KR102297873B1 - Fuel gas supply system of ship with dual fuel engine - Google Patents

Abstract

Disclosed is a fuel gas supply system of a ship including a dual fuel engine. The fuel gas supply system of a ship including a dual fuel engine according to the present invention comprises: an engine room divided inside the hull of a stern part; a main engine arranged in the engine room and providing propelling power of the ship; a power generation engine arranged in the engine room and producing electric power needed in the ship; a liquefied gas fuel tank storing liquefied gas, which is supplied as the fuel of the main engine and the power generation engine; a fuel supply part pressurizing the liquefied gas stored in the liquefied gas fuel tank or evaporative gas generated inside the liquefied gas fuel tank depending on the requirements of the main engine or the power generation engine; a second fuel supply line supplying fuel gas from the fuel supply part to the power generation engine; and a gas valve unit installed on the second fuel supply line to control the pressure of the fuel gas supplied to the power generation engine, wherein the gas valve unit is configured on a sunken deck existing at the stern side of the ship and is arranged in a gas valve unit room which is arranged to be adjacent to the rear of the engine room. Therefore, provided is a fuel gas supply system of a ship which can satisfy requirements while ensuring economic efficiency and safety.

Description

Fuel gas supply system for ships equipped with dual fuel engines {FUEL GAS SUPPLY SYSTEM OF SHIP WITH DUAL FUEL ENGINE}

The present invention relates to a fuel gas supply system for a ship having a dual fuel engine, and more particularly, in a ship propelled by using a liquefied gas such as LNG as a fuel, the fuel gas is supplied from a liquefied gas fuel tank to the engine. Through the efficient arrangement of the fuel supply line for supply and the valve devices installed therein, it is possible to satisfy the classification requirements while securing economic efficiency and safety and at the same time increasing the space utilization of the engine room. will be.

The ship moves by using the thrust generated through the rotation of the propeller. In order to generate such thrust, a ship is equipped with a propulsion engine, and conventionally, it is common to use oil fuel such as MDO (Marine Diesel Oil) and HFO (Heavy Fuel Oil) as fuel for the engine.

However, these oil fuels contain various harmful substances in exhaust gas generated during combustion, thereby causing serious air pollution. Accordingly, regulations on air pollution are gradually being strengthened around the world, and regulations on propulsion devices and fuels of ships are also being strengthened.

As international organizations and each country's regulatory standards for ships become increasingly strict, interest in eco-friendly fuels for ships is also increasing. Technology using liquefied gas such as (Liquefied Natural Gas) and LPG (Liquefied Peroleum Gas) is being developed.

In addition, according to recent technological development, a dual fuel engine (hereinafter, 'DF engine') that can use both oil fuel and gas fuel has been developed and applied to ships. The DF engine is a kind of hybrid engine, It is an eco-friendly engine that can dramatically reduce fuel consumption, carbon emissions, and operating costs.

For example, the ME-GI engine (Man Electric Gas Injection Engine) is a 2-stroke high-pressure gas injection engine that can be driven by using both HFO and Natural Gas as fuel, and is suitable for diesel engines with the same output. Compared to that, it is attracting attention as a next-generation eco-friendly engine that can reduce pollutant emissions by 23% for carbon dioxide, 80% for nitrogen compounds, and 95% for sulfur compounds.

In LNG carriers (hereinafter referred to as 'LNGC') that transport LNG in bulk, the technology of using LNG stored in storage tanks as fuel for engines has already been applied. Expansion of application is being attempted, and in particular, application to very large crude-oil carriers (VLCCs) or container ships is being considered.

In LNGC, LNG stored in a cargo hold inside the hull is supplied to a propulsion engine and used as fuel. An LNG fuel tank that can do this should be installed separately.

In addition, since other ships other than LNGC are structurally different from LNGC in many parts, the fuel gas supply system provided to supply LNG from the LNG fuel tank to the ME-GI engine is the most suitable for the ship. It needs to be designed in the form of

1 is a side cross-sectional view schematically showing the structure of a conventional LNGC, and FIG. 2 is a side cross-sectional view showing an enlarged stern structure in FIG.

1 and 2 , in the conventional LNGC, a plurality of cargo holds 10 are partitioned along the longitudinal direction inside the hull, and LNG is stored and transported in the cargo holds 10 . The cargo hold 10 is designed to have a sealing and insulating structure in order to liquid-tightly and insulate the LNG accommodated therein, and it is a general trend to be composed of a membrane type using the inner wall of the hull.

A plurality of cargo holds 10 are spaced apart from each other through a double-walled sealed bulkhead (bulkhead) provided in the transverse direction of the hull. What is formed as an empty space by a pair of sealed bulkheads is called a cofferdam (20).

An engine room (E/R: Engine Room) is partitioned inside the hull of the stern part. Inside the engine room (E/R), the main engine (ME), which is an engine for propulsion, and the power generation engine (GE) and boiler (Boiler) that produce the necessary power in the ship are arranged.

