KR20200056666A - Exhaust Gas Discharging System for Ship and Operating Method thereof - Google Patents

Abstract

An exhaust gas discharging system for a ship and an operating method thereof are disclosed. The present invention collectively operates two or more of a plurality of SCRs provided for reducing nitrogen oxide in the exhaust gas discharged from a ship engine such that the use of the plurality of SCRs can be alternated. Also, a blower is installed at the rear end of a scrubber provided for reducing sulfur oxide in the exhaust gas discharged from the ship engine in order to compensate a pressure drop inside the scrubber. Therefore, a system for satisfying emission regulations can be stably operated.

Description

Exhaust Gas Discharging System for Ship and Operating Method thereof

The present invention relates to an exhaust gas emission system of a ship and a method for operating the same, and more specifically, by temporarily operating at least two or more of a plurality of SCRs provided on a ship, the temporary use of SCR is switched even when some SCR problems occur. Since it is possible, the present invention relates to an exhaust gas emission system of a ship and a method of operating the same, which satisfies the emission regulations and reduces operating costs.

In general, a drill ship or a semi-rig ship uses a 4-stroke engine.

In the case of a four-stroke engine, the reduction of nitrogen oxides (NOx) and sulfur oxides (SOx) contained in the exhaust gas emitted from the engine is not possible with the engine's own facilities. do.

SCR (selective reduction catalyst) is widely used as a representative device for reducing nitrogen oxides, and a wet scrubber is widely used as a representative device for reducing sulfur oxides.

SCR removes nitrogen oxides in the exhaust gas by catalytic reaction of nitrogen oxides in the exhaust gas and a reducing agent such as ammonia (NH ₃ ) in the range of 280 to 510 ° C, which is a general exhaust gas temperature level.

The wet scrubber removes sulfur oxides from the exhaust gas by gas-contacting the exhaust gas with seawater or an alkali solution.

The optimum operating temperature of the SCR is relatively higher than that of the wet scrubber, whereas the wet scrubber applies a method of cleaning the exhaust gas using washing water, thereby lowering the temperature of the exhaust gas. Therefore, the wet scrubber is generally installed at the rear end of the SCR.

As described above, when the SCR is installed at the front end of the wet scrubber, it is important to maintain the temperature of the SCR reactor at a sufficiently high temperature.

When the SCR is installed at the front end of the wet scrubber, the exhaust gas discharged from the engine flows into the SCR reactor in a state containing dust and sulfur oxides. It may be different), because the catalyst poisoning (catalyst poisoning) occurs by the sulfur (S) contained in the exhaust gas is the catalyst activity strength is lowered as a result, the catalyst life may be reduced.

In order to solve this problem, conventionally, a method has been introduced in which a separate heater is installed at the front end of the SCR reactor or a part of the exhaust gas discharged from the engine is bypassed by a scrubber and directly introduced into the SCR reactor. .

The above-mentioned conventional technologies are only improvement measures derived based on one SCR installed in the engine. However, in general, since a plurality of engines are provided on a ship and an SCR is installed for each engine, there is a need to efficiently operate the entire system including the plurality of SCRs.

Therefore, the technical problem to be achieved by the present invention is to efficiently operate by linking a plurality of SCRs provided on the ship, thereby satisfying the emission regulation of nitrogen oxides and sulfur oxides, as well as exhausting the ship's exhaust gas, which can reduce operating costs. It is intended to provide a system.

In addition, the present invention is to provide an exhaust gas emission system for a vessel designed in consideration of not only the temperature condition of the exhaust gas, but also the pressure condition of the SCR and the scrubber and the actual engine operating condition.

In order to achieve the above object, the present invention is a plurality of engines provided on the ship; A plurality of exhaust lines provided in the engine and exhaust gas is discharged; A common line interconnecting at least two exhaust lines among the plurality of exhaust lines; And a plurality of SCRs respectively installed on the plurality of exhaust lines to reduce nitrogen oxides in exhaust gas, and two or more engines connected to each other by the common line among the plurality of engines are connected to the common line. Two or more SCRs installed on the exhaust lines interconnected by each other, and the exhaust gas discharged from the engine is selectively supplied to any one of the two or more SCRs shared by the engine, the exhaust gas emission of the ship Provide a system.

