KR20240082020A - LNG Carrier Equipped with Rotor Sail - Google Patents

Abstract

An LNG carrier equipped with a rotor sail is disclosed. An LNG carrier equipped with a rotor sail of the present invention includes an accommodation disposed at the stern of the ship and provided with a bridge at the top for controlling the operation of the ship; A trunk deck provided in a protruding structure on the upper part of the deck in the longitudinal direction of the hull on the bow side from the accommodation area; a first rotor unit disposed on the bow of the trunk deck and coupled in a cylindrical shape to form a rotor for improving propulsion of the ship and driven to rotate; And a second rotor unit disposed at the port side bow corner of the trunk deck and coupled in a cylindrical form to form a rotor for improving the ship's propulsion and driven to rotate: wherein the ship is an LNG carrier (LNG Carrier). , Characterized in that a plurality of cargo tanks for loading LNG are provided in the lower part of the trunk deck.

Description

LNG Carrier Equipped with Rotor Sail

The present invention relates to an LNG carrier equipped with a rotor sail, and more specifically, to an LNG carrier equipped with a rotor unit that is coupled to the trunk deck in a cylindrical shape and rotates according to wind direction and speed to improve the propulsion of the ship.

The existing economic system is based on carbon and is highly dependent on fossil fuels as an energy source, but fossil fuel reserves are limited and are expected to be depleted in the near future, and carbon dioxide (CO ₂ ) generated during combustion is a representative greenhouse gas. It is pointed out as the main cause of global warming and climate change and is subject to international emissions regulations.

In particular, recently, an international consensus has been formed on the seriousness of global warming and climate change problems, and efforts are being made to reduce greenhouse gas emissions around the world. As the 1997 Kyoto Protocol, which included obligations for developed countries to reduce greenhouse gases, expires in 2020, the Paris Climate Change Agreement (Paris Climate Change) was adopted at the 21st United Nations Framework Convention on Climate Change held in Paris, France in December 2015 and came into effect in November 2016. The 195 parties that participated in the agreement (Change Accord) are making various efforts aimed at reducing greenhouse gases.

Along with this global trend, interest in new energy such as renewable energy (or renewable energy) such as wind power, solar energy, solar heat, bioenergy, tidal power, and geothermal heat, and new energy such as hydrogen as a pollution-free energy that can replace fossil fuels is increasing, and various technologies are growing. Development is taking place.

Among them, hydrogen energy is environmentally friendly and has high energy density, so it can be used as a fuel for automobile power sources and fuel cells for portable electronic devices. The price of fuel cells that use hydrogen as fuel is decreasing every year, making it an ideal energy source for the future. As the era of hydrogen energy is receiving attention, the era of hydrogen energy is advancing, and demand for hydrogen is also increasing every year.

Meanwhile, as each country's interest in greenhouse gas and air pollutant emissions increases and international environmental regulation standards are rapidly strengthened, research on the development of eco-friendly marine fuel technology and eco-friendly energy transportation technology is also being actively conducted on ships.

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

According to EEDI (Energy Efficiency Design Index), a mandatory carbon dioxide reduction regulation applied by IMO to new ships, the initial EEDI announcement called for a 10% reduction in carbon dioxide emissions in 2015 based on carbon dioxide emissions from 2013 to 2015. EEDI Phase 1 was applied, and it was planned to apply Phase 3 in 2025 by strengthening and applying one step every five years. However, for LPG carriers, EEDI Phase 3 will be applied early from 2022, two years after the application of EEDI Phase 2. As international interest in climate change and greenhouse gas emissions grows, it has been decided that ships ordered after 2030 will reduce carbon emissions by 40% compared to ships ordered in 2008, and by 50% by 2050. As regulations are rapidly being strengthened, the need for alternative fuels is increasing.