At this time, the engine room (E / R) is configured to be isolated by the cargo hold 10 and the cofferdam 20 in front. This is to protect the engine room E/R classified as a safe area from the cargo hold 10 .

The main engine (ME) and the power generation engine (GE) are provided as DF engines, and are driven using boil-off gas (hereinafter referred to as 'BOG') generated by natural vaporization of LNG in the cargo hold 10 as fuel. can be At this time, when the amount of BOG generated does not reach the fuel consumption, the LNG stored in the cargo hold 10 may be forcibly vaporized and consumed as fuel.

A fuel supply line (L) is connected to supply LNG or BOG (hereinafter referred to as 'fuel gas') from the cargo hold 10 to the engines (ME, GE) of the stern.

The fuel supply line (L) extends from a dome provided on the upper part of the cargo hold 10, and extends to the stern side via the fuel supply part 30 disposed on the upper part of the main deck, and then the engine room It is connected to the main engine (ME) and the power generation engine (GE) through the rear bulkhead of (E/R). At this time, the fuel supply line (L) extending along the longitudinal direction of the hull is arranged using the void (void) space of the upper portion or the hull side of the main deck.

The fuel supply unit 30 is for supplying LNG stored in the cargo hold 10 or BOG generated in the cargo hold 10 according to the temperature and pressure conditions required by the engines (ME, GE), a high-pressure pump, a carburetor, and a compressor. , including equipment such as heaters.

The fuel supply line (L) is a first fuel supply line (L1) for supplying the fuel gas compressed at high pressure in the fuel supply unit (30) to the main engine (ME), and the fuel supply unit (30) compressed to a low pressure. and a second fuel supply line L2 for supplying fuel gas to the power generation engine GE.

Since the main engine (ME) and the power generation engine (GE) each require different temperature and pressure conditions (for example, the ME-GI engine, which is a high-pressure gas injection engine, requires a pressure of about 150 to 400 bar, and DFDG In the case of an engine, a pressure of about 10 bar (approximately 3 to 15 bar) is required), and a line supplying fuel gas to each engine (ME, GE) is configured separately.

On the other hand, on the main deck located on the upper side of the engine room (E / R) in the stern, the cabin (Accommodation) 40 in which the living space and the wheelhouse of the crew are provided, and the combustion engine such as the main engine (ME) An engine casing (Engine Casing) 50 including a funnel is disposed in order to exhaust the exhaust and the gas accumulated inside the engine room (E/R) to the outside.

At this time, since the cabin 40 occupies most of the area in the width direction of the hull, it is often difficult to provide a penetration portion on the side of the cabin 40 through which the fuel supply line L enters the engine room E/R. . In this case, as shown in the drawings, the fuel supply line (L) has to be configured to avoid the cabin 40 and to be connected from the rear side of the engine room (E/R). Therefore, the length of the fuel supply line (L) is greatly increased, which is not good in terms of heat insulation of the pipe, and there is a problem in that the cost increases.

A gas valve train (GVT) 31 is installed on the first fuel supply line L1, and a gas valve unit (GVU) 32 is installed on the second fuel supply line L2. do.

The gas valve train 31 and the gas valve unit 32 quickly control the pressure of fuel gas supplied to the main engine ME and the power generation engine GE, respectively, according to the load of the engines ME and GE (fuel amount control). ) and is a device that quickly and stably cuts off the supply of fuel gas as needed.

Since the gas valve train 31 and the gas valve unit 32 are devices that control the flow of fuel gas with a risk of explosion, sealing is required when they are located in a safe area, and periodic ventilation of the closed space is required. (ventilation) must be made.

In the case of the gas valve train 31, a separate GVT room is configured so that entry and exit can be made from the outside.

According to the IGF Code on safety standards related to LNG-powered ships, the GVT room is classified as a dangerous area and must be accessed through an air-lock. If configured, the interior of the GVT room and the engine room (E/R) is shared with each other, and the engine room (E/R) can no longer maintain a safe area, resulting in the inability to satisfy the IGF Code. In order to satisfy the IGF Code while composing the GVT room inside the engine room (E/R), additional designs such as configuring the airlock double and isolating the GVT room and the engine room (E/R) with a double wall structure are required. It should be done, and since the problem that ventilation should be performed independently of each other must also be considered, there is a problem in that the design is very complicated and the cost is excessively increased. Therefore, in general, the GVT room is isolated by providing a separate space outside the engine room (E/R).

On the other hand, the gas valve unit 32 for controlling the supply of fuel gas to the power generation engine (GE) has to be disposed close to the power generation engine (GE) due to the load variation characteristics of the power generation engine (GE), so that the engine room (E/R) is normally used. Since the engine room (E/R) is classified as a safety area in this case, the gas valve unit 32 must be sealed with a housing or the like.

