KR20230041323A - Arrangement Structure For Liquefied Gas Fueled Ship - Google Patents

Abstract

An arrangement structure of a liquefied gas fuel ship is disclosed. In a ship supplied with liquefied gas as engine fuel, an arrangement structure of a liquefied gas fuel ship of the present invention comprises: a main engine disposed in an engine room provided at the stern below an upper deck of the ship and supplied with liquefied gas as fuel; a valve train room provided at the starboard or port end of the upper deck and provided with a valve train for controlling fuel supply to the main engine; a fuel supply line connected to the engine room and supplying liquefied gas to the main engine; and a fuel return line extending from the engine room and discharging liquefied gas not consumed in the main engine. The fuel supply line and fuel return line extend from the engine room to the starboard or port end of the stern of the upper deck, extend along the outside of the hull in the longitudinal direction of the hull, and are connected to the valve train room. Accordingly, the present invention can prevent the risk of hull corrosion.

Description

Arrangement Structure For Liquefied Gas Fueled Ship}

The present invention relates to an arrangement structure of a ship fueled by liquefied gas, and more particularly, to supply fuel to a main engine at the starboard or port end of an upper deck in a ship receiving liquefied gas such as ammonia as fuel for an inboard engine. The valve train room in which the valve train for controlling It relates to an arrangement structure of a liquefied gas fueled ship connected to a room.

Efforts are being made to reduce greenhouse gas emissions worldwide as the global warming phenomenon intensifies, and as the Kyoto Protocol in 1997, which contained the obligations of developed countries to reduce greenhouse gases, expired in 2020, the conference was held in Paris, France in December 2015. According to the Paris Climate Change Accord, which was adopted in the 21st United Nations Framework Convention on Climate Change and entered into force in November 2016, the 195 Parties participating in the agreement are making various efforts to reduce greenhouse gases.

Along with this global trend, interest in renewable energy (or renewable energy) such as wind power, solar power, solar heat, bioenergy, tidal power, and geothermal heat has increased and various technologies have been developed as pollution-free energy that can replace fossil fuels and nuclear power. are losing

Liquefied gas, including liquefied natural gas, can remove or reduce air pollutants during the liquefaction process, so it can be seen as an eco-friendly fuel with less air pollutant emissions during combustion. Accordingly, in recent years, consumption of liquefied gas such as liquefied natural gas (LNG) has been rapidly increasing worldwide. Since liquefied gas obtained by liquefying gas at a low temperature has a very small volume compared to gas, it has the advantage of increasing storage and transfer efficiency.

Liquefied natural gas is a colorless and transparent liquid obtained by liquefying natural gas containing methane as a main component by cooling it to about -162 ° C, and has a volume of about 1/600 compared to natural gas. Therefore, when the natural gas is liquefied and transported, it can be transported very efficiently.

Liquefied petroleum gas has a difference in liquefaction temperature depending on its composition, but in the case of petroleum gas whose main component is propane, it is liquefied at a low temperature of about -42 ℃ at atmospheric pressure, up to about 45 ℃ at 18 bar, and liquid up to 20 ℃ at 7 bar. state can be stored.

On the other hand, conventional LPG carriers adopt a fuel supply system using heavy oil such as bunker C oil, which is relatively inexpensive as a propulsion fuel for ships. Due to stricter regulations, a separate heavy fuel oil fuel tank (LSHFO tank) with low sulfur content had to be installed, and the demand for an eco-friendly fuel supply system that meets international environmental regulatory standards has increased.

In recent years, the application of fuel supply systems that use LPG or LNG and boil-off gas generated from them as propulsion fuel in LPG or LNG carriers is increasing, and in accordance with the strengthening of international exhaust gas emission regulations, general ships in addition to LPG or LNG carriers are also using LNG. Ships using it as a propulsion fuel are increasing.

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

Although LNG or LPG is evaluated as an eco-friendly fuel compared to other fossil fuels previously used as ship fuel, carbon dioxide is still generated when burned, and ships that use it as fuel still emit carbon dioxide during operation.

IMO (International Maritime Organization), a UN specialized organization established to internationally unify ship routes, traffic rules, port facilities, etc., also reduced greenhouse gas emissions by 50% in 2050 compared to 2008 and 100% in 2100. % reduction (GHG Zero Emission) is presented as a goal, and regulations in each country and region are expected to be strengthened accordingly.

