WO2017078445A1

WO2017078445A1 - Apparatus for automatically managing ballast water of ship, and operation method therefor

Info

Publication number: WO2017078445A1
Application number: PCT/KR2016/012625
Authority: WO
Inventors: 김용경
Original assignee: 주식회사 이티에스; 디에스엔주식회사
Priority date: 2015-11-05
Filing date: 2016-11-04
Publication date: 2017-05-11
Also published as: WO2017078445A9; KR20170052922A; CN108349573A; US20180229821A1

Abstract

The present invention relates to an apparatus for automatically managing the ballast water of a dual-hulled ship and, more specifically, to an apparatus for automatically managing the ballast water of a ship, the apparatus dividing the structure of an integrated ballast water tank into ballast water tanks of a multi-layered structure, and filling each ballast water tank with seawater, so as to perform the original function thereof of maintaining the waterline by means of the ballast water, and having a structure and a device so as to utilize the seawater, used as cooling water, residential water, water for miscellaneous use, and the like, as the seawater of the ballast water tanks, thereby integrally managing the usage and management of the seawater of the ship, and continuously and successively changing the seawater of the ballast water tanks while the ship is sailing.

Description

Automatic ballast water management system and its operation method

The present invention relates to an automatic ballast water management device of a double hull vessel, and more particularly, to change the structure of the integral ballast water tank to a ballast tank of a multi-layered structure, and to maintain the waterline through the ballast water It is a device that manages the seawater used in the ship by providing the structure and device to use the seawater used as cooling water and general water by using the seawater of the ballast tank. The present invention relates to a device for managing ballast water so that seawater in a ballast tank is exchanged.

Since 1993, Korea's shipbuilding industry has been booming due to the new ship's double hull provisions. Since 2005, ships without double hulls have been forcibly deported. However, in Korea, single hull tankers still operate and there is a risk of oil spills. It is a constant and ship insurance premiums are high. In this regard, the ballast water management system market also presents new opportunities.

The ballast water management system for ships is regulated under the BWM Convention under the United Nations International Maritime Organization's IMO, and Korea has been regulated by the Marine Pollution Prevention Act since 2009. The Convention enters into force twelve months after ratification by 35% of the world's parcels, and 44 countries by 32.86% as of 30 January 2015. That is, within at least one year, the date of entry into force of the Convention is known. Korea is legally based on the Ballast Water Management Act (Ministry of Maritime Affairs and Fisheries Notification No. 2015-37, 2015.4.1.) (Excerpts from ballast waterline and full waterline-Korean Classification Rules for Ships, see Fig. 8).

Vessels, such as cargo ships, have a high center of gravity so that their propellers will not be locked without cargo, and they will not be able to navigate, and they will be easily overturned by waves. Therefore, when the propeller is locked by lowering the center of gravity, it is possible to navigate and maintain a stable state. In order to perform this function, sea water is stored in the hull, which is called ballast water, and an empty space for storing it is to be provided. The point where the ship is fully locked by loading the cargo full is called the DLWL, and the point where the propeller is locked is called the BWL.

9 shows a correlation table (quoted from KR classification data) of Dwt and ballast water of a typical ship, and shows the ballast water load of cargo ships. According to this, ships need to load seawater up to 50% of the cargo volume, and the amount of fuel used to load and discharge ballast water is known to be about 3 to 5% of the ship's fuel consumption. (US Coast Guard data quoted). This cost is similar to the net profit of all domestic shipping companies, according to the Korea Shipbuilding Association's Shipping Yearbook issued in 2004.

In general, the ballast tanks used in the double hull cargo ship is shown in FIG. Fig. 10 is a cross-sectional view of the ballast tank structure, showing a bottom tank, a hopper side tank, a side tank, and a top side tank.

Facilities and devices for supplying ballast water in ships are defined in detail as shown in FIG. 11 based on legal regulations. 11 shows general rules for ballast water loading equipment.

12 is a schematic view of a general ballast water tank arrangement.

The ballast water management methods generally used are classified into three categories.

Sequestration is used when the ballast water is so polluted that it is difficult or impossible to clean.