A vent line (VL) communicating with the outside of the hull is connected to the gas valve unit 32 for ventilation. The vent line (VL) is a fan room (FR: Fan Room) provided in the upper part of the duct trunk (DT) from the gas valve unit (32) through the duct trunk (DT: Duct Trunk) outside the engine room (E/R). is extended to

As described above, the form in which the gas valve unit 32 is sealed with an airtight container such as a housing on the outside is called an ED type (Enclosed type). Space utilization is high because there is no space, but there is a disadvantage that maintenance of the gas valve unit 32 is difficult, and economical efficiency is low because an exhaust fan must be installed individually for each gas valve unit 32 .

In the conventional fuel gas supply system of LNGC as described above, as the gas valve unit 32 is disposed in the engine room E/R, a part of the vent line VL is disposed inside the engine room E/R. There is a risk. The gas discharged through the vent line (VL) may contain explosive fuel gas, which increases the risk of the engine room (E/R), and the vent line ( VL) must be composed of double piping (or enclosed by ducts), so additional cost is inevitable.

In addition, the fuel supply line (L) disposed in the engine room (E/R) must be configured as a double pipe (or enclosed by a duct). Since the length of the disposed fuel supply line (L), in particular, the first fuel supply line (L1) is significantly formed, the cost increase and safety problems due to the configuration of the part as a double pipe, and in the engine room (E/R) Problems such as occurrence of interference with other provided equipment occur, and the arrangement of the system cannot be optimized.

As described above, efforts are being made to reduce the emission of pollutants and improve operational efficiency by using LNG as a propulsion fuel in various ships including LNGC.

Accordingly, the present invention provides economical and economic benefits through efficient arrangement of a fuel supply line for supplying fuel gas from a liquefied gas fuel tank to an engine for a ship using a liquefied gas such as LNG as a fuel and valve devices installed therein. It is intended to propose the structure of a ship's fuel gas supply system that can satisfy the requirements of the classification while ensuring safety.

In particular, the present invention is to propose a fuel gas supply system for a ship that can be suitably applied to a crude-oil carrier. Making it possible to use it is a technical task.

According to one aspect of the present invention for achieving the above object, an engine room partitioned inside the hull of the stern portion; a main engine disposed inside the engine room and providing propulsion power of the ship; a power generation engine disposed inside the engine room and generating power required in the ship; a liquefied gas fuel tank in which liquefied gas supplied as fuel of the main engine and the generator engine is stored; a fuel supply unit for pressurizing the liquefied gas stored in the liquefied gas fuel tank or the boil-off gas generated in the liquefied gas fuel tank according to the conditions required by the main engine or the generator engine; a second fuel supply line for supplying fuel gas from the fuel supply unit to the power generation engine; and a gas valve unit installed on the second fuel supply line to control the pressure of fuel gas supplied to the power generation engine, wherein the gas valve unit is configured on the lower stern deck existing at the stern side of the ship. However, there may be provided a fuel gas supply system for a ship having a dual fuel engine, characterized in that it is disposed in a gas valve unit room disposed immediately adjacent to the rear of the engine room.

The ship may be a crude oil carrier that stores and transports crude oil in a plurality of cargo holds partitioned along the longitudinal direction inside the hull.

The second fuel supply line may extend to the gas valve unit room through a void space at the upper portion of the main deck or at the side of the hull, and then pass through the rear bulkhead of the engine room to be connected to the power generation engine.

A fuel gas supply system for a ship according to an aspect of the present invention includes: a first fuel supply line for supplying fuel gas from the fuel supply unit to the main engine; and a gas valve train installed on the first fuel supply line to control the pressure of fuel gas supplied to the main engine, wherein the gas valve train may be disposed in a cargo compressor room on the main deck.

The cargo compressor room and the gas valve unit room are spaces classified as hazardous areas, and may be ventilated periodically.

According to another aspect of the present invention for achieving the above object, in a crude oil carrier that stores and transports crude oil in a plurality of cargo holds partitioned along the longitudinal direction inside the hull, driving is performed using both fuel oil and liquefied gas A power generation engine capable of producing electric power required on board the ship, and a fuel oil tank and a liquefied gas fuel tank respectively storing the fuel oil and the liquefied gas supplied as fuel of the power generation engine, from the liquefied gas fuel tank The fuel supply line for supplying fuel gas to the power generation engine is the power generation from the rear of the engine room via a gas valve unit room disposed adjacent to the rear of the engine room through the void space of the upper part of the main deck or the side of the hull. The gas valve unit connected to the engine and installed on the fuel supply line to control the pressure of fuel gas supplied to the power generation engine is disposed in the gas valve unit room separated from the engine room and separated from the engine room. A fuel gas supply system for a ship having a dual fuel engine, characterized in that it is configured as an OD (Opened type) that does not require sealing may be provided.

According to the present invention, it is possible to significantly shorten the length of the fuel supply line disposed inside the engine room, so that the safety of the engine room can be sufficiently secured. It is possible to reduce the cost of construction, as well as increase the space utilization of the engine room and have the effect of optimally arranging the system.