In particular, if the standards of Phase 4 (40% reduction in carbon dioxide emissions) or higher are applied in the future, it may be difficult to achieve carbon dioxide emission regulations for ships using current LNG or LPG as fuel. In order to completely decarbonize shipping from a long-term perspective, ships Since it is inevitable to replace fuel with carbon-neutral fuel, there is a need to further expedite the development of technology for eco-friendly ship fuel and its application to ships.

At the same time, as a transitional technology prior to complete decarbonization, it is possible to reduce greenhouse gases emitted during ship operations by partially utilizing eco-friendly energy while using existing ship fuels such as LNG or LPG to reduce the use of carbon-based fuels or increase fuel efficiency. Research on similar methods is also being actively conducted.

A representative example is the rotor sail technology that utilizes offshore wind power. In a cylinder that rotates around its own axis and receives inflow flow perpendicular to that axis, the force perpendicular to that axis and the inflow flow direction, that is, It uses the Magnus effect, which generates transverse force.

The flow around a rotating cylinder can be interpreted as a superposition of homogeneous flow and vortices around the body. The uneven distribution of the overall flow results in an asymmetric pressure distribution around the cylinder. Accordingly, if the ship is equipped with a rotating rotor or a rotary rotor that generates a force perpendicular to the wind direction corrected with the effective wind direction, that is, the maximum speed, in the wind flow, the force generated in this way propels the ship similar to when sailing. It can be used to A vertically standing cylinder rotates around its own axis, so that the air flowing in from the side flows preferably in the direction of rotation around the cylinder, based on surface friction, with the flow speed being higher and the static pressure being lower on the front side. As a result, the ship gains force in the forward direction.

The rotor sail installed on a ship is a large structure tens of meters in height and several meters in diameter, and due to the nature of the equipment that uses offshore wind power, it must be installed on the upper deck. However, as various equipment is already placed on the upper part of the ship's deck, it is very difficult to install additional large structures without changing the equipment arrangement, and VISIBILITY and gas hazard areas ( Regulatory requirements such as GAS DANGEROUS ZONE must also be met. The present invention seeks to solve this problem and propose a method of providing a rotor sail to utilize offshore wind power without changing the equipment arrangement of the existing ship as much as possible.

Accommodation is placed at the stern of the ship and has a bridge at the top to control ship operations;

A trunk deck provided in a protruding structure on the upper part of the deck in the longitudinal direction of the hull on the bow side from the accommodation area;

a first rotor unit disposed on the bow of the trunk deck and coupled in a cylindrical shape to form a rotor for improving propulsion of the ship and driven to rotate; and

A second rotor unit disposed at the port side bow corner of the trunk deck and coupled in a cylindrical form to form a rotor for improving the propulsion of the ship and driven to rotate:

The ship is an LNG carrier, and an LNG carrier equipped with a rotor sail is provided, wherein a plurality of cargo tanks for loading LNG are provided at the lower part of the trunk deck.

Preferably, the cargo tank is provided as a membrane type tank, the gas dome of the membrane type tank is disposed inside the trunk deck, and a plurality of vent masts may be disposed on the outer upper portion of the trunk deck. .

Preferably, a first wind sensor is disposed at the bow end of the trunk deck and measures wind direction and wind speed; And a second wind sensor provided to protrude from the top of the residence and measure wind direction and wind speed, wherein wind direction and wind speed information measured by the first and second wind sensors may be transmitted to the bridge.

Preferably, a deck upper structure may be disposed at the starboard side stern edge of the trunk deck, and deck upper equipment may be disposed at a front end of the deck upper structure on the trunk deck.

Preferably, it may further include a third rotor unit disposed at the port end of the trunk deck where the deck upper equipment is arranged and coupled in a cylindrical form to form a rotor for improving the propulsion of the ship and driven to rotate.

Preferably, the first to third rotor units each include a rotor support part fastened to the trunk deck; a cylindrical rotor body extending upward from the rotor support; a cylindrical support structure disposed inside the rotor body and provided with a platform on which a device including a motor for rotation of the rotor body is disposed; and a connection structure provided on an upper part of the support structure and connected to the rotor body, wherein the rotor support portion of the second and second rotor parts may be fastened to a side slope of the trunk deck.

