KR20200012164A - Integrated management system of ballast water treatment system and exhaust gas treatment system and method for operating using the same - Google Patents

Abstract

The present invention relates to an integrated management system for an exhaust gas treatment system and a ballast water treatment system and an operation method using the same. The integrated management system for an exhaust gas treatment system and a ballast water treatment system individually receives plasma generated by a plasma generator from an ozone generator and a NOx treatment device, respectively and treats the plasma. So, the integrated management system for an exhaust gas treatment system and a ballast water treatment system satisfies both of installation obligation standards of the ballast water treatment device required by IMO and NOx discharge standards when sailing in an ECA section. According to an embodiment of the present invention, a ballast water treatment system includes the ozone generator supplying ozone to a ballast tank. The ozone generator includes the plasma generator supplying the plasma. An exhaust gas treatment system is connected to the plasma generator and includes the NOx treatment device discharging exhaust gas to the outside by reducing nitrogen oxide (NOx) of the exhaust gas discharged from an engine of a vessel by receiving the plasma.

Description

INTEGRATED MANAGEMENT SYSTEM OF BALLAST WATER TREATMENT SYSTEM AND EXHAUST GAS TREATMENT SYSTEM AND METHOD FOR OPERATING USING THE SAME}

The present invention relates to an integrated management system of a ballast water treatment device and an exhaust gas treatment device and an operating method using the same. More particularly, the present invention provides a method for defining a plasma in an IMO by treating a plasma generated from a plasma generator with an ozone generator and a NOx processor. The present invention relates to an integrated management system of a ballast water treatment device and an exhaust gas treatment device capable of satisfying both a mandatory standard for installing a ballast water treatment device and a NOx emission standard when operating an ECA section, and an operation method using the same.

Ballast water (hereinafter referred to as 'ballast water') is water that is filled or discharged into ballast water tanks of a ship in order to balance the ship during loading and unloading of the ship or in collinear condition.

These ballast numbers are heavy loads for adjusting the ship's draft and trim, and serve to maintain the balance and stability of the ship. It will perform the auxiliary function to make the water work effectively.

Ballast water has been used since the late 1870s when ships began to be built of steel, and some ships use ore or sand as ballasts without loading ballast water, but today, seawater or fresh water is used as ballasts. It is universal.

Ballast water taken from seawater or freshwater from a port, waterway or ocean and loaded into ballast tanks typically includes a number of marine organisms contained in the seawater or freshwater taken in, which are taken with the ballast water and transferred to the vessel's ballast tanks. Lose.

The intake and discharge of ballast water may vary depending on the degree of industrial development and the conservation of resources, etc. in the country to which the ship calls.However, due to the nature of the ship, the oil tankers or bulk carriers that need to load a large amount of ballast water In this case, exporters of raw materials such as oil producing countries or iron ore are more likely to be exposed to various pathogens and foreign marine species parasitic in ballast water than importing countries.

According to data from the International Maritime Organization (IMO), it is estimated that more than 10 billion tons of ballast water is transported annually worldwide.

The biggest problem with ballast water is that the ballast water is basically used as a medium for spreading foreign marine species, that is, the organisms or pathogens in a particular sea area contained in the ballast water are completely different by the vessel containing the ballast water. It is transported to the sea, causing side effects that disturb the environment and ecosystem of the sea.

Accordingly, the International Maritime Organization (IMO) signed an international agreement in February 2004, and since 2009, the Ballast Water Treatment System (BTWS) will be installed on board in order to prohibit entry of the vessel in case of violation. I did it.

In addition, having been regulated by the International Maritime Organization (IMO) and nitrogen oxides (NOx) and sulfur oxides (SOx) contained in exhaust gas discharged from a vessel, in recent years, about to also regulate emissions of carbon dioxide (CO ₂₎ .

Nitrogen oxides (NOx) and sulfur oxides (SOx) were raised through the 1997 Protocol of Prevention of Marine Pollution from Ships (MARPOL), and in May 2005 met the fermentation requirements and now enforced Is being implemented.

On the other hand, marine engines that can obtain propulsion or power generation by using LNG (or LPG, MeOH, etc.) as fuel include a MEGI engine, an X-DF engine, or a DF engine.

MEGI engines can be installed on ships, such as LNG carriers, to store and transport LNG in cryogenic storage tanks. MEGI engine uses fuel gas such as natural gas together with fuel oils such as MDO and HFO, and high pressure fuel supply pressure of about 150 ~ 400 bara (absolute pressure) is required for the engine depending on the load. do.

The MEGI engine, which is mainly used as a propulsion engine, can be used directly in conjunction with a propeller for propulsion. For this purpose, the MEGI engine is composed of a two-stroke engine rotating at a low speed. That is, the MEGI engine is a low speed two-stroke high pressure natural gas injection engine.