In particular, the present invention provides an OD (Opened type) gas valve unit installed on the second fuel supply line for supplying low-pressure fuel gas from the fuel supply unit to the power generation engine in a gas valve unit room separated from the engine room. Since it is possible to configure, there is an advantage in terms of maintenance of the gas valve unit, and it is possible to integrally perform ventilation of the gas valve unit using the exhaust fan installed in the gas valve unit room, so the number of installation of the exhaust fan There is an effect of reducing the cost due to the reduction, and since the vent line for discharging explosive fuel gas from the gas valve unit is not disposed inside the engine room, the safety of the engine room is greatly improved and the complexity is reduced.

1 is a side cross-sectional view schematically showing the structure of a conventional LNGC.
Figure 2 is a side cross-sectional view showing an enlarged stern structure in Figure 1;
3 is a side cross-sectional view schematically showing the structure of a ship according to the present invention.
Figure 4 is a side cross-sectional view showing the structure of the stern part of the ship according to the present invention.
5 is a plan view showing the structure of the stern portion of the ship according to the present invention.
6 is a diagram schematically illustrating an arrangement structure of a first fuel supply line in a fuel gas supply system for a ship according to the present invention.
7 is a diagram schematically illustrating an arrangement structure of a second fuel supply line in a fuel gas supply system for a ship according to the present invention.

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

In the present specification, liquefied gas, including LNG, is liquefied at a low temperature, such as LPG (Liquefied Petroleum Gas), LEG (Liquefied Ethane Gas), Liquefied Ethylene Gas, Liquefied Propylene Gas, etc. It may contain any kind of liquefied gas that can be supplied as fuel to the engine in a possible and vaporized state. However, hereinafter, for convenience of explanation, LNG, which is a representative liquefied gas, will be described as an example.

In addition, in the present specification, a ship may be interpreted as a concept including all types of ships that can use the above liquefied gas as a fuel for an engine, and a typical LFS (LNG Fueled Ship) that is propelled using LNG as a fuel However, it may include ships with self-propelled capabilities such as LNGC, as well as offshore structures floating in the sea, such as LNG Floating Production Storage Offloading (FPSO) or LNG FSRU (Floating Storage Regasification Unit).

Hereinafter, the present invention will be described in detail by describing preferred embodiments of the present invention with reference to the accompanying drawings. Like reference numerals in each figure indicate like elements.

Figure 3 is a side cross-sectional view schematically showing the structure of the ship according to the present invention, Figure 4 is a side cross-sectional view showing the stern structure of the ship according to the present invention, Figure 5 is a stern structure of the ship according to the present invention showing It is a flat view. And, Figure 6 is a view schematically showing the arrangement structure of the first fuel supply line in the fuel gas supply system of the ship according to the present invention, Figure 7 is a second fuel supply line in the fuel gas supply system of the ship according to the present invention It is a diagram schematically showing the arrangement structure of

In the present invention, the ship is an LFS that is propelled by receiving LNG or BOG generated from LNG as a propulsion fuel, and may preferably be a crude-oil carrier including a very large crude oil carrier (VLCC). However, the present invention is not limited thereto, and the present invention provides a fuel oil tank 410 to be described later in front of the engine room (E/R) or other structures corresponding thereto (the pipe trunk 600 can be disposed). Applicable to all ships deployed.

3 to 5, the ship according to the present invention is divided into a plurality of cargo holds 100 along the longitudinal direction inside the hull, the crude oil is stored in the cargo hold 100 is transported.

In addition, the engine room (E/R) in which the main engine (ME), the power generation engine (GE), the boiler, etc. are arranged in the hull internal space of the stern is partitioned. The uppermost side of the engine room (E/R) is formed by the main deck (Main Deck), the inside of the engine room (E/R) may include at least one deck dividing the inner space up and down. For example, from the lower side of the main deck, the deck may be formed in the order of a lower deck, a first deck, a second deck, a floor, and a tank top.

The engine room (E/R) is classified as a safe area, and it is an area that must be secured from the dangerous area. For example, direct entry into the safe area from the hazardous area is prohibited (if necessary, an airlock is installed), and the gas pipe passing through the safe area must be completely enclosed by a double pipe or duct.

Unlike conventional LNGC (refer to FIGS. 1 and 2), a cofferdam 20 is installed between the cargo hold 10 and between the cargo hold 10 and the engine room (E/R) in which LNG, which is a dangerous cargo, is accommodated and isolates it. , in the present invention, since crude oil, which is a relatively safe cargo, is stored in the cargo hold 100, there is no need to isolate between the cargo holds 100 with a double-wall structure such as a cofferdam, and the bulkhead 200 between the cargo holds 100 has a single-wall structure. It is sufficient if it consists only of In addition, there is no need to install a separate cofferdam between the engine room (E / R) and the cargo hold (100).