According to EEDI (Energy Efficiency Design Index), a compulsory carbon dioxide reduction regulation applied by IMO to new ships, in the initial EEDI announcement, CO2 emissions in 2015 were reduced by 10% based on the CO2 emissions from 2013 to 2015 EEDI Phase 1 was applied, and it was scheduled to apply Phase 3 in 2025 by strengthening and applying one step every 5 years. are making it As such, regulations on carbon dioxide emissions are rapidly being strengthened, and in the case of LPG carriers of 15,000 DWT or more, if the standards of Phase 4 (40% reduction in carbon dioxide emissions) or higher are applied in the future, LPGCs that use LPG as fuel will not be able to achieve carbon dioxide emission regulations. It can be difficult.

Accordingly, various studies on eco-friendly ship fuels capable of reducing carbon dioxide emissions have been conducted, and recently, technologies related to ship engines capable of using ammonia as a fuel along with fuels such as LNG or LPG have been developed.

Ammonia (NH ₃ ) is a substance in which three hydrogens are bonded to one nitrogen, and it is easy to liquefy because it can form a strong hydrogen bond between molecules, and has a boiling point of -33.34 ° C and a melting point of -77.73 ° C under normal pressure.

This ammonia is easier to store than LNG, and although it is slightly lower in SPECIFIC ENERGY and ENERGY DENSITY compared to existing HFO, it does not emit carbon dioxide at all, so it is attracting attention as an eco-friendly ship fuel that can respond to the strengthening trend of international greenhouse gas emission standards.

However, since ammonia is a toxic substance, it is necessary to minimize the piping arrangement for supplying fuel to the engine room for the safety of the crew when arranging the piping of the ship. It should be. In addition, when ammonia is used as engine fuel, the ammonia vent gas discharged overboard from the fuel supply system, etc., such as relieving pressure in pipes or switching fuel modes, can have a fatal adverse effect on the human body and corrode the hull due to its odor and toxicity. It is also necessary to consider ways to safely discharge overboard.

According to one aspect of the present invention for solving the above problems, in a ship receiving liquefied gas as inboard engine fuel,

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

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

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

A fuel return line extending from the engine room and discharging liquefied gas not consumed in the main engine;

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

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

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

Preferably, a monorail crane platform is provided on the upper part of the A-deck, and a vent mast disposed on the upper deck starboard or port side vertically above the valve train room is disposed on the monorail crane platform. The fuel supply line or the fuel return line may be double blocked by a shut-off valve, and gas in the pipe may be discharged through a vent line extending to the vent mast.

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

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

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

In particular, the valve train room is configured as a separate closed or partially opened compartment at the starboard or port end of the upper deck, and the fuel supply line and fuel return line past the valve train room are connected along the outer side of the hull in the longitudinal direction of the hull. By extending it to the starboard or port end of the stern, it is arranged to pass through the lower part of the lashing bridge and connect to the engine room, and the pipe is placed on the upper deck using the lower part of the lashing bridge and the inside of the hatch coaming, thereby minimizing the pipe arrangement in the engine room. It is possible to secure the safety of the engine, increase the responsiveness of the engine, and prevent pipe damage caused by falling objects.

In addition, the risk of hull corrosion can be prevented while quickly and safely discharging ammonia vent gas discharged from each pipe and fuel supply unit for fuel supply, such as when the pressure in the pipe is relieved or the fuel mode is switched.

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

In order to fully understand 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 illustrating preferred embodiments of the present invention and the contents described in the accompanying drawings.

Hereinafter, the configuration and operation of a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. In adding reference numerals to the components of each drawing, it should be noted that the same components are marked with the same numerals as much as possible, even if they are displayed on different drawings.

Hereinafter, the ship in the present invention refers to all types of ships in which an engine capable of using ammonia as a fuel for an inboard engine is installed, and is representative of a container carrier, a super-large container ship, an LPG carrier, and an LNG carrier. , ships with self-propelled capabilities, such as liquid hydrogen carriers, liquid hydrogen carriers, ammonia carriers, etc., as well as offshore structures floating on the sea that do not have propulsion capabilities may be included.