MEGI engines use both fuel oil (e.g., HFO, MDO, etc.) and fuel gas (e.g., LNG, LPG, DME, etc.) as fuel, while low power (e.g., 30% or less of maximum power) When this is required, only the fuel oil is supplied to the engine to obtain an output, and when a high output (for example, 30% or more of the maximum output) is required, the fuel oil and fuel gas are supplied together to the engine to operate. . The operation of the MEGI engine as a high pressure natural gas injection engine is disclosed in Korean Patent No. 0396471.

In the case of a ship operating an ECA section using such a MEGI engine, IMO is required by the IMO without a device to reduce NOx contained in the exhaust gas emitted from the MEGI engine (hereinafter referred to as 'NOx Reduction Device'). Since the existing NOx Tier III standards are not met, installation of NOx abatement devices such as Selective Catalytic Reduction (SCR) or Exhaust Gas Recirculation (EGR) is required on ships. The SCR device or the EGR device, which is a NOx reduction device, has found that the CAPEX and OPEX are very high and require considerable space in the ship.

Therefore, IMO is required to mandate the installation of the ballast water treatment system and to operate the ECA section by supplying and treating plasma from the ballast water treatment device and the exhaust gas treatment device without installing a NOx reduction device such as an SCR device or an EGR device. A system is required to meet all the NOx Tier III requirements.

The object of the present invention is to satisfy both the mandatory standard for installation of ballast water treatment device and the NOx emission standard when operating the ECA section by treating the plasma generated by the plasma generator from the ozone generator and the NOx processor, respectively. The present invention provides an integrated management system of a ballast water treatment device and an exhaust gas treatment device and an operation method using the same.

According to an embodiment of the present invention for achieving the above object, as an integrated management system of the ballast water treatment device and the exhaust gas treatment device, the ballast water treatment device includes an ozone generator for supplying ozone to the ballast tank, And a plasma generator for supplying plasma to an ozone generator, wherein the exhaust gas treating apparatus is connected to the plasma generator, and receives the plasma to reduce nitrogen oxides (NOx) of the exhaust gas exhausted from the engine of the ship, thereby An integrated management system is provided, comprising a NOx handler for discharging the furnace.

An integrated management system according to an embodiment of the present invention includes a first plasma supply pipe installed between the plasma generator and the ozone generator, a second plasma supply pipe installed between the plasma generator and the NOx processor, and the first and second devices. And a controller for controlling opening and closing of the first and second plasma valves respectively installed in the plasma supply pipe, and the first and second plasma valves, respectively.

The controller may close the second plasma valve and open the first plasma valve to supply plasma to the ozone generator through the first plasma supply pipe when the vessel is operated in the ballasting mode.

The controller may close the first plasma valve and open the second plasma valve to supply plasma to the NOx processor through the second plasma supply pipe when the vessel operates an ECA (Emission Control Area) section.

The integrated management system according to an embodiment of the present invention further includes an air supply pipe connected to the engine, an ozone supply pipe connecting the ozone generator and the air supply pipe, and a second valve installed on the ozone supply pipe. Close the second plasma valve and open the first plasma valve and the second valve to release ozone generated by the ozone generator so that the vessel can improve the efficiency of the engine and reduce the pollutants of the exhaust gas when operating the sea section. Can be injected into the engine via the air supply pipe.

The controller may open both the first and second plasma valves while improving the efficiency of the engine and reducing the pollutants in the exhaust gas while the vessel is operating the ECA section.

The ballast water treatment apparatus may include a compressor that compresses external air and an oxygen generator that receives oxygen compressed by the compressor to generate oxygen.

The ozone generator may receive the oxygen generated by the oxygen generator and the plasma generated by the plasma generator to generate ozone.

The exhaust gas treatment apparatus further includes an Exhaust Gas Recirculation (EGR) apparatus or a Selective Catalytic Reduction (SCR) apparatus, and primarily stores NOx contained in the exhaust gas through the plasma when the vessel operates an ECA section. Treatment, and the first treated exhaust gas may be secondarily processed through the EGR device or the SCR device to achieve the ECA NOx Tier III standard defined by IMO.

According to another embodiment of the present invention, an operation method using an integrated management system of a ballast water treatment device and an exhaust gas treatment device, the ballast water treatment device includes an ozone generator for supplying ozone to the ballast tank, the ozone generator And a plasma generator for supplying a plasma to the plasma generator, wherein the exhaust gas treating apparatus includes a NOx processor connected to the plasma generator, and supplies the plasma to the ozone generator when the vessel is operated in a ballasting mode. An operating method using an integrated management system, which supplies the plasma to the NOX processor when operating an ECA section, is provided.