In the present invention, when any one of two or more SCRs shared by the engine is impossible to operate, the exhaust line in which the inoperable SCR is installed is blocked, and a common line connected to the exhaust line in which the inoperable SCR is installed is opened, The use of the exhaust gas discharged from the engine side where the non-operable SCR is installed can be switched so that the remaining operable SCR can be processed.

If the operation of the SCR is impossible, the temperature of the exhaust gas discharged from the engine side where the SCR is installed is lower than the proper operating temperature of the SCR, and a pressure drop exceeding an allowable value occurs inside the reactor of the SCR It can be either.

The present invention is a plurality of scrubber lines branching from each of the plurality of exhaust lines at the rear end of the SCR; A scrubber for reducing sulfur oxides in exhaust gas flowing from the plurality of scrubber lines may be further included.

The present invention further includes a blower installed on an exhaust line from which the exhaust gas is discharged from the scrubber furnace, and the blower provides a blowing force to the exhaust gas discharged from the exhaust line to compensate a pressure drop inside the scrubber. Can be.

The present invention further includes a turbine installed on a line connected to the scrubber by integrating the plurality of scrubber lines, and the turbine is driven by exhaust gas flowing into the scrubber to provide a driving force of the blower. have.

The present invention may further include an electric motor for providing an initial driving force of the blower when the amount of exhaust gas flowing into the scrubber is not sufficient to drive the turbine.

The ship to which the present invention has the characteristics as described above may be a drilling ship or a league ship.

In addition, the present invention, in order to achieve the above object, a plurality of engines are provided, respectively installed on the exhaust line provided in the engine, a plurality of SCR to reduce the nitrogen oxides in the exhaust gas, and the rear end of the SCR A ship including a scrubber installed to reduce sulfur oxides in exhaust gas and a blower installed at a rear end of the scrubber to compensate for a pressure drop inside the scrubber, wherein the plurality of engines are sequentially operated. When starting the first engine among engines, an electric motor is used to provide the initial driving force of the blower, and when all of the plurality of engines are running, and the load of all engines reaches 60%, the electric motor is operated. Stopping and providing the driving force of the blower by the turbine, the turbine is installed on the front end of the scrubber, characterized in that driven by the exhaust gas flowing into the scrubber, provides a method for operating the ship exhaust system of the ship do.

The operation method of the exhaust gas emission system according to the present invention, by interconnecting adjacent exhaust lines among a plurality of exhaust lines provided in each of the plurality of engines, at least two or more engines among the plurality of engines are connected to each other. It can be integrated and operated to share at least two or more SCRs installed in.

In addition, the operation method of the exhaust gas emission system according to the present invention, when any one of two or more SCRs shared by the two or more engines is impossible to operate, the operation of the impossible SCR is stopped and the remaining operational SCR side In the exhaust gas of the two or more engines can be processed.

Exhaust gas emission system of a ship according to the present invention, by operating at least two or more of a plurality of SCRs provided on the ship, it is possible to temporarily switch the use of SCR even when some SCR problems occur, thereby poisoning the SCR reactor This can prevent the back pressure caused by the pressure drop of the SCR reactor from being generated or causing an excessive load on the engine.

In addition, the present invention can prevent a pressure drop from exceeding an allowable value inside the scrubber by compensating the pressure drop of the scrubber by installing a blower at the rear end of the scrubber.

In addition, the present invention has an effect of saving energy by operating the blower using a rotational force generated by a turbine driven using exhaust gas discharged from an engine.

1 is a view schematically showing an exhaust gas emission system of a ship according to the present invention.

In order to fully understand the present invention, the operational advantages of the present invention, and the objects achieved by the practice of the present invention, reference should be made to the accompanying drawings and the contents described in the accompanying drawings, which illustrate preferred embodiments of the present invention.