A slop tank (Slop Tank) 300 may be disposed on the left / right side of the stern side of the cargo hold 100 disposed at the rearmost side of the hull. The slop tank 300 is a tank that collects residues and washing water or various oily mixtures generated on board the ship after cleaning of the cargo hold 100 in one place. The oily mixture stored in the slop tank 300 is oil and water by specific gravity. Separated into components, the water component is discharged to the sea and the remaining oil component is remixed with the crude oil during the next shipment.

In the engine room (E/R), at least one main engine (ME) as an engine for propulsion of the ship, and at least one power generation engine (GE) for generating necessary electric power in the ship are arranged. The main engine (ME) may be disposed on the bow side on the floor of the engine room (E/R), and the power generation engine (GE) may be disposed on the stern side on the second deck of the engine room (E/R).

The main engine (ME) may be a ME-GI engine, which is a 2-stroke high-pressure gas injection engine, but is not limited thereto, and an X-DF engine (eXtra long stroke Dual Fuel Engine), which is a 2-stroke low-pressure gas injection engine, is provided. could be

The power generation engine (GE) may be a general generator engine such as DFGE (Dual Fuel GEnerator), DFDG (Dual Fuel Diesel Generator), DFDE (Dual Fuel Diesel Electric Engine), or the like, or a different type such as a gas turbine or a boiler. It goes without saying that other combustion engines can be provided as long as it is possible to produce electricity using (異異) fuel.

That is, in the present invention, the main engine ME and the power generation engine GE may be a dual fuel engine, that is, a DF engine, which can be driven by receiving both oil fuel and gas fuel as fuel.

In the ship according to the present invention, a fuel oil tank 410 for storing fuel oil supplied to the main engine (ME) and the power generation engine (GE), and LNG supplied to the main engine (ME) and the power generation engine (GE) An LNG fuel tank 420 for storing is provided.

Fuel oil tank 410 may be disposed on the left / right side of the bow side of the engine room (E / R) adjacent to the rear of the slop tank 300, respectively. Fuel oil such as MDO and HFO may be stored as fuel in the fuel oil tank 410 . The fuel oil stored in the fuel oil tank 410 may be supplied as fuel of the main engine ME and the power generation engine GE through a fuel oil supply line (not shown).

As shown in the drawing, the fuel oil tank 410 may include a first fuel oil tank 411 and a second fuel oil tank 412 that are sequentially arranged in the direction from the bow to the stern, but the present invention is not limited thereto. It is not limited, and of course, the first fuel oil tank 411 and the second fuel oil tank 412 may be integrated to form a single tank.

The LNG fuel tank 420 may store LNG as a fuel, and may include an appropriate level of insulation and sealing system to enable storage of cryogenic LNG. LNG stored in the LNG fuel tank 420 or BOG generated in the LNG fuel tank 420 is to be supplied as fuel for the main engine ME and the power generation engine GE through fuel supply lines L1 and L2 to be described later. can

Since the present invention proposes a technology that can be suitably applied to a ship whose original purpose is not an LNG carrier, such as a crude oil carrier, an independent tank that can be loaded without significantly changing the design of an existing ship, more preferably IMO type C storage The tank may be used as the LNG fuel tank 420 . The IMO type C storage tank is a pressure-type tank that is easy to manufacture and install and has high stability.

The LNG fuel tank 420 may be disposed on the upper part of the main deck, and the pipes L1 and L2 for supplying LNG or BOG (hereinafter 'fuel gas') to the engines (ME, GE) are not unnecessarily long. It may be disposed adjacent to the room E/R.

Preferably, it may be disposed as close as possible while leaving a space for arranging the fuel supply unit 500 to be described later between the cabin 40 and the cabin 40 disposed on the main deck at the upper side of the engine room E/R. Accordingly, the LNG fuel tank 420 may be disposed above the cargo hold 100 disposed at the rearmost part of the hull among the plurality of cargo holds 100 .

However, the present invention is not limited thereto, and the position of the LNG fuel tank 420 may be flexibly changed within a range that does not impair the existing design of a ship to which the present invention is applied. For example, if the space at the rear of the cabin 40 is sufficient, it is possible to arrange the LNG fuel tank 420 in the rear of the cabin 40 , and if the position of the cabin 40 is moved, the LNG fuel It will also be possible to arrange the tank 420 on the upper side of the engine room (E / R).

As described above, when the ship according to the present invention can use LNG as fuel, the LNG stored in the LNG fuel tank 420 is supplied according to the temperature and pressure conditions required by the main engine (ME) and the power generation engine (GE). In order to do this, the fuel supply unit 500 must be provided.

The fuel supply unit 500 heats and pressurizes the LNG stored in the LNG fuel tank 420 or BOG generated in the LNG fuel tank 420 to the desired temperature and pressure required by the engines (ME, GE) to supply it to the engine. . To this end, the fuel supply unit 500 may include equipment such as a high-pressure pump and a vaporizer for processing of LNG, a compressor for processing of boil-off gas, and a heater.