An engine supplied with ammonia as a fuel of an engine means to be supplied as fuel together with other marine fuel such as LNG, LPG, HFO, etc., and to be supplied with ammonia alone as a fuel, and includes a ship propulsion engine and power generation. Includes all engines.

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

As shown in FIGS. 1 and 2, the liquefied gas fueled ship according to the arrangement structure of this embodiment is a ship equipped with an engine supplied with liquefied gas, particularly ammonia, as fuel, and is located on the lower part of the upper deck (UD) of the hull. A main engine (ME) receiving ammonia as fuel may be disposed in an engine room provided at the stern of the .

At the top of the engine room, a funnel F is disposed with a discharge pipe for discharging exhaust gas generated from the main engine. Even when ammonia is supplied as engine fuel, high-temperature exhaust gas may contain a large amount of nitrogen oxide, which is also a substance regulated by the IMO. As such, in order to reduce nitrogen oxides in exhaust gas, an exhaust gas recirculation device (EGR) in an engine or a selective catalytic reactor may be provided in an exhaust gas discharge pipe.

A fuel supply line (SL) is connected to the engine from a fuel tank (not shown) storing ammonia to be supplied as fuel, and a fuel supply line (SL) supplies ammonia to the engine according to the pressure and temperature required by the engine. (not shown) is provided.

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

When an incompressible fluid having little or no change in volume even when pressure is applied, that is, fuel in a liquid state is supplied to the engine, excess fuel is supplied to the engine to respond to engine load fluctuations and prevent cavitation. Among the fuel supplied to the engine, the remaining fuel is discharged from the engine and recovered upstream of the engine to be recycled. A line RL is provided.

A valve train including service valves for controlling the supply of ammonia between the fuel supply line and the fuel return line and the engine is disposed in the valve train room (VTR), and in the ship of this embodiment, this valve train room is located on the upper deck (UD) It is provided at the starboard or port end of the ship. As shown in FIGS. 1 and 2, the valve train room is composed of a separate closed or partially opened compartment at the starboard or port end of the upper deck. In this way, since the valve train room is provided as a separate compartment on the upper deck, which is easy to access, it is easy for workers and equipment to access during maintenance, so that maintenance can be performed quickly. In addition, through this arrangement, in the case of a large container ship having a TWIN ISLAND structure, the valve train room is arranged close to the engine, so that the response with the engine can be increased.

Accordingly, the fuel supply line (SL) passing through the fuel supply unit (not shown) from the fuel tank (not shown) passes through the valve train room (VTR) as shown in FIG. 2 (a) and then extends to the outside of the hull. And, along the starboard or port end of the upper deck, it extends to the stern in the longitudinal direction of the hull, and is connected to the engine room of the stern to supply ammonia fuel to the main engine. The fuel return line (RL) through which liquefied gas not consumed by the main engine is discharged is also extended from the engine room to the starboard or port end of the stern of the upper deck (UD), as shown in (a) of FIG. and connected to the valve train room (VTR).

More specifically, the fuel supply line and the fuel return line extend upward from the engine room to the upper deck, then extend from the upper deck to the starboard or port end of the stern along the lower part of the lasing bridge from the upper deck, and the hatch outside the hull. It extends along the inside of the hatch coaming in the longitudinal direction of the hull and is connected to the valve train room (VTR). In this way, by arranging pipes using the lower part of the lashing bridge and the inside of the hatch coaming on the upper deck, damage to the pipes from falling objects such as cargo and equipment can be prevented, and the safety of the crew and the ship can be secured.

As the routing of the fuel supply line and fuel return line is arranged at the stern side close to the engine room, the fuel connection related to fuel supply is also arranged at the stern side.

As shown in FIG. 2, the upper deck (a) is sequentially provided with A-deck (b), B-deck (c), monorail crane platform (d), and stringer (e). When the fuel supply line and the fuel return line pass through the safe area of the engine room, a double wall pipe is provided to prevent danger in case of ammonia leakage. A knock-out drum 20 and an air reduction unit 30 may be disposed vertically above the valve train room on the A-deck.