The present invention can be preferably applied to a drill line or a rig line using a 4-stroke engine. However, the present invention is not limited to this, and in the present invention, the ship may be a concept including all of a large ship in which a plurality of engines are installed.

Hereinafter, the present invention will be described in detail by describing preferred embodiments of the present invention with reference to the accompanying drawings. The same reference numerals in each drawing denote the same members.

1 is a view schematically showing an exhaust gas emission system of a ship according to the present invention.

Referring to FIG. 1, a ship exhaust system for ships according to the present invention is provided on a plurality of engines 110 to 160 provided on a ship and respective exhaust lines for discharging exhaust gas from each of these engines. It includes a plurality of SCR (210 to 260) for reducing nitrogen oxides in the exhaust gas, and a scrubber (300) installed at a rear end of the plurality of SCRs (210 to 260) to reduce sulfur oxides in the exhaust gas.

In this embodiment, the plurality of engines includes the first engine 110, the second engine 120, the third engine 130, the fourth engine 140, the fifth engine 150, and the sixth engine 160. Included, the first to sixth engines 110 to 160 may be selectively driven or driven together as necessary.

In general, a large ship that applies an electric propulsion method is provided with a number of engines that provide propulsion and electric power required in the ship. In this embodiment, for convenience of description, the case where six engines are provided on the ship is described as an example, but the present invention is not limited thereto. It goes without saying that the ship may be provided with fewer or more engines than six.

The plurality of SCRs correspond to the plurality of engines 110 to 160, respectively, the first SCR 210, the second SCR 220, the third SCR 230, the fourth SCR 240, and the fifth SCR ( 250) and a sixth SCR 260.

First, based on the first engine 110, the first engine 110 is provided with a first exhaust line EL1 through which exhaust gas is discharged, and nitrogen oxides in the exhaust gas are reduced on the first exhaust line EL1. The first SCR 210 for installation is installed.

The first exhaust line EL1 includes a first bypass line BL1 branched to allow the flow of exhaust gas to bypass the first SCR 210 when the operation of the first SCR 210 is not required. do.

Here, when the operation of the first SCR 210 is not required, when the ship does not sail the emission control area (ECA), or there is a problem with the operation of the first SCR 210 (temperature, pressure, etc.) The problem may occur.

Accordingly, the exhaust gas discharged from the first engine 110 may be discharged via the first SCR 210 or bypassed through the first bypass line BL1, and then branch to the first exhaust line EL1. It may be introduced into the scrubber 300 through the first scrubber line SL1 or it may be discharged out of the ship as it is along the first exhaust line EL1.

A first dosing unit 211 for injecting urea into the exhaust gas may be installed at the front end of the first SCR 210 on the first exhaust line EL1, and the exhaust gas may be installed at the front end of the first dosing unit 211. A first temperature sensor TT1 for measuring the temperature of may be installed.

The exhaust gas discharged from the first engine 110 through the first exhaust line EL1 includes an A1 valve installed at the front end of the first SCR 210 and a B1 valve installed on the first bypass line BL1. By the control of, it is possible to bypass the first SCR 210 or to the first bypass line BL1.

In addition, the exhaust gas flowing through the first exhaust line EL1 at the rear end of the first SCR 210 and the first bypass line BL1 is the first exhaust line after the first scrubber line SL1 is branched ( By controlling the C1 valve installed on the EL1) and the D1 valve installed on the first scrubber line SL1, it can be discharged out of the ship or supplied to the scrubber 300.

The first exhaust line EL1, the first SCR 210, the first bypass line BL1, the first dosing unit 211, the first scrubber line SL1 provided on the first engine 110 side, The configuration of the first temperature sensor TT1, the A1 valve, the B1 valve, the C1 valve, and the D1 valve may be equally applied to the second to sixth engines 120 to 160 as shown in FIG. 1.