That is, a device for vaporizing and boosting the LNG stored in the LNG fuel tank 420 should be provided in the ship, and at this time, a device for compressing the fuel gas to the pressure (eg, 150 to 400 bar) required by the main engine ME. And, a device for compressing the fuel gas to the pressure required by the power generation engine (GE) (eg 3 to 15 bar) should be provided, respectively.

The fuel supply unit 500 is preferably disposed as close to the LNG fuel tank 420 as possible. At this time, since the low-temperature liquid fuel flows between the LNG fuel tank 420 and the fuel supply unit 500 , the piping is more difficult than between the engine (ME, GE) and the fuel supply unit 500 through which relatively high-temperature gaseous fuel flows. Insulation should be considered more important.

As described above, the fuel supply unit 500 may be disposed between the cabin 40 and the LNG fuel tank 420 on the main deck, and specifically, it may be disposed on the main deck above the slop tank 300 . .

However, the present invention is not limited thereto, and as described above, the position of the fuel supply unit 500 may be flexibly changed within a range that does not impair the existing design of a ship to which the present invention is applied. However, as described above, since the insulation of the pipe formed between the LNG fuel tank 420 and the fuel supply unit 500 is important, it is preferable that the positions of the LNG fuel tank 420 and the fuel supply unit 500 be changed together. do.

In the present invention, the fuel supply unit 500 may be disposed in the cargo compressor room (Cargo Compressor Room) (CR). The cargo compressor room (CR) is classified as a hazardous area because the fuel supply unit 500 handling the fuel gas with the risk of explosion is disposed, and periodic ventilation must be performed based on the IGF Code. Normally, dry air can be exchanged 30 times per hour to prepare for gas leakage.

Fuel gas having appropriate temperature and pressure conditions in the fuel supply unit 500 may be supplied to the main engine ME and the power generation engine GE through the fuel supply lines L1 and L2. At this time, the first fuel supply line L1 for supplying the fuel gas compressed at high pressure in the fuel supply unit 500 to the main engine ME, and the fuel gas compressed to a low pressure in the fuel supply unit 500 to the power generation engine ( A second fuel supply line (L2) for supplying to the GE) is provided, respectively.

A gas valve train (GVT) 510 is installed on the first fuel supply line L1, and a gas valve unit (GVU) 520 is installed on the second fuel supply line L2. do.

The gas valve train 510 may be disposed in the cargo compressor room CR described above. The gas valve train 510 is a device for controlling the high-pressure fuel gas supplied to the main engine ME, and since the fuel gas flowing into the gas valve train 510 is already formed in a high-pressure state, the engine room M Even if it is disposed at a distance slightly separated from /E), it can sufficiently respond to the load fluctuation of the main injin (ME).

Therefore, the present invention does not arrange the gas valve train 510 inside the engine room (E/R) or configure and arrange a separate room outside the engine room (E/R), and the above-described cargo compressor room (CR) placed inside.

According to the present invention as described above, since the gas valve train 510 is disposed in the cargo compressor room CR, which is classified as a hazardous area and is always ventilated, sealing the gas valve train 510 is not required. Therefore, in the present invention, in order to satisfy the classification regulations for the gas valve train 510 for handling fuel gas, there is no need to configure a separate sealing device or a separate room, so it is possible to dramatically reduce the cost.

In addition, the present invention proposes the following structure in order to solve the problem caused by the long length of the first fuel supply line L1 disposed inside the engine room ER in the related art (see FIG. 2 ).

The present invention connects the first fuel supply line (L1) to the main engine (ME) through a bulkhead in the forward direction of the engine room (E/R), thereby leading to the first fuel supply line (500) from the fuel supply unit (500) to the main engine (ME) By making it possible to arrange the fuel supply line (L1) in the shortest distance, it is intended to secure economic feasibility due to the minimal double pipe design.

Specifically, the present invention configures a pipe trunk (Pipe Trunk) 600 in the first fuel oil tank 410 disposed in front of the bow bulkhead of the engine room (E/R), and is manufactured through the pipe trunk 600. 1 The fuel supply line (L1) is arranged to extend.

That is, in the present invention, the first fuel supply line L1 extends downward through the first fuel oil tank 410 described above, and at this time, the pipe trunk 600 configured in the first fuel oil tank 410 is the first fuel oil tank 410 . A passage through which the fuel supply line L1 is extended may be provided.

The first fuel supply line (L1) is connected to the main engine (ME) via the pump room (Pump Room) (PR) disposed in the lower portion of the bow side of the engine room (E / R) as shown in the drawing, or , or through the side wall of the pipe trunk 600 without going through the pump room PR, it may be directly connected to the main engine ME.

The pump room (PR) is an engine room (E/ It is a separate room at the lower part of the bow side of R).

