KR20180090032A - Vessel - Google Patents

Abstract

A vessel according to the present invention comprises: a coffer dam disposed in front of an engine room which houses an engine; a fuel supply line connecting the engine and a fuel supply room and communicating with the coffer dam, the fuel supply line being formed of a double pipe; and a duct disposed within the coffer dam and receiving the fuel supply line. The fuel supply line is formed of a single pipe in the duct.

Description

Ship {Vessel}

The present invention relates to a ship.

A ship is a means of transporting large quantities of minerals, crude oil, natural gas, or more than a thousand containers. It is made of steel and buoyant to float on the water surface. ≪ / RTI >

Such a ship generates thrust by driving the engine. At this time, the engine uses gasoline or diesel to move the piston so that the crankshaft is rotated by the reciprocating motion of the piston, so that the shaft connected to the crankshaft is rotated, .

However, when heavy oil such as HFO or MFO is used as the propellant fuel, environmental pollution due to various harmful substances contained in the exhaust gas is serious when the heavy oil is burned, and regulations for environmental pollution are strengthened, The regulations on propulsion devices using fuel oil are also strengthened, and the cost for satisfying these regulations is gradually increasing.

Accordingly, instead of using heavy oil or using only a minimum amount of fuel as a fuel for a ship, it is possible to replace gasoline or diesel with liquefied natural gas, liquefied petroleum gas The same liquefied gas is used and the technology is being developed.

Liquefied natural gas is a liquefied natural gas obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid with almost no pollutants and high calorific value. It is an excellent fuel. On the other hand, liquefied petroleum gas is a liquid fuel made by compressing gas containing propane (C3H8) and butane (C4H10), which come from oil in oil field, at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless and is widely used as fuel for household, business, industrial, and automotive use.

Such liquefied gas is stored in a liquefied gas storage tank installed on the ground or stored in a liquefied gas storage tank provided in a ship which is a means of transporting the ocean. The liquefied natural gas is liquefied to a volume of 1/600 The liquefaction of liquefied petroleum gas has the advantage of reducing the volume of propane to 1/260 and the content of butane to 1/230, resulting in high storage efficiency.

These liquefied gases are supplied to various customers and used. Recently, LNG carrier that uses LNG as fuel for LNG carriers that transport liquefied natural gas has been developed. Attempts have been made to apply this method to other vessels other than LNG carriers.

The present invention has been made to improve the conventional technology, and it is intended to provide a ship which facilitates the installation of on-board piping and can reduce the construction cost.

A ship according to the present invention includes: a coffer dam disposed in front of an engine room that houses an engine; A fuel supply line connecting the engine and the fuel supply chamber and communicating with the coffer dam, the fuel supply line being formed of a double pipe; And a duct disposed in the cofferdam and receiving the fuel supply line, wherein the fuel supply line is formed of a single pipe in the duct.

Specifically, the duct can be sealed with the outside.

Specifically, the duct may further include a ventilation device for introducing air into the interior to circulate the air inside.

Specifically, the fuel supply line includes: a first pipe formed in the engine room, the first pipe being formed of an outer and an inner pipe; A second pipe connecting the cofferd dam and the fuel supply chamber, the second pipe being formed as a single pipe; And a third pipe formed in the copper dam and formed of a single pipe, and the duct can be connected to an outer pipe of the first pipe.

A gas valve unit configured on the first pipe to control fuel flow to the engine and surrounded by the housing; And a discharge device for discharging the internal air of the gas valve unit to the outside.

Specifically, the fuel supply room accommodates a liquefied gas processing device that processes liquefied gas and supplies the liquefied gas to the engine, and may be formed on the upper deck.

Specifically, the engine may be a low-speed two-stroke low-pressure gas injection engine (X-DF).

Specifically, the engine room may be a safety zone.

The ship according to the present invention is capable of installing a single pipe in a cofferdam disposed in front of the engine room, thereby facilitating construction of in-line piping, reducing material cost and design cost, and consequently reducing the construction cost .