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

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

The service valve part and the return valve part of the valve train are provided with a double block and bleed valve (not shown) capable of double blocking the pipe to control ammonia supply and discharge. When ammonia fuel supply is stopped due to fuel oil conversion, ammonia fuel mode stop, trip, etc., or when ammonia is gasified instead of liquid due to temperature rise, the fuel supply line or fuel return line is double-blocked with a double shutoff valve and vented. The pressure in the pipe can be relieved by discharging the gas in the pipe through the vent line extended to the mast VM.

In this embodiment, the valve train room is disposed at the starboard or port end of the upper deck (UD) at the stern, and the valve train room (VTR) is provided on the starboard or port side of the upper deck. By arranging the mast (VM), the distance to the vent mast can be reduced, so that the gas in the pipe can be discharged overboard quickly and safely. In addition, the fuel supply line and the fuel return line pass through the valve train room at the starboard or starboard end and then extend outward to the hull, and extend in the stern direction along the starboard or port end of the upper deck to ensure sufficient space above the upper deck. Even if leakage of ammonia supplied as fuel occurs, the crew can be safely protected from odor and toxicity.

On the other hand, in this embodiment, a monorail crane (Provision Crane) (not shown) capable of transporting goods in a ship may be disposed on a casing top.

As described above, in this embodiment, by arranging pipes on the upper deck using the lower part of the lashing bridge and the inside of the hatch coaming, ammonia, an eco-friendly fuel, is supplied to reduce greenhouse gas emissions during ship operation, while piping arrangement in the engine room is improved. By minimizing it, the safety of the crew can be secured and the responsiveness of the engine can be increased. In addition, it secures ship safety by preventing pipe damage from falling objects such as cargo and equipment, and quickly and safely removes ammonia vent gas discharged from each pipe and fuel supply unit for fuel supply when the pressure in the pipe is relieved or the fuel mode is switched. It can be discharged overboard, and the risk of hull corrosion can be prevented.

It is obvious to those skilled in the art that the present invention is not limited to the above embodiments and can be variously modified or modified without departing from the technical gist of the present invention. it did

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

Claims (6)

In a ship supplied with liquefied gas as inboard engine fuel,
A main engine disposed in an engine room provided at the stern under the upper deck of the ship and receiving the liquefied gas as fuel;
A valve train room provided at the starboard or port end of the upper deck and in which a valve train for controlling fuel supply to the main engine is disposed;
a fuel supply line connected to the engine room to supply liquefied gas to the main engine; and
A fuel return line extending from the engine room and discharging liquefied gas not consumed in the main engine;
The fuel supply line and the fuel return line extend from the engine room to the stern starboard or port end of the upper deck and extend along the outer side of the hull in the longitudinal direction of the hull to be connected to the valve train room. layout structure. According to claim 1,
The liquefied gas is liquid ammonia,
The valve train room is composed of a separate closed or partially opened compartment at the starboard or port end of the upper deck,
In the valve train room, a service valve unit including a double block and bleed valve provided in the fuel supply line; and a return valve unit including a double shut-off valve provided in the fuel return line. According to claim 2,
In the vertical upper part of the valve train room on the A-deck provided on the upper deck,
A double pipe ventilation fan for ventilation of a double wall pipe provided to prevent leakage when the fuel supply line and the fuel return line pass through the safety area of the engine room; a knock-out drum for the main engine; and an arrangement structure of a liquefied gas fuel ship, characterized in that an air reduction unit is disposed. According to claim 3,
A monorail crane platform is provided on the top of the A-deck,
In the monorail crane platform, a bent mast disposed on the starboard or port side of the upper deck where the valve train room is disposed;
The arrangement structure of a liquefied gas fuel ship, characterized in that the double blocking valve double blocks the fuel supply line or the fuel return line and discharges the gas in the pipe through a vent line extending to the vent mast. According to claim 4,
The ship is a container carrier,
Arrangement structure of a liquefied gas fuel ship, characterized in that the monorail crane (Provision Crane) for transporting goods in the ship is disposed on the casing top. According to any one of claims 1 to 5,
The fuel supply line and the fuel return line extend from the engine room to the upper deck and then extend from the upper deck to the starboard or port end of the stern along the lower part of the lashing bridge from the upper deck, and to the inside of the hatch coaming outside the hull. Arrangement structure of a liquefied gas fuel ship, characterized in that it extends in the longitudinal direction of the hull and is connected to the valve train room.

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