The pipe trunk 600 may be configured to extend into the tank using any one of the first fuel oil tanks 410 respectively disposed on the port and starboard sides of the hull, as shown in FIG. 5 .

Here, since the pipe trunk 600 in which the first fuel supply line L1 is disposed is an enclosed space, the first fuel supply line L1 is configured as a double pipe in order to satisfy the regulations of the IGF Code. can

Alternatively, periodic ventilation (30 times per hour) may be performed for the inner space of the pipe trunk 600 and the first fuel supply line L1 may be configured as a single pipe. However, in order to circulate the entire air inside the pipe trunk 600, additional installation of an exhaust fan is required, which may increase the cost, so in the present invention, configuring the first fuel supply line L1 as a double pipe Take it as a preferred embodiment.

5 shows that the cargo compressor room CR and the pipe trunk 600 in which the fuel supply unit 500 and the gas valve train 510 are disposed are configured on the port side of the ship, but the above configurations are the starboard of the ship Of course, it is possible to change the design by being disposed on the side, and of course, it may be disposed on both the left and right side of the ship in consideration of the needs of the shipowner or the capacity and number of engines (ME, GE).

According to the present invention as described above, it is possible to arrange the first fuel supply line (L1) from the fuel supply unit 500 of the cargo compressor room (CR) to the main engine (ME) in the shortest distance, so that the minimum double pipe design economic feasibility can be achieved.

In addition, the length of the first fuel supply line (L1) disposed inside the engine room (E/R) is significantly shortened to ensure the safety of the engine room (E/R), and the complexity of the interior of the engine room (E/R) The problem of interference with the existing equipment can also be solved as the number of devices decreases.

As a result of checking whether the present invention satisfies the requirements of international classification, gas piping is sufficient Safety Provision (eg, double piping) in DNV-GL (Norway), KR (Korea), BV (France) classification While it is allowed to pass through the pump room if equipped, ABS (USA) and LR (UK) classification do not allow gas piping to pass through the pump room even if it has sufficient safety provision.

However, as described above, in the present invention, both the design of the first fuel supply line L1 extending through the pipe trunk 600 and the design that does not pass through the pump room PR are possible, so in various classifications It is possible to satisfy the required regulations.

On the other hand, the gas valve unit 520 is for stably supplying fuel gas to the power generation engine GE that consumes a relatively low pressure fuel gas as fuel, and the power generation engine GE uses the fuel gas required according to the load. Since the flow rate is elastically variable, when the gas valve unit 520 is disposed far away from the power generation engine GE, there is a problem in that it is difficult to properly cope with the load variation of the power generation engine GE.

That is, since the power generation engine GE has a lower gas pressure than the main engine ME, which is a propulsion engine, the gas valve unit 520 for controlling the supply of fuel gas to the power generation engine GE is close to the power generation engine GE. and, for example, the DNV-GL classification requires that the distance of the gas valve unit 520 from the power generation engine (GE) be within 30 m.

As described in the background art, in the prior art (refer to FIG. 2 ), a method in which the gas valve unit 32 is configured as an ED type and disposed inside the engine room E/R is mainly applied. The conventional ED type gas valve unit tends to be unfavorable by ship owners in terms of technical reliability and economic feasibility. had to be configured as

However, in the crude oil carrier to which the present invention is preferably applied, there is a sunken deck on the stern side. Accordingly, the present applicant proposes a structure for configuring and arranging a gas valve unit room (GVU Room) (GR) by utilizing the upper space of the sunken deck.

The sunken deck is formed one level lower than the main deck and is formed one level above the first deck of the engine room (E/R), and is mainly provided so that ships can be moored smoothly. It is a space in which facilities for the convenience of sailors are arranged, and in the present invention, a gas valve unit room (GVU Room) (GR) is configured and arranged by utilizing this space.

In the present invention, the gas valve unit room (GR) is configured immediately adjacent to the rear side of the engine room (E/R) on the sunken deck. And by arranging the gas valve unit 520 in the gas valve unit room GR provided adjacent to the immediately rear side of the engine room E/R, the bar required by the classification (the gas valve unit is within 30 m from the power generation engine) ) can be easily satisfied.

Since the gas valve unit room (GR) is a space handling vaporized LNG, it is classified as a hazardous area like the cargo compressor room (CR) described above, and periodic ventilation (air exchange 30 times per hour) is required. To this end, an exhaust fan (not shown) may be installed in the gas valve unit room GR and the cargo compressor room CR. The exhaust fan should always be operated in gas mode where the engine (ME, GE) uses LNG as fuel.

According to the present invention in which the gas valve unit 520 is arranged by configuring the gas valve unit room GR on the sunken deck as described above, the gas valve unit 520 is OD type (Opened type) (housing It is possible to prepare it in an airtight container such as

In addition, since it is possible to integrally perform ventilation of the gas valve unit 520 using an exhaust fan (not shown) installed in the gas valve unit room GR, it is possible to reduce the number of exhaust fans installed, thereby reducing costs. has the effect of

For example, when a ship is equipped with a total of three power generation engines (GE), when the ED type gas valve unit is applied, two exhaust fans are needed individually for each gas valve unit, so a total of six exhaust fans had to be provided. , if the gas valve unit room GR is configured as in the present invention, smooth ventilation can be performed only with a total of two exhaust fans.