The integrated management system includes a first plasma supply pipe provided between the plasma generator and the ozone generator, a second plasma supply pipe provided between the plasma generator and the NOx processor, and a first installed in the first and second plasma supply pipes, respectively. And a controller for controlling opening and closing of the first and second plasma valves, respectively, wherein the controller closes the second plasma valve and closes the second plasma valve when the vessel is operated in a ballasting mode. 1 controls the plasma valve to be opened, and the ozone generator is configured to kill the marine organisms contained in the seawater and supply the ballast tank through the ozone generated using the plasma supplied from the first plasma supply pipe and the oxygen supplied from the oxygen tank. Can be.

When the vessel operates an ECA (Emission Control Area) section, the controller closes the first plasma valve and controls to open the second plasma valve, and the NOx processor uses a plasma supplied from the second plasma supply pipe. It is possible to reduce the NOx contained in the exhaust gas discharged from the engine.

And an air supply pipe connected to the engine, an ozone supply pipe connecting the ozone generator and the air supply pipe, and a second valve installed in the ozone supply pipe. The second plasma valve is closed and the first plasma valve is opened to improve and reduce the pollutants in the exhaust gas, and the ozone generator receives the plasma supplied from the first plasma supply pipe and the oxygen supplied from the oxygen tank. Ozone generated by the use may be injected into the engine connected to the air supply pipe.

When the vessel operates the ECA section, the controller controls to open both the first and second plasma valves to improve the engine efficiency and reduce the pollutants of the exhaust gas, and the ozone generator The ozone generated using the plasma supplied from the first plasma supply pipe and the oxygen supplied from the oxygen tank is injected into the engine connected to the air supply pipe, and the NOx processor uses the plasma supplied from the second plasma supply pipe. It is possible to reduce the NOx contained in the exhaust gas emitted from the engine.

According to an embodiment of the present invention, the plasma generated by the plasma generator is supplied from the ozone generator and the NOx processor, respectively, to satisfy both the mandatory standard for installing the ballast water treatment device prescribed by the IMO and the NOx emission standard when operating the ECA section. There is an effect that can be done. That is, when the vessel is operating in ballasting mode, the plasma is supplied to the ozone generator to kill the marine organisms contained in the seawater through the ozone generated, so that it is supplied to the ballast tank, and the NOx processor when the vessel operates the ECA section. By supplying plasma to the engine, NOx contained in the exhaust gas emitted from the engine can be reduced and discharged to the outside, so the standards prescribed by the IMO (mandatory installation of ballast water treatment devices and NOx emission standards in the ECAS section) All can be satisfied.

In addition, according to an embodiment of the present invention by the ozone is injected through the air supply pipe connected to the engine when the ship is operating in the high sea section by reducing the combustion efficiency of the engine and the generation of exhaust gas pollutants (CO, PM, etc.) There are also effects that can be provided.

In addition, according to an embodiment of the present invention, when the vessel is operating the ECA section by allowing ozone to be injected through the air supply pipe connected to the engine by treating the exhaust gas in which the pollutants emitted from the engine is reduced by the influence of ozone in the NOx processor. Therefore, there is an effect that can increase the satisfaction of the NOx emission standards than the environment in which ozone is not injected into the engine.

And, according to an embodiment of the present invention, when the NOx reduction device, such as EGR device or SCR device is installed in the vessel, the NOx processor primarily processes the NOx contained in the exhaust gas using the plasma, and the first treatment By passing the exhaust gas through the NOx reduction device and treating the NOx of the exhaust gas secondaryly, there is an effect that can provide an environment in which the ECA section can be stably operated.

1 is a view for explaining the integrated management system of the ballast water treatment apparatus and the exhaust gas treatment apparatus according to an embodiment of the present invention,
2 is a view for explaining an integrated management system of the ballast water treatment device and the exhaust gas treatment device according to another embodiment of the present invention;
FIG. 3 is a view for explaining an integrated management system of a ballast water treatment apparatus and an exhaust gas treatment apparatus applied to a ship having a MEGI engine; FIG.
4 is a view for explaining a method of operating the integrated management system for operating in the ballast operation mode while the ship is anchored,
5 is a view for explaining a method of operating the integrated management system for the ship to operate the ECA section,
6 is a view for explaining a method of operating an integrated management system for reducing the efficiency of the engine and pollutants in the exhaust gas when the vessel is operating the ECA section, and
7 is a view for explaining a method of operating an integrated management system for reducing the efficiency of the engine and the pollutants of the exhaust gas when the ship is operating in the high sea section.

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

1 is a view for explaining the integrated management system of the ballast water treatment apparatus and the exhaust gas treatment apparatus according to an embodiment of the present invention, the installation mandatory criteria and ECA section of the ballast water treatment apparatus required by the IMO in the ship The integrated management system of the ballast water treatment system and the exhaust gas treatment system is shown schematically to satisfy the emission standard (NOx Tier III standard) of NOx contained in the exhaust gas during operation.