That is, the exhaust gas discharged from each of the plurality of engines 110 to 160 is discharged along the exhaust lines EL1 to EL6 provided in each engine, and the SCRs 210 to 260 installed to correspond to the respective engines After passing through or passing along the bypass line (BL1 ~ BL6), it can be discharged as it is, or it is supplied to the scrubber 300, sulfur oxides are reduced and then discharged along the discharge line (DL).

In the present invention, the plurality of SCRs 210 to 260 may be integrated with two adjacent SCRs. This is a problem that can occur in an inoperable SCR by stopping the operation of the problematic SCR and temporarily switching the use to the remaining operable SCR when there is a problem with the operation of one of the two SCRs that are integrated and operating. It is intended to prevent it.

In the above, problems such as temperature and pressure are exemplified as problems that can occur in the SCR. The temperature problem means that the temperature inside the SCR reactor does not reach the proper operating temperature. The optimum operating temperature of SCR is 290 ℃, but it can be different for each SCR manufacturer. If the temperature of the SCR reactor does not reach the proper operating temperature, catalyst poisoning may occur inside the SCR reactor.

In this embodiment, since the temperature of the SCR reactor is directly related to the temperature of the exhaust gas discharged from the engine, the temperature measured by the temperature sensors (TT1 to TT6) installed at the front end of each SCR (210 to 260) is SCR. If it does not reach the proper operating temperature, the operation of the corresponding SCR may be stopped.

In addition, the problem of pressure means that a pressure drop occurs inside the SCR reactor. When an excessive pressure drop occurs inside the SCR reactor, back pressure is applied to the engine side, and if this back pressure exceeds the engine's back pressure tolerance (depending on the manufacturer and model), the engine may be burdened.

In this embodiment, if the pressure drop inside the SCR reactor exceeds the allowable value, operation of the corresponding SCR may be stopped. Inside the SCR reactor, a pressure sensor (not shown) for sensing the internal pressure of the reactor may be installed.

The exhaust gas emission system of the ship according to the present invention, when a problem occurs in the operation of one of the two SCRs that are integrated and operated, the operation of the SCR in which the problem occurs is temporarily stopped and the use is temporarily switched to the remaining operational SCR. Order. That is, all of the exhaust gas discharged from two engines is handled by one SCR that can be operated.

Specifically, the first and second SCRs 210 and 220 are integrated and the third and fourth SCRs 230 and 240 are integrated and the fifth and sixth SCRs 250 and 260 are integrated and operated. Can be.

For the integrated operation of the first and second SCRs 210 and 220, the first common line EL12 may be connected between the first exhaust line EL1 and the second exhaust line EL2, and similarly, the third exhaust line A second common line EL34 may be connected between the EL3 and the fourth exhaust line EL4, and a third common line EL56 may be connected between the fifth exhaust line EL5 and the sixth exhaust line EL6. .

The A12 valve may be installed on the first common line EL12, the A34 valve on the second common line EL34, and the A56 valve on the third common line EL56.

By installing the first common line EL12, the first engine 110 and the second engine 120 share the first SCR 210 and the second SCR 220 with each other.

Accordingly, the exhaust gas discharged from the first engine 110 may be selectively supplied to the first SCR 210 or the second SCR 220. When the treatment of the exhaust gas discharged from the first engine 110 is switched from the first SCR 210 to the second SCR 220, the A1 valve is closed and the A2 valve and A12 valve are opened.

Similarly, the exhaust gas discharged from the second engine 120 may be selectively supplied to the first SCR 210 and the second SCR 220, and the treatment of the exhaust gas discharged from the second engine 120 can be controlled. 2 When switching from the SCR 220 to the first SCR 210, the A1 and A12 valves are opened and the A2 valve is closed.

The third and fourth SCRs 230 and 240 and the fifth and sixth SCRs 250 and 260 may be integrated and operated in this manner, as will be easily understood by referring to the drawings.

In this embodiment, the common lines EL12, EL34, and EL56 are described as interconnecting the two exhaust lines, but the present invention is not limited thereto, and the plurality of exhausts provided in the plurality of engines 110 to 160 At least two exhaust lines among the lines EL1 to EL6 may be configured to be interconnected.

