WO2017078445A9 - Appareil de gestion automatique d'eau de ballast de navire, et son procédé de fonctionnement - Google Patents

Appareil de gestion automatique d'eau de ballast de navire, et son procédé de fonctionnement Download PDF

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Publication number
WO2017078445A9
WO2017078445A9 PCT/KR2016/012625 KR2016012625W WO2017078445A9 WO 2017078445 A9 WO2017078445 A9 WO 2017078445A9 KR 2016012625 W KR2016012625 W KR 2016012625W WO 2017078445 A9 WO2017078445 A9 WO 2017078445A9
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WO
WIPO (PCT)
Prior art keywords
ballast
water
tank
seawater
ballast water
Prior art date
Application number
PCT/KR2016/012625
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English (en)
Korean (ko)
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WO2017078445A1 (fr
Inventor
김용경
Original Assignee
주식회사 이티에스
디에스엔주식회사
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Application filed by 주식회사 이티에스, 디에스엔주식회사 filed Critical 주식회사 이티에스
Priority to US15/771,967 priority Critical patent/US20180229821A1/en
Priority to CN201680063470.XA priority patent/CN108349573A/zh
Publication of WO2017078445A1 publication Critical patent/WO2017078445A1/fr
Publication of WO2017078445A9 publication Critical patent/WO2017078445A9/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B13/00—Conduits for emptying or ballasting; Self-bailing equipment; Scuppers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • B63H21/383—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like for handling cooling-water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J1/00—Arrangements of installations for producing fresh water, e.g. by evaporation and condensation of sea water

Definitions

  • 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.
  • 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
  • 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
  • the point where the propeller is locked is called the BWL.
  • FIG. 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.
  • 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.
  • 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.
  • FIG. 11 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.
  • FIG. 12 is a schematic view of a general ballast water tank arrangement.
  • 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.
  • 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.
  • ballast 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.
  • ballast water 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.
  • 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.
  • 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.
  • 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 existing ballast water management device is configured as follows.
  • seawater for various purposes during operation.
  • 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.
  • seawater is introduced by natural pressure, and seawater is introduced into the ballast line by the weight of the hull.
  • a pump 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.
  • 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.
  • 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.
  • ballast water is supplied through check valves installed on the upper deck to fill the ballast tanks.
  • 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.
  • seawater 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.
  • 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.
  • 16 is a correlation diagram analyzing the causes of ecosystem disturbance problems caused by ballast water.
  • ballast water containing banned species is discharged due to increased pollution during operation.
  • 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.
  • the seawater is discharged with the same conditions as the ballast water discharge area.
  • the seawater should always be discharged in the same condition as the discharge area.
  • the ballast water of the ship should be continuously discharged and introduced.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the vessel may enter the port without anchoring in the outer port, thereby increasing the number of operations.
  • 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.
  • FIG. 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.
  • FIG. 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.
  • FIG. 10 is a cross-sectional view of a general ballast water tank structure.
  • FIG. 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.
  • a plurality of ballast tanks having a multi-layer watertight bulkhead structure having a structure change of the existing integrated ballast water tank
  • a level sensor for sensing the level of each ballast tank
  • a bypass valve for ballast water movement to adjacent tanks is
  • 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.
  • 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.
  • the controller 600 adjusts various devices electronically.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • this development technology is designed to ensure that the ballast water is continuously and sequentially exchanged during the voyage.
  • 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.
  • 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.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Heat Treatment Of Water, Waste Water Or Sewage (AREA)
  • Physical Water Treatments (AREA)

Abstract

La présente invention concerne un appareil pour gérer automatiquement l'eau de ballast d'un navire à deux coques et, plus particulièrement, un appareil pour gérer automatiquement l'eau de ballast d'un navire, l'appareil divisant la structure d'un réservoir d'eau de ballast intégré en réservoirs d'eau de ballast ayant une structure multicouche, et remplissant chaque réservoir d'eau de ballast avec l'eau de mer, de façon à réaliser la fonction d'origine de ce dernier consistant à maintenir la ligne de flottaison au moyen de l'eau de ballast, et ayant une structure et un dispositif permettant d'utiliser l'eau de mer, utilisée comme eau de refroidissement, eau résidentielle, eau à diverses fins et analogue, en tant que l'eau de mer des réservoirs d'eau de ballast, ce qui permet de gérer intégralement l'utilisation et la gestion de l'eau de mer du navire, et de changer de manière continue et successive l'eau de mer des réservoirs d'eau de ballast tandis que le navire navigue.
PCT/KR2016/012625 2015-11-05 2016-11-04 Appareil de gestion automatique d'eau de ballast de navire, et son procédé de fonctionnement WO2017078445A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US15/771,967 US20180229821A1 (en) 2015-11-05 2016-11-04 Apparatus for automatically managing ballast water of ship, and operation method thereof
CN201680063470.XA CN108349573A (zh) 2015-11-05 2016-11-04 船舶的压载水自动管理装置及其工作方法

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KR1020150155052A KR20170052922A (ko) 2015-11-05 2015-11-05 선박의 평형수 자동관리장치와 그 작동방법
KR10-2015-0155052 2015-11-05

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WO2017078445A9 true WO2017078445A9 (fr) 2017-07-27

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KR20190017628A (ko) * 2017-06-07 2019-02-20 쿤-투 루 증류수의 용도, 증류수를 선박 평형수로 하는 생성 시스템, 선박, 시설 및 조작 방법
CN110308734B (zh) * 2019-06-26 2022-05-31 哈尔滨工程大学 水下机器人航态调节液舱系统及水下机器人和控制方法

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KR100552939B1 (ko) * 2004-06-02 2006-02-17 김용경 튜브를 이용한 자동 밸러스트 시스템과 그 작동방법
KR101667251B1 (ko) * 2010-09-17 2016-10-18 대우조선해양 주식회사 평형수를 이용한 냉각 시스템
KR101291353B1 (ko) * 2011-03-23 2013-07-30 삼성중공업 주식회사 선박의 수처리 시스템
KR101206025B1 (ko) * 2011-03-24 2012-11-28 삼성중공업 주식회사 선박의 담수처리 시스템
KR101313625B1 (ko) * 2011-09-28 2013-10-02 삼성중공업 주식회사 평형수 순환 시스템 및 이를 갖춘 선박
CN102501945A (zh) * 2011-11-17 2012-06-20 扬州大洋造船有限公司 远洋船舶压载水处理装置
KR20140011067A (ko) * 2012-07-17 2014-01-28 현대중공업 주식회사 밸러스트수 교환 시스템 및 이를 이용한 밸러스트수 교환 방법
KR20150009330A (ko) * 2013-07-16 2015-01-26 대우조선해양 주식회사 선박평형수 생성장치

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KR20170052922A (ko) 2017-05-15
WO2017078445A1 (fr) 2017-05-11
CN108349573A (zh) 2018-07-31
US20180229821A1 (en) 2018-08-16

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