The treatment method is to filter the ballast water containing the life after killing the life by various methods such as electrolysis, UV treatment, chemical treatment, plasma treatment, etc.

The exchange method is mainly used when the ballast water is not contaminated or the amount of treatment is small.

13 shows the ballast water management method recommended by the MEPC of the United Nations International Maritime Organization IMO under the Marine Environment Protection Committee.

Currently, the ballast water management system BWMS of ships that use seawater in ballast tanks is transported to the destination port and then discharges ballast water for cargo loading. It generates a large amount of active substance.

Figure 14 shows a prohibition of movement species (extracted from November 24, 2004 KBS 1TV).

Ballast water contains contaminants by various methods used to kill 10 UN-banned life species regulated by the United Nations, including ballast water, bilge water, toilet water, and cleaning water. Called a substance, the Marine Pollution Prevention Convention MARPOL 73/78 Protocol is a system implemented to prevent ecosystem disturbances and marine pollution caused by these active substances.

More than 13 billion tons of ballast water is transported every year, and about 7,000 kinds of no-going marine life moves across the big seas, not only disturbing marine ecosystems, but also spreading pathogens, causing the world's ports to suffer.

In particular, ecosystem disturbances in the vicinity of Chesapeak Bay in the US severely damaged nearby sturgeon farming, costing more than US $ 1 billion in damages per year, and also damaging the interior of the Great Lakes. They have suffered severe ecosystem disturbances such as hiding. These events also played an ironic role in eliciting the UN Convention on Biological Diversity.

Active substances loaded on board ships must be discharged by exchanging ballast water over the high seas of more than 20 miles off shore, at least 500 meters above sea level before entering the port of destination, and exchange three times the existing ballast water load. In this way, more than 95% of the prohibited species must be removed.

15 shows the emission regulations (extracted from KBS TV).

As mentioned above, the conventional ballast water management system BWMS causes disturbance of marine ecosystems around the world due to the movement of prohibited species, and the energy consumption for ballast water exchange is 3 As much as ~ 5%, the cost burden is high, the installation and maintenance cost of the treatment device for the treatment of active materials is high, the risk of sinking of the vessel exists when the ballast water is replaced, and in the high seas for the ballast water exchange There was a problem in that the economic loss such as the number of flights is reduced due to the staying time.

In addition, the structure of the ballast tank is distorted due to the structure of the ballast tank, and in order to prevent this, the structure of the ballast tank is strengthened while the amount of steel structural members is increased, and the weight of the hull is increased. There was a structural mechanical problem.

The present invention has been invented to solve the problems of the prior art as described above, the existing ballast water management device is configured as follows.

Ships use seawater for various purposes during operation. In order to use seawater, it is equipped with an inlet device for introducing seawater to the bottom or side of the engine room, which is called Seachest. The switchgear valve is attached here. When this switchgear is closed, it is watertight so that seawater does not flow in. When the switchgear on the bottom is opened, seawater is introduced by natural pressure, and seawater is introduced into the ballast line by the weight of the hull.

In order to generate the flow of seawater, a pump is provided in a machine room or a pump room. Generally, a pump operated by electric energy is used. Seawater is sent to the desired place through pipes (pipes and piping accessories) connected to the pump and seawater inlet switch. Depending on the use of the sea water, various pumps such as ballast water pumps, cooling water pumps, fire fighting pumps, mechanical pumps, domestic water pumps and bilge pumps are used.

Depending on the use of the seawater, the ballast water management device and the general purpose seawater management device have been operated in separate management methods.

A ballast water storage tank is provided to create gravity by storing sea water in the structure of double hulls so that ships can be submerged. A bottom tank, a side tank, a hopper side tank, a top side tank, or a wing tank is provided to fill the ballast water. This term is used to distinguish between the top and the bottom when viewed vertically. The term fore tank, center tank, and stern tank is a term used to distinguish the front and rear of a ship. In the double hull structure ship, except for the bottom tank, most of the ballast tanks are installed in one-piece structure so that when the water from the ballast tank is discharged, the top space of the ballast tank remains empty. In order to control the level of ballast tanks, ballast water is supplied through check valves installed on the upper deck to fill the ballast tanks.