The exhaust gas emission system of the ship according to the present invention, by operating two adjacent SCRs among a plurality of SCRs in an integrated manner, and when a specific problem occurs, it is possible to temporarily switch the use of the SCR, thereby causing poisonous substances in the SCR reactor or of the SCR reactor. It is possible to prevent the back pressure generated by the pressure drop from overloading the engine to an excessive amount.

In addition, it is possible to efficiently operate the SCR by stopping the urea injection of the SCR-side dosing unit in connection with this.

As described above, the exhaust gas discharged from the first to sixth engines 110 to 160 passes through SCRs 210 to 260 or bypass lines BL1 to BL6 corresponding to each engine, and then exhaust lines Reduction of sulfur oxides is introduced through the first to sixth scrubber lines SL1 to SL6 which are discharged out of the ship through EL1 to EL6 or branched from each exhaust line EL1 to EL6. It can be discharged after outboard.

The first to sixth scrubber lines SL1 to SL6 branched from each exhaust line EL1 to EL6 may be integrated into one line and connected to the scrubber 300 side.

In order to send the exhaust gas discharged from the first to sixth engines 110 to 160 to the scrubber 300 side, the C1 to C6 valves installed in each exhaust line EL1 to EL6 are blocked, and the first to sixth scrubbers The D1 to D6 valves installed on the lines SL1 to SL6 are opened.

At this time, each valve can be individually controlled. That is, the exhaust gas emitted from each engine is not affected by the flow of exhaust gas emitted from another engine. Therefore, some of the exhaust gas discharged from the plurality of engines 110 to 160 may be supplied to the scrubber 300 and some may be discharged out of the ship.

The scrubber 300 may be provided as a wet scrubber that reduces sulfur oxides in exhaust gas by spraying seawater or an alkali solution therein.

Meanwhile, the present invention also considers the pressure drop problem inside the scrubber 300. This is because back pressure may also be generated by the pressure drop inside the scrubber 300, and this may also cause a problem in the engine.

The present invention compensates the pressure drop of the scrubber 300 by the outflow of exhaust by installing a blower (310) on the discharge line (DL) from which the exhaust gas is discharged from the scrubber (300).

The blower 310 is a device that compensates the pressure drop inside the scrubber 300 by applying a blowing force to the exhaust gas discharged through the discharge line DL, and may be provided as a fan.

In addition, the present invention is to install a turbine (turbine, 320) driven by the exhaust gas on the line to which the exhaust gas is supplied to the scrubber 300, the blower 310 using the rotational force generated by the turbine 320 It has the effect of saving energy by operating.

However, since the exhaust gas discharged from the engine may not be sufficient to drive the turbine 320 during the initial operation of the engine, the present invention further includes an electric motor 330 providing an initial driving force to the blower 310. can do.

Hereinafter, an operation method of an exhaust gas emission system of a ship according to the present invention will be described.

Typically, the drilling or rigging line has the lowest load factor in the operation mode according to Electric Load Analysis (60%). Accordingly, the present invention proposes a method for operating an exhaust gas emission system of a ship according to the present invention until six engines 110 to 160 reach a load of 60% as follows.

In this embodiment, the first engine 110 to the sixth engine 160 are set to operate sequentially. However, the present invention is not limited to this, and the operation order or method of the engine may be changed according to the setting of the PMS (Power Management System).

When the first operation of the first engine 110 is started, exhaust gas generated from the first engine 110 is discharged through the first exhaust line EL1.

In order to process the exhaust gas discharged through the first exhaust line EL1, the A1 valve and the D1 valve are opened to operate the first SCR 210 and the scrubber 300. Accordingly, the exhaust gas discharged from the first engine 110 passes through the first SCR 210 and the scrubber 300 sequentially, and nitrogen oxides and sulfur oxides are reduced and then discharged to the outboard along the discharge line DL. Can be.

At this time, the blower 310 installed at the rear end of the scrubber 300 may be operated. In the initial operation of the engine, the amount of exhaust gas discharged from the engine is not sufficient to drive the turbine 320. By 330, the blower 310 is operated.