1 is a side sectional view of a ship according to a conventional embodiment.
2 is an enlarged view of a portion of the pipe A of Fig. 1 in a ship according to a conventional embodiment.
3 is a side cross-sectional view of a ship according to an embodiment of the present invention.
4 is an enlarged view of the pipe B portion of Fig. 3 in a ship according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, the liquefied gas may be used to encompass all gaseous fuels generally stored in a liquid state, such as LNG or LPG, ethylene, ammonia, etc. In the case where the gas is not in a liquid state by heating or pressurization, . This also applies to the evaporative gas. In addition, LNG can be used to encompass both NG (natural gas), which is a liquid state, and NG, which is a supercritical state for the sake of convenience. The LNG may be used to mean not only a gas state evaporation gas but also a liquefied evaporation gas .

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

FIG. 1 is a side sectional view of a ship according to a conventional embodiment, and FIG. 2 is an enlarged view of a pipe A portion of FIG. 1 in a ship according to a conventional embodiment.

1 and 2, in the conventional marine vessel 1, the engine room 11 and the cargo hold 12 are disposed under the upper deck 10a, that is, inside the marine vessel 10, 14, a vent mast (not shown), a cabin 15, a compressor room 20 (fuel supply chamber) and a motor room 30 are disposed on the upper deck 10a,

A coffer dam 13 is provided between the engine room 11 and the cargo hold 12 to prevent the dangerous substances from the cargo hold 12 from flowing into the engine room 11 as a safety zone .

The ship 1 disposed as described above rotates a propeller (not shown) through the power of the engine 40 to obtain thrust and move forward. At this time, the engine 40 receives fuel from the compressor room 20 through the fuel supply line 50 to generate power.

The fuel supply line 50 is connected to the engine 40 after passing the gas valve unit 41 (GVU) through the coffer dam 13 in the ordinary compressor room 20.

This fuel supply line 50 is formed as a double pipe for safety in a ship and a single pipe on a ship.

2, the fuel supply line 50 is composed of an outer pipe 51 and an inner pipe 52 to prevent leakage of the fuel and to prevent the leakage of the fuel from the first space (for example, 51a and the second space 52a through which the fuel flows, thereby preventing the outflow of the fuel. (Which is the same in both the engine room 11 and the coffer dam 13)

As described above, the conventional fuel supply line 50 is extremely difficult to manufacture due to the characteristics of the double piping, and the cost is excessively added. In the curved section, not the straight section, the work such as the shape change and the welding is demanded, There is a problem that it raises the construction cost.

In order to solve the above problems, the present applicant has newly invented a vessel 2 according to the present invention, which will be described in detail hereinafter.

Fig. 3 is a side sectional view of a ship according to an embodiment of the present invention, and Fig. 4 is an enlarged view of a pipe B portion of Fig. 3 in a ship according to an embodiment of the present invention.

3 and 4, the ship 2 according to the embodiment of the present invention includes a hull 10, a compressor room 20, a motor room 30, an engine 40, a fuel supply line 60 And a duct 71. In addition, the vessel 2 according to the embodiment of the present invention may preferably be an LNG carrier, but is not limited thereto.

Hereinafter, the ship 2 according to the embodiment of the present invention will be described in detail with reference to FIGS. 3 and 4. FIG.

The hull 10 is provided with an engine compartment 11, a cargo hold 12 and a coffer dam 13 on the lower side with respect to the upper deck 10a and a stack 14, a vent mast, a cabin 15, A compressor room 20 (fuel supply chamber), and a motor room 30.

The engine room 11 is partitioned by first to fourth decks (not shown) and is provided with various kinds of fuel supply lines 60 such as an engine 40, a gas valve unit 41, a GVU, Equipment can be accommodated.

The cargo hold 12 is capable of receiving the goods to be transported, that is, the cargo, for example, in the case of an LNG carrier, the liquefied gas, and in the case of a container carrier, a container.

The coffer dam 13 is formed in front of the engine room 11, that is, between the engine room 11 and the cargo hold 12, and can be constituted by a pair of closed type partitions. The coffer dam 13 can securely receive the cargo held in the cargo hold 12 and safely protect the devices such as the engine 40 in the engine room 11. [

The stack 14 is disposed on the upper side of the engine room 11 and can exhaust the exhaust gas of the engine 40 in the engine room 11 to the outside. The vent mast disposed in the vicinity of the stack (14) can discharge the circulated air in the engine room (11) to the outside.