In the present specification, the vessel is a concept including all of the structures, such as LNG FPSO, LNG FSRU, LNG FRU, FSPP, BMPP, as well as liquefied gas carrier such as LNG carrier, LNG RV.

An integrated management system (hereinafter referred to as an integrated management system) of a ballast water treatment device and an exhaust gas treatment device according to an embodiment of the present invention receives plasma from a ballast water treatment device and an exhaust gas treatment device, respectively. And an exhaust gas treatment system.

A ballast water treatment system (BWTS) includes an ozone generator 30. The ozone generator 30 generates ozone using the plasma supplied from the plasma generator 100 and the oxygen supplied from the oxygen tank 70.

The oxygen tank 70 is connected to the oxygen generator 20 to store oxygen in oxygen and by-products generated by the oxygen generator 20.

The oxygen generator 20 is connected to the compressor 50, and the compressor 50 compresses external air and supplies the compressed air to the oxygen generator 20.

Ozone generated by the ozone generator 30 is sent to the ozone processor 35.

The ozone processor 35 kills marine organisms contained in the seawater passing through the filter 2 and supplies the seawater from which marine organisms have been killed to the ballast tank 40.

The ballast water treatment apparatus (BWTS) is operated to balance the vessel and is preferably operated during berthing.

More specifically, when a request to the ballast operation mode is received during the berth of the ship through the operation terminal not shown, the controller C connects the first plasma supply pipe PL1 that connects the plasma generator 100 and the ozone generator 30. Control to open the first plasma valve PLB1 installed at the s) and close the second plasma valve PLB2 provided at the second plasma supply pipe PL2 connecting the NOx processor 90 and the plasma generator 100 to be described later. do.

To balance the vessel, the ozone generator 30 is supplied to the ballast tank 40 by killing marine organisms in seawater through ozone generated or generated using plasma and oxygen while the vessel is anchored. Marine life stored in the tank 40 may discharge the killed sea water, that is, ballast water into the sea area. Accordingly, it is possible to satisfy the mandatory standard for installation of ballast water treatment devices prescribed by IMO, and to solve side effects that disturbed the environment and ecosystem of the sea area.

The exhaust gas treating apparatus is an apparatus for treating the exhaust gas discharged from the engine 5 and includes a NOx processor 90 connected to the plasma generator 100.

The NOx processor 90 reduces the NOx contained in the exhaust gas discharged from the engine 5, for example, the MEGI engine, to the plasma supplied from the plasma generator 100 and discharges the same to the outside. Therefore, it is possible to reduce the NOx contained in the exhaust gas by using plasma without providing a separate NOx reduction device, so that the standard prescribed by the IMO (that is, the NOx emission standard when operating the ECA section) can be satisfied, and the CAPEX and The effect of not using NOx reduction device with high OPEX can be expected.

The engine 5 is connected to an air supply pipe L2 for supplying air. An ozone supply pipe L4 is installed between the air supply pipe L2 and the ozone generator 30 so that a small amount of ozone is injected into the engine 5 via the air supply pipe L2, and the controller C is disposed in the ozone supply pipe L4. The 2nd valve B2 opened and closed by this is provided.

The controller C supplies the plasma generated by the plasma generator 100 to the ozone generator 30 only in the first environment in which the vessel operates the sea section, and the plasma generator 100 in the second environment in which the ship operates the ECA section. By supplying the plasma generated only to the NOx processor 90 and operating in the ECA section while reducing the efficiency of the engine 5 and pollutants in the exhaust gas, the ozone generator 30 and the NOx processor 90 ) So that they are all supplied.

More specifically, when a flight to the first environment is requested through an input means (not shown) provided in the operation terminal, the controller C closes the second plasma valve PLB2 installed in the second plasma supply pipe PL2, Open the first plasma valve (PLB1) installed in the first plasma supply pipe (PL1) to control the plasma to be supplied only to the ozone generator 30, and if the operation to the second environment is requested, the controller (C) is the second plasma supply pipe ( The second plasma valve PLB2 installed in PL2 is opened, and the first plasma valve PLB1 installed in the first plasma supply pipe PL1 is closed to control the plasma to be supplied only to the NOx processor 90 and to the third environment. When the operation is requested, the controller C opens the second plasma valve PLB2 installed in the second plasma supply pipe PL2, and opens the first plasma valve PLB1 installed in the first plasma supply pipe PL1 to open the ozone generator 30. ) And NOx handlers on 90 It is controlled so that a zuma is supplied respectively.