When the load of the first engine 110 reaches 25%, the second engine 120 is operated, and exhaust gas generated from the second engine 120 is discharged through the second exhaust line EL2.

For the treatment of the exhaust gas discharged through the second exhaust line EL2, the A2 valve and the D2 valve are opened. The exhaust gas discharged from the second engine 120 may be discharged out of the ship along the discharge line DL after nitrogen oxides and sulfur oxides are reduced while sequentially passing through the second SCR 210 and the scrubber 300. .

At this time, if a problem occurs in any one of the first SCR 210 and the second SCR 220 in operation, as described above, the operation of the troubled SCR is stopped and the use of the remaining SCR is temporarily switched. Can be.

For example, when the temperature of the exhaust gas discharged from the second engine 120 is 290 ° C or less, the temperature of the exhaust gas does not reach the proper operating temperature of the second SCR 220, so the A2 valve is blocked and the A12 valve By opening the so that the treatment of the exhaust gas discharged from the second engine 120 can be made together in the first SCR (210).

Therefore, the exhaust gas discharged from the second engine 120 may be mixed with the exhaust gas discharged from the first engine 110 to reduce nitrogen oxides in the first SCR 210, wherein the second engine 120 Even if the temperature of the exhaust gas discharged from the gas is not sufficient, since the exhaust gas discharged from the first engine 110 maintains a sufficiently high temperature, it can be properly treated without the problem of poisoning substances, etc. in the first SCR 210 Can be.

The same is true when a pressure drop occurs inside the reactor of the second SCR 220.

Conversely, even when a problem occurs in the first SCR 210, the use of SCR may be switched so that the treatment of the exhaust gas discharged from the first engine 110 is performed in the second SCR 220.

In addition, when a problem occurs in both the first SCR 210 and the second SCR 220, the A1 valve and the A2 valve are blocked, and the B1 valve and the B2 valve are opened to open the first engine 110 and the second engine The exhaust gas discharged from the engine 120 may be bypassed without passing through the first or second SCRs 210 and 220.

In this embodiment, when the loads of the first and second engines 110 and 120 both reach 60%, the operation of the third engine 130 starts, and when the load of the third engine 130 reaches 25% The fourth engine 140 may be sequentially operated.

In addition, likewise, the fifth engine 150 starts operation when the loads of the third and fourth engines 130 and 140 reach 60%, and the sixth engine 160 loads the fifth engine 150. When it reaches 25%, it can start operating.

When the third engine 130 and the fourth engine 140 are operated, the third SCR 230 and the fourth SCR 240 are integrated and operated, and when the fifth engine 150 and the sixth engine 160 are operated The fifth SCR 250 and the sixth SCR 260 may be integrated and operated in the same manner as described above.

The operation of the first engine 110 to the sixth engine 160 is all started, and when the load of all the engines 110 to 160 reaches 60%, the operation of the electric motor 330 is stopped and the turbine 320 ) To enable the blower 310 to operate. The turbine 320 may be driven by exhaust gas supplied to the scrubber 300 through the first to sixth scrubber lines SL1 to SL6.

On the other hand, when a pressure drop exceeding the allowable value occurs inside the scrubber 300, the D1 to D6 valves installed on the first to sixth scrubber lines SL1 to SL6 are blocked at any time, and the C1 to C6 valves are shut off. It can be opened so that the exhaust gas is discharged out of the ship.

The present invention is not limited to the described embodiments, and it is obvious to those skilled in the art that various modifications and variations can be made without departing from the spirit and scope of the present invention. Therefore, such modifications or variations will have to belong to the claims of the present invention.