The cabin 15 may be arranged on the upper side of the upper deck 10a so as to be arranged with a steering room (not shown) for steering the ship 2 and various rooms where a crew (not shown)

The compressor room 20 is disposed above the upper deck 10a of the hull 10 and can be formed in the vicinity of the motor room 30. [

The compressor room 20 accommodates a fuel processing apparatus (not shown) for processing and supplying the fuel to be supplied to the engine 40 and accommodates a liquefied gas processing apparatus for supplying the liquefied gas to the engine 40 . At this time, the liquefied gas processing apparatus may be a pump (not shown), a vaporizer (not shown), a compressor (not shown), piping (not shown), and the like.

In addition, the compressor room 20 can be driven by receiving power from the motor room 30, and can be formed separately from the motor room 30.

The motor room 30 is disposed above the upper deck 10a of the hull 10 and can be formed in the vicinity of the compressor room 20. [

The motor room 30 is provided with various power generating devices such as a motor (not shown) for driving various fuel supply devices accommodated in the compressor room 20, The compressor room 20 can be installed separately from the compressor room 20,

The engine 40 generates thrust on the ship 2 and can be disposed in the engine room 11 in the hull 10.

For example, the engine 40 may be a low speed two stroke low pressure gas injection engine.

The low-pressure two-stroke low-pressure gas injection engine 40 is configured such that as the piston (not shown) inside the cylinder (not shown) reciprocates by the combustion of the liquefied gas, the evaporative gas or the oil, Not shown) is rotated, and a shaft (not shown) connected to the crankshaft can be rotated. Accordingly, as the propeller (not shown) connected to the shaft rotates when driving the low-speed two-stroke low-pressure gas injection engine 40, the ship 2 can be advanced or reversed.

 The low-speed two-stroke low-pressure gas injection engine 40 in the embodiment of the present invention can be a 2s DF engine (XDF engine) developed by wartsila and can be driven according to an Otto cycle have.

That is, the low-speed two-stroke low-pressure gas injection engine 40 compresses the air-fuel mixture supplied to the cylinder to the top dead center at the moment of ignition by an ignition fuel (Pilot Fuel) - The fuel mixer is completely burned so that explosive power is generated. At this time, the air-fuel mixture mass ratio may be in the form of a Lean burn engine which may be in a lean state less than 14.7: 1.

In this case, HFO (Heavy Fuel Oil) or MDO (Marine Diesel Oil) is used as the ignition fuel, and the ratio of the ignition fuel to the high-pressure gas is about 1:99.

The low-speed two-stroke low-pressure gas injection engine 40 is supplied with liquefied gas of 8 to 20 bar (preferably 10 bar) to generate power, and the state of the liquefied gas to be supplied is supplied to the low- Depending on the required state.

The low-speed two-stroke low-pressure gas injection engine 21 is advantageous in that the driving pressure is low at a low pressure, so that the fuel processing apparatus becomes very simple and occupies a small space.

A gas valve unit 41 is configured on the first pipe 61 to control the flow of fuel to the engine 40 and may be formed to be surrounded by a separate housing.

The gas valve unit 41 may further include discharge devices 731 and 732 for discharging air to the inside of the housing.

The discharge devices 731 and 732 are provided with a discharge fan 731 for discharging the air inside the housing of the gas valve unit 41 to the outside and a discharge duct 732 for connecting the housing of the gas valve unit 41 and the upper deck 10a, . ≪ / RTI >

At this time, the discharge fan 731 may be formed in plural to ventilate up to the space 71a in the duct as well as to ventilate the space in the gas valve unit 41, and the discharge duct 732, (10a).

The discharge devices 731 and 732 are connected to the gas valve unit 41 via the first pipe 61 through the duct 71 when the fuel flowing into the fuel flow space 63a of the third pipe 63 leaks. The leaked fuel flowing into the housing can be sucked into the discharge fan 731 and discharged to the outside through the discharge duct 732. [

The fuel supply line 60 connects the engine 40 and the fuel supply room 20 (compressor room), communicates with the coffer dam 13, and is formed of a double pipe. At this time, the fuel supply line 60 is formed as a single pipe in the duct 71.