In particular, in the first environment, under the control of the controller C, the second valve B2 installed in the ozone supply pipe L4 is opened to inject a predetermined amount of ozone into the engine 5, in particular, the propulsion engine so that the pollution zone Even with the high reactivity of ozone, it is possible to reduce the unreacted fuel of the engine due to the high reactivity of ozone and to reduce the pollutants of the exhaust gas (PM, CO, Soot, etc.).

In the second environment, the NOx contained in the exhaust gas discharged from the engine 5 may be reduced and discharged to the outside through the plasma supplied to the NOx processor 90. Therefore, it is possible to meet the NOx emission standards prescribed by the IMO when a ship operates an ECA section without installing a NOx abatement device such as an EGR device or an SCR device with high CAPEX and OPEX.

In the third environment, by opening the second valve B2 and injecting ozone into the engine 5, the efficiency of the engine 5 can be improved and contaminants of the exhaust gas discharged from the engine 5 can be reduced. NOx contained in exhaust gas discharged from) is reduced than that of the second environment. Thus, while improving the efficiency of the engine 5 and reducing the pollutants in the exhaust gas, it is possible to sufficiently satisfy the NOx emission standards prescribed by the IMO without installing a separate NOx reduction device.

As shown in FIG. 2, the integrated management system according to another exemplary embodiment of the present invention may further include a NOx reduction device 200 for secondarily treating the exhaust gas treated by the NOx processor 90. .

Referring to FIG. 2, the integrated management system according to another exemplary embodiment of the present invention receives a plasma from the NOx processor 90 to process NOx included in exhaust gas primarily, and to reduce NOx to primary treated exhaust gas. The device 200 processes the NOx secondary. Therefore, the NOx emission standard prescribed by IMO can be surely satisfied. However, the NOx reduction device 200 is preferably provided in the ship as needed in consideration of the high CAPEX and OPEX.

FIG. 3 is a view for explaining an integrated management system of a ballast water treatment apparatus and an exhaust gas treatment apparatus applied to a ship having a MEGI engine.

3 schematically shows the integrated management system of the present invention, for example, in a ship in which one propulsion engine 5 is installed in a ship and four power generation engines 10 are installed. The number of engines for propulsion and the number of engines for power generation are only examples, and do not limit the present invention.

The propulsion engine 5 may be a MEGI engine, and is configured to directly transmit power by being directly connected to a propellant made of, for example, a propeller P.

Each power generation engine 10 may be configured to directly drive the generator (G). The generator G driven by the power generation engine 10 produces electric power, and supplies the produced electric power to various power requirements in the ship.

Integrated management system that can reduce engine efficiency and emissions while maintaining ballast operation mode when the ship is anchored or when operating the ECA section when the ship is operating while IMO meets all of the standards in the regulations. It is installed on the ship.

More specifically, the integrated management system generates a fuel supply line L1 for supplying fuel to the propulsion engine 5, an air supply line L2 for supplying air to the propulsion engine 5, and oxygen and byproducts. And, it comprises an oxygen generator 20 for supplying the by-product to the air supply pipe (L2).

Accordingly, as nitrogen contained in the by-product is supplied through the air supply pipe L2 connected to the propulsion engine 5, the combustion condition of the propulsion engine 5 is made into a fuel rich state (relatively lacking oxygen). The combustion temperature of the propulsion engine 5 can be lowered. As the combustion temperature is lowered, heat generation of NOx can be reduced, and ozone is injected into the engine 5 through the air supply line L2 as a highly reactive oxidant through the ozone supply line L4. It is possible to improve the fuel efficiency of the engine 5 and to reduce the pollutants in the exhaust gas.

In this way, the engine 5 is supplied with a mixed oxidant (N ₂ + O ₂ + O ₃ ) in which air, nitrogen, and ozone are stored and mixed in the main air reservoir 3.

The oxygen generator 20 is included in a ballast water treatment system (BWTS) provided in a ship. The oxygen generator 20 generates oxygen and by-products, and a plurality of oxygen generators 20 may be arranged in parallel.

Oxygen (O ₂ ) generated by the oxygen generator 20 is stored in the oxygen tank 70, the by-product generated by the oxygen generator 20 is purified nitrogen (N ₂ ) via the N ₂ separator 55 It is stored in the by-product tank 60. Nitrogen stored in the by-product tank 60 may be provided to onboard vessels. Thus, it is possible to remove the nitrogen generator (N ₂ Generator) in the vessel.

The oxygen generator 20 is connected to a compressor 50 that compresses external air.

Nitrogen contained in the by-product generated by the oxygen generator 20 is supplied to the air supply pipe (L2) is supplied to the propulsion engine (5) with the outside air. As such, even without the nitrogen generator, since the nitrogen generated by the oxygen generator 20 of the BWTS can be supplied to the propulsion engine 5, the combustion temperature of the propulsion engine 5 can also be lowered.