In the case of discharge of ballast water in order to load the cargo, the switchgear connected to the ballast tank is opened and the pump is operated to discharge it out of the ship, and the discharge pipe is installed on the ship side.

The conventional ballast water management device having such a structure includes a prohibition of moving species in the ballast water introduced into the vessel, thereby causing a marine ecosystem disturbance.

In addition, the ship sucks seawater and uses it for various purposes in addition to the ballast water. Sea water mainly used for machinery is used for engine cooling water, generator cooling water, main air compressor cooling water, stern tube lubricating oil cooling water, boiler cooling water, fire water, cleaning water, kitchen water, shower water, toilet bowl. In order to use water for living, such as water, seawater is used for fresh water using a water tank, and a storage tank is also provided for this purpose. For this reason, sea water is continuously introduced and discharged while the ship is in operation.

The desalination treatment system of the Republic of Korea Republic of Korea has published a desalination apparatus for use in seawater.

Energy for sucking seawater used for ballast water, seawater for mechanical devices, and seawater for desalination device (water heater) for living water consumes about 10% or more of the fuel consumption of the ship. there was.

In general, solving problems involves analyzing the interactions between the relevant elements. 16 is a correlation diagram analyzing the causes of ecosystem disturbance problems caused by ballast water.

Through the analysis of the association of the problem, we found that the causes are as follows.

One reason is the inflow of seawater containing banned species.

One reason is that the prohibition of movement in the introduced seawater may cause mutations, growth, or other toxic substances during the ship's operation, resulting in increased pollution.

One reason is that ballast water containing banned species is discharged due to increased pollution during operation.

Deriving a solution only by individual elimination of the problem makes it difficult to identify potential causes that are not readily apparent, and it is difficult to derive a fundamental solution. The cause of the interaction between the components must also be derived.

Integral ballast tanks are to be kept in isolation from ballast during operation. For this reason, the contaminated ballast water is intensified due to activities such as mutant prohibition of movement or release of toxic substances.

Deriving the best solution for problem solving is as shown in FIG. 17.

Find some way to prevent the release of marine ecosystem disturbances with minimal changes to current ballast water management systems.

The same proposition as the best solution is rearranged as follows.

With minimal changes to the current ballast water management system, the seawater is discharged with the same conditions as the ballast water discharge area.

To solve the problem, the solution to the problem should be redefined as follows.

Regardless of where the ballast water discharge area is located, the seawater should always be discharged in the same condition as the discharge area. For this purpose, the ballast water of the ship should be continuously discharged and introduced.

In order to achieve the above object, the present invention, by changing the existing integrated ballast tank having a plurality of ballast tank having a multi-layer watertight bulkhead structure, each ballast tank is a water level detection device, and the water level control opening and closing Bypass having a device (valve), pipes and connections to connect to the pump for ballast water supply and discharge, and for connecting ballast tanks adjacent to each other in order to move ballast water quickly to the ballast tank located on the bottom An electronic control unit ECU equipped with a valve and smoothly adjusting the supply and discharge of ballast water, and a seawater control device for adjusting the water level while discharging or introducing various kinds of water such as ballast water and cooling water in accordance with the operating conditions of the ship. It is provided.

In addition, the volume of the ballast tanks used previously should be increased. In other words, after setting Tbal (m): minimum planar ballast water line, Tbal-n (m): when setting ballast loading line, use a part of tank not used as ballast tank as ballast tank. Tbal-n (m): Space and equipment are normally provided to maintain the ballast water draft line even when ballast water is discharged. According to the present invention, since the volume of the ballast tank increases, the vessel is locked more than the conventional Tbal-n (m): ballast water draft line.

As described above, in the ballast water management apparatus of a double hull structure vessel, the present invention relates to a method for providing a ballast water management apparatus when operating in an empty state without loading cargo in a double hull structure cargo vessel. Electronic water control system is integrated and managed by integrating the seawater usage method of the ship which has been dualized in the past by managing the seawater stored in a plurality of ballast tanks as cooling water and general water for continuous and sequential exchange of ballast water. At the same time, the ballast water is automatically managed.

In addition, since the seawater of the seawater first introduced is discharged during the operation, seawater in the same condition as the seawater of the port of entry port is discharged to the port, thereby preventing the ecosystem disturbance caused by the prohibition of moving species caused by the ballast water. have.