According to the present invention, an accommodation is placed at the stern of the ship and a bridge is provided at the top to control the operation of the ship, and a structure protrudes from the accommodation on the upper part of the deck in the longitudinal direction of the bow side of the hull. By arranging multiple rotors along the trunk deck, it is possible to utilize offshore wind power to reduce fuel consumption, reduce carbon emissions, and improve ship operation efficiency.

In particular, when installing a membrane-type cargo tank in LNGC, the rotor section is provided along the upper space and side slope of the trunk deck, which has a structure protruding above the deck, so that as many rotor sections as possible are installed without interference without changing the arrangement of the already installed equipment. The rotor sail effect can be maximized. In addition, offshore wind power can be used while satisfying all requirements such as VISIBILITY, GAS DANGEROUS ZONE, STRENGTH, and MACHINERY AND ELECTRONICAL COMPONENT FUNCTIONALITIES required by IMO or classification society. You can use this to create an eco-friendly ship.

Figure 1 schematically shows an LNG carrier equipped with a rotor sail according to an embodiment of the present invention.

In order to fully understand the operational advantages of the present invention and the objectives achieved by practicing 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 structure and operation of a preferred embodiment of the present invention will be described in detail with reference to the attached drawings. Here, in adding reference numerals to components in each drawing, it should be noted that identical components are indicated with the same reference numerals as much as possible, even if they are shown in different drawings.

In the embodiments of the present invention described later, the ship may be any type of ship that is equipped with a propulsion engine for navigation on the sea and can apply a rotor sail. Representative examples include self-propelled capabilities such as LPG carriers, LNG carriers (LNGC, LNG Carrier), liquid hydrogen carriers, LNG RV (Regasification Vessel), very large crude-oil carrier (VLCC), container carriers, and general merchant ships. It may include ships that are equipped and operate on the sea. However, in the embodiment described later, the case of arranging the rotor sail in the LNGC will be described as an example.

Figure 1 schematically shows an LNG carrier equipped with a rotor sail according to an embodiment of the present invention. Figure 1 (a) is a side view of the hull viewed from the right side, and (b) is a plan view viewed from above.

As shown in FIG. 1, the LNG carrier equipped with a rotor sail of this embodiment is placed at the stern of the ship and has an accommodation (accommodation) provided at the top with a bridge (B) for controlling the operation of the ship. AC), the trunk deck (D2), which is provided as a protruding structure on the upper part of the deck (D1) in the longitudinal direction of the hull (H) on the bow side from the accommodation, and is placed on the bow of the trunk deck to form a rotor to improve the ship's propulsion. A first rotor unit (Ra) that is coupled in the form of a cylinder and driven to rotate, and a second rotor part (Ra) that is coupled in the form of a cylinder and driven in rotation to form a rotor for improving the propulsion of the ship, placed on the bow side edge of the port side (P) direction of the trunk deck. Includes a rotor portion (Rb).

The ship in this embodiment is an LNG carrier, and a plurality of cargo tanks (not shown) for loading LNG are provided in the lower part of the trunk deck (D2). The cargo tank can be a membrane-type tank, and a gas dome and various pipes, which are a structure that protrudes from the membrane-type tank to the top, can be placed inside the trunk deck. A plurality of vent masts (V1, V2) may be placed in the outer upper center of the trunk deck along the longitudinal direction of the hull.

A deck superstructure (TS) is placed at the stern edge of the starboard (S) direction of the trunk deck, and deck top equipment (TF) such as a loading arm and crane can be placed at the front of the deck superstructure on the trunk deck. A funnel (FT) may be placed in the direction from the accommodation (AC) to the stern to discharge exhaust gases generated from engines onboard the ship.