In addition, when the gas valve unit 32 is disposed in the engine room E/R as in the prior art (see FIG. 2 ), it is required to separately seal the gas valve unit 32 and, of course, the gas valve unit 32 ), there is a risk that the vent line (VL) for discharging explosive fuel gas from the engine room (E/R) is disposed in the engine room (E/R), which caused an increase in the complexity inside the engine room (E/R).

However, according to the present invention in which the gas valve unit 520 is disposed in the gas valve unit room GR provided separately from the engine room E/R, explosive fuel gas can be discharged from the gas valve unit 520 . Since the vent line (VL) is not placed in the engine room (E/R), the safety of the engine room (E/R) is remarkably improved, and the It is not necessary to install a vent line (VL) of There is an effect that the system can be optimally placed.

Since there are many electrical equipment, equipment handling oil, ignition equipment, etc. inside the engine room (E/R), the present invention is to prevent gas piping such as a vent line (VL) from being placed in the engine room (E/R) as much as possible. It is intended to maximize stability by proposing a design structure.

The second fuel supply line (L2) for supplying low-pressure fuel gas from the fuel supply unit 500 is a gas valve at the rear of the engine room (E/R) through a void space formed in the upper part of the main deck or the side of the hull. It extends to the unit room GR, and may be connected to the power generation engine GE through the rear bulkhead of the engine room E/R.

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

E/R: engine room
ME : main engine
GE : power generation engine
CR : Cargo Compressor Room
GR : Gas valve unit room
PR : Pump Room
100: cargo hold
200: bulkhead
300: slop tank
410: fuel oil tank
420: LNG fuel tank
500: fuel supply unit
510: gas valve train
520: gas valve unit
600: pipe trunk

Claims (6)

an engine room partitioned inside the hull of the stern;
a main engine disposed inside the engine room and providing propulsion power of the ship;
a power generation engine disposed inside the engine room and generating power required in the ship;
a liquefied gas fuel tank in which liquefied gas supplied as fuel of the main engine and the power generation engine is stored;
a fuel supply unit for pressurizing the liquefied gas stored in the liquefied gas fuel tank or the boil-off gas generated in the liquefied gas fuel tank according to the conditions required by the main engine or the power generation engine;
a second fuel supply line for supplying fuel gas from the fuel supply unit to the power generation engine; and
and a gas valve unit installed on the second fuel supply line to control the pressure of fuel gas supplied to the power generation engine,
The gas valve unit is disposed on the lower stern deck existing on the stern side of the ship and is disposed in a gas valve unit room disposed immediately adjacent to the rear of the engine room,
The second fuel supply line extends to the gas valve unit room through a void space on the upper part of the main deck or on the side of the hull, and then passes through the rear bulkhead of the engine room to be connected to the power generation engine,
A fuel gas supply system for a ship having a dual fuel engine. The method according to claim 1,
The ship is characterized in that it is a crude oil carrier that stores and transports crude oil in a plurality of cargo holds partitioned along the longitudinal direction inside the hull,
A fuel gas supply system for a ship having a dual fuel engine. delete The method according to claim 1,
a first fuel supply line for supplying fuel gas from the fuel supply unit to the main engine; and
and a gas valve train installed on the first fuel supply line to control the pressure of fuel gas supplied to the main engine,
The gas valve train is characterized in that it is disposed in the cargo compressor room on the main deck,
A fuel gas supply system for a ship having a dual fuel engine. 5. The method according to claim 4,
The cargo compressor room and the gas valve unit room are spaces classified as hazardous areas, characterized in that periodic ventilation is performed.
A fuel gas supply system for a ship having a dual fuel engine. In a crude oil carrier that stores and transports crude oil in a plurality of cargo holds partitioned along the longitudinal direction inside the hull,
A power generation engine that can be driven using both fuel oil and liquefied gas and that produces power required on board a ship, a fuel oil tank and liquefied gas fuel that respectively store the fuel oil and the liquefied gas supplied as fuel of the power generation engine equipped with a tank,
The fuel supply line for supplying fuel gas from the liquefied gas fuel tank to the power generation engine is via a gas valve unit room disposed adjacent to the rear of the engine room through a void space on the upper side of the main deck or on the side of the hull, It is connected to the power generation engine from the rear of the engine room,
A gas valve unit installed on the fuel supply line to control the pressure of fuel gas supplied to the power generation engine is disposed in the gas valve unit room separated from the engine room, so that separate sealing is not required. characterized in that it is composed of an OD (Opened type),
A fuel gas supply system for a ship having a dual fuel engine.

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