In addition, according to the conventional method, the energy used for storing and discharging the ballast water corresponds to the net profit of the ship in an amount of 3 to 5% of the fuel, but according to the present invention, the energy used for the cooling water and the general water is used. It is possible to replace ballast inflow and discharge with a positive amount, thereby increasing the profits of the ship through energy savings.

In addition, ballast water is continuously exchanged during the voyage, which is effective in satisfying the regulation that ballast water should be exchanged at a point 200 m or more from the shore and 500 m or more in depth. As a result, the vessel may enter the port without anchoring in the outer port, thereby increasing the number of operations.

In addition, by providing a ballast tank having a multi-layer watertight bulkhead structure, the resilience is improved, there is an effect of reducing the insurance cost by minimizing the sinking caused by damage to the vessel.

1 is a flow chart showing the operation of the ballast water management method through the integrated seawater management method of the ship according to an embodiment of the present invention.

2 is a flowchart illustrating a management method of a conventional ballast water treatment method.

Figure 3 is a conventional seawater and fresh water piping for various uses.

Figure 4 is a cross-sectional view of a conventional integrated ballast water tank structure.

Figure 5 is a cross-sectional view of the multi-layer ballast tank installation according to an embodiment of the present invention.

Figure 6 is a block diagram showing a control element of the electronic control unit ECU according to one embodiment of the present invention.

7 is a flowchart illustrating a method of integrating and managing sea water of a vessel.

Figure 8 is an excerpt of the ballast waterline and full waterline-Korean Rules for the Classification of Steel Ships in a typical ship.

9 is a correlation table of the Dwt and ballast water of a typical ship.

10 is a cross-sectional view of a general ballast water tank structure.

11 is the general rules for ballast water loading equipment.

12 is a schematic view of a general ballast water tank arrangement.

FIG. 13 is a schematic diagram illustrating a ballast water management method recommended by the Marine Environment Protection Committee MEPC under the International Maritime Organization's IMO.

14 is a schematic view showing a prohibition of life species.

15 is a schematic view showing the emission regulations.

Figure 16 is an association analysis analyzing the causes of ecosystem disturbance problems caused by ballast water.

Figure 17 is the best solution for solving the problem.

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

First, with reference to the accompanying Figures 1 and 5, 6 will be described below with respect to the structure of the ballast automatic control device.

According to the present invention, a plurality of ballast tanks having a multi-layer watertight bulkhead structure having a structure change of the existing integrated ballast water tank,

An additional ballast tank of watertight bulkhead structure,

A level sensor for sensing the level of each ballast tank,

Water level control switch (valve),

Piping and end connections to the pump,

A bypass valve for ballast water movement to adjacent tanks,

Piping and connections to the cooling water and general water;

Consists of devices such as ECU, electronic control unit that smoothly adjusts each of the above elements.

At this time, the volume of the ballast tank of the watertight bulkhead structure to be added is advantageously the same as the volume of the seawater storage tank used as cooling water and general purpose water.

This development technology has the effect of automatically managing the seawater used in various ways, such as ballast water, cooling water and general-purpose water, depending on the purpose.

In addition, through the above technology, there is an effect that fundamentally prevents the problem of ecosystem disturbance caused by a moving forbidden species that could not function in the existing ballast water management device. Specific details will be described with reference to the drawings.

In the state where no cargo is loaded, the pumps 22 and 24 are operated by opening the inlet and outlet valves 11, 12, 13, and 14 of FIG. 5 and FIG. 6, and the ballast water is transferred to the top tank of the side tank 102. Save and start sailing. By detecting the water level by the level sensor 500 of FIG. 6, the controller 600 adjusts various devices electronically.