110, 120, 130, 140, 150, 160: first to sixth engines
210, 220, 230, 240, 250, 260: 1st to 6th SCR
211, 221, 231, 241, 251, 261: first to sixth dosing unit
300: scrubber
310: blower
320: turbine
330: electric motor
EL1, EL2, EL3, EL4, EL5, EL6: first to sixth exhaust lines
EL12, EL34, EL56: first to third common lines
BL1, BL2, BL3, BL4, BL5, BL6: 1st to 6th bypass line
SL1, SL2, SL3, SL4, SL5, SL6: first to sixth scrubber lines
DL: discharge line

Claims (11)

A plurality of engines provided on the ship;
A plurality of exhaust lines provided in the engine and exhaust gas is discharged;
A common line interconnecting at least two exhaust lines among the plurality of exhaust lines; And
It is provided on each of the plurality of exhaust lines includes a plurality of SCR to reduce the nitrogen oxides in the exhaust gas,
Among the plurality of engines, two or more engines having exhaust lines connected to each other by the common line share two or more SCRs installed on the exhaust lines interconnected by the common line,
The exhaust gas discharged from the engine is selectively supplied to any one of two or more SCRs shared by the engine,
Ship exhaust system. The method according to claim 1,
When it is impossible to operate any one of the two or more SCRs shared by the engine,
Block the exhaust line where the non-operable SCR is installed, and open the common line connected to the exhaust line where the non-operable SCR is installed,
Characterized in that it is switched to use the exhaust gas discharged from the engine side where the non-operable SCR is installed in the remaining operable SCR,
Ship exhaust system. The method according to claim 2,
If the operation of the SCR is impossible, the temperature of the exhaust gas discharged from the engine side where the SCR is installed is lower than the proper operating temperature of the SCR, and a pressure drop exceeding an allowable value occurs inside the reactor of the SCR Characterized by any one,
Ship exhaust system. The method according to claim 2,
A plurality of scrubber lines branching from each of the plurality of exhaust lines at the rear end of the SCR;
Further comprising a scrubber for reducing the sulfur oxides in the exhaust gas flowing from the plurality of scrubber lines,
Ship exhaust system. The method according to claim 4,
The blower further includes a blower installed on an exhaust line through which exhaust gas is discharged from the scrubber furnace,
The blower is characterized in that to compensate the pressure drop inside the scrubber by providing a blowing force to the exhaust gas discharged to the discharge line,
Ship exhaust system. The method according to claim 5,
The plurality of scrubber lines are integrated and further includes a turbine installed on a line connected to the scrubber.
The turbine is driven by the exhaust gas flowing into the scrubber, characterized in that to provide the driving force of the blower,
Ship exhaust system. The method according to claim 6,
Further comprising an electric motor for providing the initial driving force of the blower when the amount of exhaust gas flowing into the scrubber is not sufficient to drive the turbine,
Ship exhaust system. The method according to any one of claims 1 to 7,
The ship is characterized in that the drilling or league ship,
Ship exhaust system. A plurality of engines are provided, a plurality of SCRs respectively installed on the exhaust line provided in the engine to reduce nitrogen oxides in the exhaust gas, and a scrubber installed at the rear end of the SCR to reduce sulfur oxides in the exhaust gas, In the ship including a blower installed at the rear end of the scrubber to compensate for the pressure drop inside the scrubber,
The plurality of engines are sequentially operated,
When the first engine is operated among the plurality of engines, an initial driving force of the blower is provided using an electric motor,
When all of the plurality of engines are operated, and when the load of all engines reaches 60%, the operation of the electric motor is stopped and the driving force of the blower is provided by the turbine,
The turbine is installed at the front end of the scrubber, characterized in that driven by the exhaust gas flowing into the scrubber,
How to operate the ship's exhaust system. The method according to claim 9,
The adjacent exhaust lines among the plurality of exhaust lines provided in the plurality of engines are interconnected, and at least two or more engines among the plurality of engines are integrated and operated to share at least two or more SCRs installed on the interconnected exhaust lines. Characterized by,
How to operate the ship's exhaust system. The method according to claim 10,
When it is impossible to operate any one of the two or more SCRs shared by the two or more engines, the operation of the SCR where the operation is impossible is stopped, and the remaining operable SCR side processes all of the exhaust gas of the two or more engines. doing,
Ship exhaust system.

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