vent gas flows into the housing 35 through the vent unit 50 will be described.

The vent unit 50 injects vent gas into one side of the housing 35 and recovers the vent gas from the other side of the housing 35. For example, the vent unit 50 injects vent gas from the fuel recovery unit housing 35 to one side adjacent to the engine (E) via the cooler 31 or catch drum 32 and also via the high pressure pump 22. One vent gas can be recovered from the other side of the housing 35 of the fuel supply unit 20 adjacent to the engine E. Therefore, the vent gas can circulate through most of the high pressure section.

At this time, there is a risk that ammonia may be mixed into the vent gas recovered from the housing 35 of the fuel supply unit 20 due to a leak in the ammonia flow path, so the vent unit 50 waits for the vent gas recovered from the housing 35. It can be stored in the vent drum (55) instead of being released right away.

The vent drum 55 uses water to collect ammonia contained in the vent gas. That is, the vent drum 55 may be a water tank, and by passing the vent gas through water, ammonia that may be mixed in the vent gas can be dissolved in the water.

At this time, a pH sensor 551 is provided in the vent drum 55. The pH sensor 551 can check whether ammonia has entered the vent drum 55 by measuring the pH of the water stored in the vent drum 55.

Vent gas flowing into the vent drum 55 may be discharged into the atmosphere through an outlet line, and a gas detector 552 may be provided at the portion of the vent drum 55 where the vent gas is discharged.

When the vent gas contains ammonia, the ammonia may be dissolved in the water as the vent gas passes through the water in the vent drum (55), but the ammonia that has not yet dissolved in the water may be discharged to the outside of the vent drum (55).

In order to prepare for this, the vent unit 50 primarily detects the inflow of ammonia into the vent drum 55 using the pH sensor 551, and detects ammonia through the gas detector 552 at the discharge part of the vent drum 55. The presence of can be detected secondarily.

At this time, according to the detection value of the gas detector 552, emission of vent gas into the atmosphere from the vent drum 55 may be blocked. Through this, even if vent gas is discharged into the atmosphere, the risk from ammonia leakage can be sufficiently suppressed.

For reference, the vent unit 50 may use a vent fan 56 that forcibly recovers vent gas from the housing 35 of the fuel supply unit 20 to the vent drum 55, which is attached to the housing 35 of the fuel recovery unit. It can be used when the pressure of the incoming vent gas is not sufficient and the flow of the vent gas does not reach the desired level. Of course, when high-pressure vent gas is injected into the fuel recovery unit housing 35, the vent fan 56 can be minimized or omitted.

In this way, in this embodiment, in case ammonia leaks from the ammonia flow path, pH and gas detection is implemented in the vent drum 55, thereby ensuring the release of ammonia into the atmosphere at a safe level.

In addition to the embodiments described above, the present invention encompasses all embodiments resulting from a combination of the above embodiments and known technologies.

Although the present invention has been described in detail through specific examples, this is for the purpose of specifically explaining the present invention, and the present invention is not limited thereto, and can be understood by those skilled in the art within the technical spirit of the present invention. It would be clear that modifications and improvements are possible.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

1: Ammonia treatment system E: Engine
10: Ammonia storage tank 11: Bunkering unit
12: pressure control unit 20: fuel supply unit
21: low pressure pump 22: high pressure pump
23: heat exchanger 231: first heat exchanger
232: second heat exchanger 24: return heat exchanger
25: Fruit supply unit 251: Fruit heater
252: fruit cooler 26: housing
30: fuel recovery unit 31: cooler
311: first cooler 312: second cooler
32: catch drum 33: mixer
34: pressure control valve 35: housing
40: exhaust processing unit 50: vent unit
51: low pressure discharge drum 52: high pressure discharge drum
53: discharge handler 531: discharge pump
54: vent mast 55: vent drum
551: pH sensor 552: Gas detector
56: Vent fan 60: Reliquefaction unit
70: drain processing unit 71: drain drum
711: liquid detector 72: drain pump
73: drain valve 74: filter
80: purging unit

Claims (6)

A fuel supply unit that supplies ammonia discharged from the ammonia storage tank to the engine;
a fuel recovery unit that recovers excess ammonia returned from the engine;
an exhaust processing unit that processes exhaust discharged from the engine; and
It includes a vent unit that discharges ammonia discharged from the fuel supply unit or the fuel recovery unit to the outside,
The fuel supply unit,
low-pressure pump to transport ammonia;
a high-pressure pump that pressurizes the ammonia pressurized by the low-pressure pump to correspond to the required pressure of the engine; and
It includes a heat exchanger that regulates the temperature of the ammonia,
The fuel recovery unit,
a cooler that cools excess ammonia discharged from the engine and transfers it between the low-pressure pump and the high-pressure pump in the fuel supply unit; and
An ammonia treatment system comprising a pressure control valve provided downstream of the cooler to maintain ammonia flowing from the fuel recovery unit toward the fuel supply unit above the saturation pressure of the corresponding temperature. According to claim 1,
The fuel recovery unit,
Further comprising a mixer for mixing excess ammonia discharged from the engine with ammonia between the low-pressure pump and the high-pressure pump in the fuel supply unit,
The pressure control valve is,
An ammonia treatment system provided between the cooler and the mixer. The method of claim 1, wherein the cooler:
A first cooler that cools ammonia using a medium provided separately from ammonia; and
An ammonia treatment system comprising a second cooler provided downstream or upstream of the first cooler and using ammonia from the fuel supply unit. The method of claim 1, wherein the heat exchanger,
a first heat exchanger provided between the low-pressure pump and the high-pressure pump; and
An ammonia treatment system comprising a second heat exchanger provided between the high pressure pump and the engine. According to claim 4,
The fuel recovery unit,
It further includes a mixer that mixes excess ammonia discharged from the engine with ammonia between the low-pressure pump and the high-pressure pump in the fuel supply unit,
The cooler is,
A first cooler that cools ammonia using a medium provided separately from ammonia; and
A second cooler is provided downstream or upstream of the first cooler and uses ammonia from the fuel supply unit,
The first heat exchanger,
Provided between the mixer and the high pressure pump,
The second heat exchanger,
An ammonia treatment system provided between the second cooler and the engine. A vessel comprising the ammonia treatment system of any one of claims 1 to 5.

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