This embodiment of the LNGC is characterized by arranging a plurality of rotor units using the trunk deck space, which is a protruding structure on the upper part of the main deck of the hull.

SOLAS regulations establish the following guidelines regarding the visibility of ships to ensure safety when operating ships.

1. The clear sector between individual blind sectors due to obstacles in front of the cabin (at conning position) must not be smaller than 5 degrees.

2. Each Blind Sector must not exceed 5 degrees within 10 degrees of both sides (P to S = 20 degrees) in front of the cabin.

3. Each Blind Sector must not exceed 10 degrees within 180 degrees in front of the cabin (within 10 degrees on both sides, the 5 degree standard takes priority).

4. Total Blind Sector within 180 degrees in front of the cabin must not exceed 20 degrees.

5. The length of the waterline that is not visible from the cabin must not exceed 500m.

As shown in the plan view shown in (b) of FIG. 1, first, the first rotor part (Ra) is placed in the center of the bow of the trunk deck, and the second rotor part (Rb) is placed at the corner of the bow in the port side direction of the trunk deck. is placed. The third rotor unit (Rc) can be installed additionally as needed, and is placed on the port side (P) end of the trunk deck (D2) where the deck top equipment (TF) is placed, to maintain the center of gravity of the hull and ensure ship navigation. Visibility and visibility can be secured for this purpose.

In this way, by arranging multiple rotor units spaced apart along the length of the hull on the side of the hull using the upper and side space of the trunk deck, the rotor sail effect is maximized by installing as many rotor units as possible without interference without changing the arrangement of the already installed equipment. , Although some blind sectors occur due to the rotor parts, visibility is secured from the bridge (B) provided at the top of the residential area, and SOLAS visibility standards can be complied with.

The first to third rotor units Ra, Rb, and Rc each include a rotor support (foundation) fastened to the trunk deck and a cylindrical rotor body (outer body) extending upward from the rotor support.

A plate-shaped rotor top is provided at the top of the rotor body, and a cylindrical inner supporting structure (not shown) is disposed inside the rotor body, and the rotor body is located inside the supporting structure. A platform (not shown) may be provided on which devices such as a motor for rotation and controllers (Ca, Cb) are placed. The lower part of the support structure is coupled to the upper part of the rotor support, and a connection structure is provided on the upper part of the support structure to control the rotation speed and direction of the rotor body. A shaft and a universal joint are connected to the connection structure, so that the rotational force of the motor can be transmitted to the rotor body through the connection structure. For example, the rotor support may be formed in a cylindrical shape with a height of 3 m and a diameter of 4.6 m, and the rotor body may be formed in a cylindrical shape with a height of 30 m and a diameter of 5 m on the upper part. The foundation top at the top of the rotor support is provided at a height of 0.5 m, and the rotor body is installed in a rotatable structure at the top of the support tower.

As shown in (a) and (b) of Figure 1, the rotor support part of the first rotor part (Ra) is fastened to the upper part of the trunk deck (D2), and the rotors of the second and second rotor parts (Rb, Rc) The support portion may be provided to be fastened along the side slope of the trunk deck (ㅇ2). In order to be fastened to an inclined surface, the second and second rotor supports (Rb, Rc) may be provided in an asymmetric structure with different heights on the left and right sides. By utilizing the side slope of the trunk deck in this way, as many rotor units as possible can be installed without interference without changing the arrangement of equipment already installed on the main deck (D1) and trunk deck (D2).

Meanwhile, a bulkhead (not shown) may be provided between the cargo tanks inside the hull, and the rotor unit (Ra, Rb, Rc) is placed at the vertical upper part of the trunk deck in the area where these bulkheads are placed. (Ra, Rb, Rc) The structural stability of the hull can be improved by allowing the part where the bulkhead is placed to receive the load from the weight of the equipment.