When the voyage begins, a large amount of technical water is needed by the operation of the engine and various mechanical devices, and the seawater used for other living and general purpose water flows continuously, and it is stored and used or continuously sucked into the pump. I use it. Using the seawater of the bottom ballast water tank 121 of FIG. 1 as technical water and miscellaneous water, such as cooling water, while the miscellaneous water and the draining unit 400 are operated to use seawater and discharged outboard, the bottom ballast water tank 121 is emptied. The level at which the ship is submerged reaches the originally designed ballast water draft line. At this time, the controller 600 controls to open the bypass valve 62 of the bottom ballast water tank 121 that is not emptied, and fills the ballast tank in which the seawater of the adjacent ballast tank is emptied through the bypass valve. In this way, the seawater of the adjacent side tank 123 is filled again to empty the tank. When the top tank of the side tank is emptied sequentially, the water level detection device 61 sends a signal to the control unit, so that the seawater inlet valves 11, 12, 13, 14 are opened and the pump is activated to fill the top tank. 24) repeatedly stops. At this time, the time taken to exchange the seawater in each ballast tank is designed from 30 minutes to about 90 minutes. Through this continuous and sequential use of seawater, all seawater is exchanged while the vessel is in service.

The treatment of active substances using some of the ballast water treatment devices used by some, and the exchange of them on the high seas, is to discharge seawater in a completely different state from the seawater in the discharge area. This is how you do it.

In addition, this development technology is designed to ensure that the ballast water is continuously and sequentially exchanged during the voyage.In the case of cargo ships navigating the ocean, the ballast water is exchanged over 20 miles from the shore and the water is more than 500 meters deep. Not only does it satisfy IMO's regulations, it also has the effect of satisfying all USCG regulations.

In addition, this development technology does not need to separately store various used seawater such as ballast water, cooling water and general purpose water. Therefore, it is necessary to separately use energy used for storing and discharging ballast water by using seawater stored in a ballast tank. There is no fuel saving effect corresponding to 3 to 5% of the ship fuel. This is the net profit of ship operations.

In case of a ship having a ballast tank having a multi-layer watertight bulkhead structure, even if a breakage occurs due to an impact on the hull shell, seawater flows into only the damaged ballast tank, so that a ship having a conventional integral ballast tank is damaged. There is an effect having remarkably superior hull stability than the restoring force of.

There are various techniques for applying the same principle as the method of implementing the present invention, but this is an example of the technology corresponding to the present invention, which can be easily solved by those skilled in the art, all of which are applied to the present invention. Corresponds to

(Explanation of the sign)

10: fresh water storage tank, 11, 12, 13, 14, 15, 16: switchgear (valve), 20: desalination device, 22, 24: ballast pump, 30: seawater treatment device, 50: integrated ballast tank, 52: machinery water supply pipe, 54: domestic water supply pipe, 61: ballast tank water level sensor, 62: bypass valve, 100: double hull structure ship section, 101: bottom, 102: hull outer wall, 104: sea level, 120: integral ballast water tank group, 121: bottom ballast water tank, 122: integrated side ballast water tank, 123: multi-layer side ballast water tank, 150: discharge pipe, 400: drainage part, 500: draft sensor, 600 Electronic Control

Claims

Ballast tanks 121 and 123 having a multilayer structure;

A ballast water level sensor 61;

A bypass valve 62 for supplying seawater to an adjacent ballast tank,

Piping connected to the desalination device 20, such as cooling water and domestic water in the ballast ballast tank 121,

It is provided to connect to the pipe 52 for supplying technical water, such as cooling water for machinery,

When the ballast ballast tank 121 is emptied, the control unit 600, which is an electronic control unit for controlling the seawater to be supplied to the adjacent ballast tank by opening the bypass valve 62, is integrated with the seawater used in the vessel. Automatic ballast management system of double hull vessels managed.
The method of claim 1,

The ballast tanks 121 and 123 of the multi-layered structure change a ball tank to a ballast tank so as to contain a larger amount than the conventional ballast water, and the level sensor 61 and the bypass valve 62 for each tank. Ballast automatic management device of a double hull ship further provided.
The method of claim 1,

Electronic control device, the control unit 600 controls the valves (11, 13) to inflow seawater during operation for cargo loading, adjust the valves (15, 16) for supplying seawater to the ballast water tank, bottom ballast water tank In the desalination apparatus 20 and the technical water supply pipe 52, and the water supply pipe 54 to adjust the bypass valve 62 to supply the seawater discharge valve 12, 14) Automatic ballast water management system of double hull vessels performing the function of regulating.