More specifically, the by-product supply pipe (L3) is installed between the oxygen generator 20 and the air supply pipe (L2), the by-product supply pipe (L3) to control the supply of nitrogen contained in the by-product to the air supply pipe (L2) first The valve B1 is installed. Accordingly, the first valve B1 is opened so that nitrogen is supplied to the air supply pipe L2 when the environmental pollution control zone is operated, and the first valve B1 is closed when operating the sea area other than the environmental pollution regulation air supply pipe L2. ) May be controlled so that nitrogen is not supplied. The first valve B1 is controlled by the controller C.

Oxygen generated by the oxygen generator 20 is supplied to the ozone generator 30. The ozone generator 30 generates ozone by using a part of the plasma and oxygen supplied from the plasma generator 100 to use the ballast water treatment in the ballast operation mode, and supplies ozone to the air supply pipe in the operation mode of the ship (L2). ) As a combustion engine oxidant.

An ozone supply pipe L4 is provided between the air supply pipe L2 and the ozone generator 30, and a second valve B2 is installed in the ozone supply pipe L4 to control the supply of ozone to the air supply pipe L2. Therefore, in the ballast operation mode, the second valve B2 is closed to control the ozone from being supplied to the air supply pipe L2 through the ozone supply pipe L4, and the second valve B2 is not used when the ballast operation mode is not used. Opening can be controlled to supply a predetermined amount of ozone, for example 1,000 ppm of ozone, to the air supply pipe L2 via the ozone supply pipe L4. The second valve B2 is also controlled by the controller C.

As such, the amount of air and nitrogen supplied to the propulsion engine 5 is controlled to make the combustion condition of the propulsion engine 5 relatively low in oxygen, thereby lowering the combustion temperature. Therefore, it is possible to reduce the generation of nitrogen oxides due to heat without EGR device, so it can be substituted for IMO's expansion and strengthening of eco-friendly regulations of ships. Economical because it does not require a significant amount of space.

On the other hand, the ship is provided with an integrated management system of the ballast water treatment device (BWTS) and the exhaust gas treatment device (ETS) described above. The exhaust gas treatment device ETS may further include an exhaust gas recirculation (EGR) device or a selective catalytic reduction (SCR) device.

As shown in FIG. 3, the vessel may further include a fuel gas supply system (FGSS).

The fuel gas supply system (FGSS) is LNG, which is a liquefied gas of a storage tank (1) in which a liquefied gas is stored in a propulsion engine (5), evaporated gas (BOG) generated from the storage tank (1), and fuel oil (Fuel). At least one fuel of the fuel oil of the fuel oil tank 80 storing the oil) is supplied to meet the temperature and pressure conditions required by the propulsion engine 5. The fuel gas supply system FGSS allows the power generation engine 10 to be supplied with at least one fuel of LNG, boil-off gas, and fuel oil according to temperature and pressure conditions required by the power generation engine 10.

The fuel gas supply system FGSS further includes a partial reliquefaction system PRS for reliquefying the boil-off gas of the storage tank 1 and returning it back to the storage tank 1.

The LNG discharged through the discharge pump 1a from the storage tank 1 is transferred along the LNG main supply line and supplied to the high pressure pump. HP pumps are pumps for compressing LNG, two of which can be installed in parallel to meet redundancy requirements.

The pressure of the fuel gas required by the propulsion engine 5, for example, the MEGI engine, is high pressure of about 150 to 400 bara (absolute pressure). Since the pressure required by the MEGI engine is higher than the critical pressures of natural gas (LNG and BOG), ie methane (approximately 50 bara), the high pressure compressed natural gas is in a supercritical state, ie neither gas nor liquid.

When compressed to high pressure in the HP pump (HP Vaporizer) is supplied to the vaporizer (HP Vaporizer), the vaporizer (HP Vaporizer) vaporizes the liquefied gas compressed through the high pressure pump (HP Pump).

The heat exchanger (FG Heater) vaporizes the liquefied gas in the HP Vaporizer and heats the heat transfer medium that has lost energy.

An operation method using the integrated management system having such a configuration will be described below with reference to FIGS. 4 to 7.

The thick lines in FIGS. 4 to 7 mean the flow of the operation.

The operation method of the integrated management system illustrated in FIG. 4 is an operation method when a request to the ballast operation mode is received while the ship is anchored.

The controller C controls the plasma generator 100 to open the first plasma valve PLB1 installed in the first plasma supply pipe PL1 and to close the second plasma valve PLB2 provided in the second plasma supply pipe PL2. The plasma generated in the supply to the ozone generator (30). At this time, in the ballast operation mode (ballast mode), the second valve (B2) installed in the ozone supply pipe (L4) connecting the ozone generator 30 and the air supply pipe (L2) so that ozone is not supplied to the air supply pipe (L2) is Close it. In the ballast operation mode, the NOx processor 90 is not driven. A separate valve (not shown) is installed between the ozone generator 30 and the ozone processor 35 to inject ozone generated from the ozone generator 30 into the engine 5 via the ozone supply pipe L4. It is intermittent whether to supply the ozone processor 35. A separate valve installed between the ozone generator 30 and the ozone processor 35 is also controlled by the controller C.