The fuel supply line 60 includes a first pipe 61 formed in an engine room 11 and formed of an outer and an inner pipe (not shown), a coffer dam 13 and a fuel supply room 20 (compressor room) And a third pipe 63 formed in the coffer dam 13 and formed of a single pipe.

4, the third pipe 63 is formed in the form of a single pipe formed inside the duct 71 and having only the fuel flow space 63a through which the fuel flows, and the third pipe 63 flows into the fuel flow space 63a When the fuel leaks, it can be supplied to the discharging devices 731 and 732 by the air circulated in the duct 71 and can be discharged to the outside accordingly.

As described above, in the embodiment of the present invention, the fuel supply line 60 (preferably the third pipe 63) in the coffer dam 13 is connected to the outside of the third pipe 63 by the duct 71 The space 71a in the duct can be circulated by the ventilator 72 and the safety in the coffer dam 13 can be sufficiently secured.

In addition, since the fuel supply line 60 in the coffer dam 13 can be formed as a single pipe, stability can be ensured as described above, and even if there are many curve sections in the pipe design, The cost is reduced and the drying period is shortened.

The duct 71 is disposed in the coffer dam 13 and accommodates the fuel supply line 60.

The duct 71 may be formed to be hermetically sealed with the outside. At this time, the duct 71 can be filled with an inert gas (for example, nitrogen) or formed in a vacuum so that air circulation in the duct space 71a is not performed.

Also, the duct 71 may be formed to circulate the air in the duct space 71a unlike the above. At this time, the duct 71 is provided with a ventilator 72 for introducing outside air into the end portion of the coffer dam 13 on the upper deck 10a side in order to circulate the air in the duct in-space 71a And an end communicating with the partition wall (not shown) facing the engine room 11 can be connected to the outer pipe of the first pipe 61. [

As described above, according to the present invention, it is possible to install a single pipe in the coffer dam 13 disposed in front of the engine room 11, thereby facilitating the construction of the in-line piping, reducing the material cost and design cost, And thus the construction cost can be reduced.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: conventional vessel 2: vessel of the present invention
10: Hull 10a: Upper deck
11: Engine room 12: Cargo hold
13: Copper dam 14: stack
15: Cabin 20: Compressor room
30: motor room 40: engine
41: Gas Valve Unit 50: Conventional fuel supply line
51: outer pipe 51a: first space
52: inner pipe 52a: second space
60: fuel supply line of the present invention 61: first pipe
62: second pipe 63: third pipe
63a: fuel flow space 71: duct
71a: space in the duct 72: inlet fan
731: exhaust fan 732: exhaust duct

Claims (8)

A coffer dam disposed in front of an engine room accommodating the engine;
A fuel supply line connecting the engine and the fuel supply chamber and communicating with the coffer dam, the fuel supply line being formed of a double pipe; And
And a duct disposed in the cofferdam and receiving the fuel supply line,
Wherein the fuel supply line includes:
And a single pipe in the duct. The duct according to claim 1,
Characterized in that it is sealed to the outside. The duct according to claim 1,
Further comprising a ventilation device for introducing air into the interior to circulate the air inside. 4. The fuel cell system according to claim 3,
A first pipe formed in the engine room and formed of outer and inner pipes;
A second pipe connecting the cofferd dam and the fuel supply chamber, the second pipe being formed as a single pipe; And
A third pipe formed in the copper dam and formed of a single pipe,
In the duct,
And is connected to an outer pipe of the first pipe. 5. The method of claim 4,
A gas valve unit configured on the first pipe to control the flow of fuel to the engine and surrounded by the housing; And
Further comprising a discharge device for discharging the internal air of the gas valve unit to the outside. The fuel supply system according to claim 1,
Wherein the liquefied gas processing apparatus receives the liquefied gas and supplies the liquefied gas to the engine, and is formed on the upper deck. 2. The engine according to claim 1,
Low-pressure two-stroke gas injection engine (X-DF). The engine room according to claim 1,
Characterized in that it is a safety zone.

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