Meanwhile, a first wind sensor (100a) is provided at the bow end of the trunk deck to measure wind direction and speed, and a second wind sensor (100a) protrudes at the top of the stern accommodation (AC) of the ship to measure wind direction and speed ( 100b) can be provided. Wind direction and wind speed information measured by the first and second wind sensors may be transmitted to the bridge (B).

The control unit provided in the bridge (B) sends signals for controlling the rotation speed and direction of the rotor unit based on the wind direction and wind speed measured by the first and second wind sensors 100a and 100b to the rotor unit controllers (Ca, Cb, Cc). ) and send it to The control unit calculates the average values of the wind direction and wind speed measured by the first and second wind sensors 100a and 100b to control the rotor unit, thereby increasing the accuracy of wind-driven navigation control. Each rotor unit may be individually controlled by the bridge control unit depending on the wind direction, wind speed, and ship's propulsion direction.

In this way, in the ship of this embodiment, the three rotor parts are optimally placed in the LNGC, and the VISIBILITY, GAS DANGEROUS ZONE, STRENGTH, mechanical and electronic component functions (MACHINERY) required by IMO, classification society, etc. AND ELECTRONICAL COMPONENT FUNCTIONALITIES) By using offshore wind power for ship navigation, carbon emissions can be reduced by reducing fuel consumption.

It is obvious to those skilled in the art that the present invention is not limited to the above-mentioned embodiments, and that it can be implemented with various modifications or variations without departing from the technical gist of the present invention. It was done.

H: hull
D1: deck
D2: Trunk Deck
100a, 100b: Deck Store
100a, 100b: first and second wind sensors
Ra, Rb, Rc: first to third rotor parts
AC: residential district

Claims (6)

Accommodation is placed at the stern of the ship and has a bridge at the top to control the operation of the ship;
A trunk deck provided in a protruding structure on the upper part of the deck in the longitudinal direction of the hull on the bow side from the accommodation area;
a first rotor unit disposed on the bow of the trunk deck and coupled in a cylindrical shape to form a rotor for improving propulsion of the ship and driven to rotate; and
A second rotor unit disposed at the port side bow corner of the trunk deck and coupled in a cylindrical form to form a rotor for improving the propulsion of the ship and driven to rotate:
The ship is an LNG carrier, and an LNG carrier equipped with a rotor sail, characterized in that a plurality of cargo tanks for loading LNG are provided at the lower part of the trunk deck. According to clause 1,
The cargo tank is provided as a membrane-type tank, and a gas dome of the membrane-type tank is disposed inside the trunk deck, and a plurality of vent masts are disposed on the outer upper portion of the trunk deck. Rotor sail This equipped LNG carrier. According to clause 2,
a first wind sensor disposed at the bow end of the trunk deck and measuring wind direction and speed; and
It further includes a second wind sensor that protrudes from the top of the residence and measures wind direction and wind speed,
An LNG carrier equipped with a rotor sail, characterized in that wind direction and wind speed information measured by the first and second wind sensors are transmitted to the bridge. According to clause 3,
An LNG carrier equipped with a rotor sail, characterized in that a deck superstructure is disposed at the starboard stern side corner of the trunk deck, and deck upper equipment is disposed at the front of the deck superstructure on the trunk deck. According to clause 4,
An LNG carrier equipped with a rotor sail further comprising: a third rotor unit disposed at the port end of the trunk deck on which the deck upper equipment is arranged and coupled in a cylindrical form to form a rotor for improving the propulsion of the ship and driven to rotate. The method of claim 5, wherein the first to third rotor units each
A rotor support part fastened to the trunk deck;
a cylindrical rotor body extending upward from the rotor support;
a cylindrical support structure disposed inside the rotor body and provided with a platform on which a device including a motor for rotation of the rotor body is disposed; and
A connection structure provided on the upper part of the support structure and connected to the rotor body,
An LNG carrier equipped with a rotor sail, characterized in that the second and second rotor portion rotor supports are fastened to the side slope of the trunk deck.

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