The ozone generator 30 generates ozone using the plasma supplied from the plasma generator 100 and the oxygen supplied from the oxygen tank 70 and sends the ozone to the ozone processor 35.

In the ozone processor 35, marine life contained in the seawater having passed through the filter 2 is killed by ozone and supplied to the ballast tank 40.

Therefore, the ballast tank 40 stores the seawater (ballast water) in which marine life has been killed, so that even if a situation in which the ballast water of the ballast tank 40 needs to be discharged to balance the vessel occurs, the marine life is killed in the sea area. The discharged ballast water can be discharged to satisfy the mandatory standard for installation of ballast water treatment devices prescribed by the IMO.

The operation method of the integrated management system illustrated in FIG. 5 is an operation method when a ship operates an ECA section.

The controller C controls the plasma generator 100 to close the first plasma valve PLB1 installed in the first plasma supply pipe PL1 and to open the second plasma valve PLB2 provided in the second plasma supply pipe PL2. The plasma generated at is supplied to the NOx processor 90.

The NOx processor 90 may reduce a portion of the NOx contained in the exhaust gas discharged from the engine 5 to the plasma. As the NOx-reduced exhaust gas is discharged to the outside, the NOx emission regulation prescribed by the IMO can be satisfied when operating the ECA section. Optionally, a separate NOx abatement device 200 is provided so that the exhaust gas treated with NOx first in the NOx processor 90 is treated with NOx remaining in the exhaust gas secondaryly in the NOx abatement device 200 to stably maintain ECA. You can also pass the section.

The operation method of the integrated management system illustrated in FIG. 6 is an operation method for improving the engine efficiency and reducing the pollutants of the exhaust gas when the vessel operates the ECA section.

The controller C controls the plasma generator 100 to open the first plasma valve PLB1 installed in the first plasma supply pipe PL1 and to open the second plasma valve PLB2 installed in the second plasma supply pipe PL2. Plasma generated in the to be supplied to the ozone generator 30 and the NOx processor 90, respectively.

In addition, the controller C controls to open the second valve B2 provided in the ozone supply pipe L4. Thus, the second valve (B2) of the ozone supply pipe (L4) passes through so that the ozone generated in the ozone generator 30 is supplied to the engine (5) connected to the air supply pipe (L2).

As such, as ozone is injected into the engine 5, the high reactivity of the ozone may reduce the unreacted fuel of the engine 5 and reduce the pollutants of the exhaust gas at a high combustion speed.

The NOX processor 90 may reduce the NOx contained in the exhaust gas in which the pollutant is reduced due to the injection of ozone in the engine 5. Accordingly, the NOx contained in the exhaust gas can be further reduced than the operating method shown in FIG. 5, so that the NOx emission standard during the operation of the ECA section prescribed by the IMO can be stably operated, and the EGR device or the SCR device can be operated. It can be implemented without the same NOx abatement device.

The operating method of the integrated management system illustrated in FIG. 7 is an operating method for reducing the efficiency of the engine and the pollutants of the exhaust gas when the ship operates the high sea section.

The controller C controls the plasma generator 100 to open the first plasma valve PLB1 installed in the first plasma supply pipe PL1 and to close the second plasma valve PLB2 provided in the second plasma supply pipe PL2. Plasma generated in the to be supplied to the ozone generator (30). When the ship operates the high sea section, the operation of the NOx processor 90 is stopped.

In addition, the controller C controls to open the second valve B2 provided in the ozone supply pipe L4. Thus, the ozone generated in the ozone generator 30 through the second valve B2 of the ozone supply pipe L4 is supplied to the engine 5 connected to the air supply pipe L2.

As a result, when the vessel operates the high sea section, ozone is injected into the engine 5, thereby reducing the unreacted fuel of the engine 5 and reducing the pollutants of the exhaust gas at a high combustion speed.

The present invention is not limited to the embodiments described above, and various modifications and changes can be made by those skilled in the art, which are included in the spirit and scope of the present invention as defined in the appended claims.

2: filter 5: engine
20: oxygen generator 30: ozone generator
35 ozone handler 40 ballast tank
50: compressor 70: oxygen tank
90: NOx processor 100: plasma generator
C: controller

Claims (14)

As an integrated management system of ballast water treatment device and exhaust gas treatment device,
The ballast water treatment apparatus includes an ozone generator for supplying ozone to the ballast tank,
A plasma generator for supplying a plasma to the ozone generator,
The exhaust gas treatment apparatus is connected to the plasma generator, the integrated management system including a NOx processor for receiving the plasma to reduce the nitrogen oxides (NOx) of the exhaust gas exhausted from the engine of the ship to discharge to the outside. The method according to claim 1,
A first plasma supply pipe provided between the plasma generator and the ozone generator, a second plasma supply pipe provided between the plasma generator and the NOx processor, and first and second plasma valves respectively provided in the first and second plasma supply pipes. And a controller for controlling opening and closing of the first and second plasma valves, respectively. The method according to claim 2,
The controller is configured to close the second plasma valve and open the first plasma valve to supply the plasma to the ozone generator through the first plasma supply line when the vessel is operating in ballasting mode. The method according to claim 2,
The controller may be configured to close the first plasma valve and open the second plasma valve so that the plasma is supplied to the NOx processor through the second plasma supply pipe when the vessel operates an ECA (Emission Control Area) section. system. The method according to claim 2,
An air supply pipe connected to the engine, an ozone supply pipe connecting the ozone generator and the air supply pipe, and a second valve provided at the ozone supply pipe,
The controller is generated by the ozone generator by closing the second plasma valve and opening the first plasma valve and the second valve so that the vessel can improve the efficiency of the engine and reduce the pollutants of the exhaust gas when the ship operates the sea section. Integrated ozone to be injected into the engine via the air supply line. The method according to claim 2,
Wherein the controller opens both the first and second plasma valves to improve the engine's efficiency and reduce exhaust gas contaminants while the vessel is operating an ECA section. The method according to claim 1,
The ballast water treatment apparatus includes a compressor for compressing external air and an oxygen generator for receiving oxygen compressed by the compressor to generate oxygen. The method according to claim 7,
The ozone generator generates ozone by receiving oxygen generated by the oxygen generator and plasma generated by the plasma generator. The method according to claim 1,
The exhaust gas treatment device further includes an exhaust gas recirculation (EGR) device or a selective catalytic reduction (SCR) device.
When the ship operates the ECA section, the NOx contained in the exhaust gas is primarily processed through the plasma, and the treated exhaust gas is secondarily processed through the EGR device or the SCR device, and then IMO. Integrated management system that can achieve ECA NOx Tier III criteria as defined in As an operation method using the integrated management system of the ballast water treatment unit and the exhaust gas treatment unit,
The ballast water treatment apparatus includes an ozone generator for supplying ozone to the ballast tank,
A plasma generator for supplying a plasma to the ozone generator,
The exhaust gas treating apparatus includes a NOx processor connected to the plasma generator,
And supplying the plasma to the ozone generator when the vessel is operating in a ballasting mode, and supplying the plasma to the NOX processor when the vessel operates an ECA section. The method according to claim 10,
The integrated management system includes a first plasma supply pipe provided between the plasma generator and the ozone generator, a second plasma supply pipe installed between the plasma generator and the NOx processor, and a first installed in the first and second plasma supply pipes, respectively. And a controller for controlling opening and closing of the second plasma valve and the first and second plasma valves, respectively.
When the vessel operates in the ballasting mode, the controller closes the second plasma valve and controls to open the first plasma valve, and the ozone generator receives the plasma and oxygen tanks supplied from the first plasma supply pipe. Operation method using an integrated management system that kills marine life contained in seawater and supplies it to ballast tank through ozone generated using oxygen. The method according to claim 11,
When the vessel operates an ECA (Emission Control Area) section, the controller closes the first plasma valve and controls to open the second plasma valve, and the NOx processor uses a plasma supplied from the second plasma supply pipe. Operating method using an integrated management system to reduce the NOx contained in the exhaust gas discharged from the engine. The method according to claim 11,
An air supply pipe connected to the engine, an ozone supply pipe connecting the ozone generator and the air supply pipe, and a second valve provided at the ozone supply pipe,
When the vessel operates in the high sea section, the controller controls to close the second plasma valve and open the first plasma valve to improve the engine efficiency and reduce the pollutants in the exhaust gas, and the ozone generator controls the 1 Injecting ozone generated by using the plasma supplied from the plasma supply pipe and the oxygen supplied from the oxygen tank to the engine connected to the air supply pipe, operating method using an integrated management system. The method according to claim 11,
When the vessel operates the ECA section, the controller controls to open both the first and second plasma valves to improve the engine efficiency and reduce the pollutants of the exhaust gas, and the ozone generator is The ozone generated using the plasma supplied from the first plasma supply pipe and the oxygen supplied from the oxygen tank is injected into the engine connected to the air supply pipe, and the NOx processor uses the plasma supplied from the second plasma supply pipe. Operation method using integrated management system to reduce NOx contained in exhaust gas emitted from engine.

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