KR102803115B1 - Fuel supply system for vessel and vessel including the same - Google Patents

Abstract

A marine fuel supply system according to an embodiment of the present invention includes: a storage tank storing liquefied ammonia as fuel supplied to a marine engine; a first pipe connected to the storage tank and supplying fuel to the engine; a booster pump connected to the first pipe; a second pipe recovering surplus ammonia discharged from the engine to a front end of the booster pump; a third pipe connecting between the storage tank and the booster pump; a compressor connected to the third pipe and pressurizing BOG generated in the storage tank; an aftercooler condensing and liquefying the BOG pressurized by the compressor; a tenth pipe connecting between the rear end of the compressor and the aftercooler and an economizer; and a heat recovery device connected to the tenth pipe and between the rear end of the compressor and the aftercooler and the economizer.

Description

{FUEL SUPPLY SYSTEM FOR VESSEL AND VESSEL INCLUDING THE SAME}

The present invention relates to a fuel supply system for a ship and a ship equipped with the system, and more particularly, to a fuel supply system for a ship using ammonia as fuel, which consumes the amount of fuel consumed from among the fuel supplied to an engine and, when recovering the remaining fuel, controls the pressure so as to join it to a fuel supply line from a storage tank, and at the same time performs processing of the boil-off gas generated, and a ship equipped with the system.

Consumption of liquefied gases such as LNG (Liquefied Natural Gas) and LPG (Liquefied Petroleum Gas) is rapidly increasing worldwide. Liquefied gases are transported in a gaseous state through gas pipelines on land or at sea, or stored in a liquefied state on liquefied gas carriers and transported to distant consumers.

Meanwhile, liquefied gas carriers and the like employ a fuel supply system that uses relatively inexpensive heavy oil such as bunker C oil as propulsion fuel for ships. However, due to the strengthening of international exhaust gas emission regulations on the use of heavy oil fuel, these heavy oil fuel supply systems required the installation of separate low-sulfur heavy oil fuel tanks (LSHFO tanks), and the demand for environmentally friendly fuel supply systems that meet international environmental regulations has increased.

Therefore, a fuel supply system that uses liquefied gas and the evaporated gas generated from it as propulsion fuel is used in liquefied gas carriers. Liquefied natural gas, known as one of the eco-friendly fuels, can reduce fine dust and carbon dioxide as well as respond to sulfur oxide regulations, but there is a limit to complete decarbonization because it emits carbon dioxide as a fossil fuel.

In order to comply with the strengthened International Maritime Organization (IMO) ship GHG (Green-House Gas) and _CO2 reduction regulations, ammonia ( _NH3 ) gas has begun to be paid attention to as a fuel other than LPG or LNG.

Accordingly, the present invention provides a marine fuel supply system that consumes the amount of fuel consumed from among the fuel supplied to an engine in a marine fuel supply system using ammonia as fuel, and controls the pressure when recovering the remaining fuel so that it can join the fuel supply line from a storage tank, while also performing processing of the generated evaporative gas, and a vessel equipped with the system.

A fuel supply system for a ship according to an embodiment of the present invention comprises: a storage tank (100, 110) in which liquefied ammonia is stored as fuel supplied to a ship engine (E); a first pipe (L1) connected to the storage tank (100, 110) to supply fuel to the engine (E); a booster pump (102) connected to the first pipe (L1); a second pipe (L2) for recovering surplus ammonia discharged from the engine (E) to the front end of the booster pump (102); a third pipe (L3) connecting between the storage tank (100, 110) and the booster pump (102); a compressor (201) connected to the third pipe (L3) to pressurize BOG generated in the storage tank (100, 110); an aftercooler (202) for condensing and liquefying BOG pressurized through the compressor (201); the compressor (201) and the It includes a 10th pipe (L10) connecting the rear end of the aftercooler (202) and the economizer (203), and a heat recovery device (204) connected to the 10th pipe (L10) between the compressor (201), the rear end of the aftercooler (202), and the economizer (203).

In addition, it may further include a control valve (V) for controlling the pressure of the surplus ammonia recovered from the front end of the booster pump (102).

In addition, between the booster pump (102) and the storage tank (100, 110), a pre-heater (101) connected to the first pipe (L1) is further included, and the pre-heater (101) can increase the temperature of the liquefied ammonia passing through the first pipe (L1).

Additionally, at the rear end of the booster pump (102), an after heater/cooler (103) connected to the first pipe (L1) may be further included.

In addition, the booster pump (102) can pressurize the liquefied ammonia that has passed through the pre-heater (101), and the after-heater/cooler (103) can increase or cool the temperature of the liquefied ammonia that has passed through the booster pump (102).

In addition, the heat recovery device (204) can perform pre-cooling of the condensed and liquefied ammonia through heat exchange between the ammonia condensed and liquefied in the aftercooler (202) and the BOG supplied from the storage tank (100, 110) to the compressor (201).

In addition, the 10th pipe (L10) is composed of the 10-1 pipe (L10-1) and the 10-2 pipe (L10-2), and some of the pre-cooled ammonia in the heat recovery device (204) is pressure-injected into the economizer (203) through the first JT valve (JT-1) connected to the 10-1 pipe (L10-1), and can exchange heat with another part of the pre-cooled ammonia supplied to the economizer (203) through the 10-2 pipe (L10-2).

In addition, a 12th pipe (L12) connecting between the economizer (203) and the storage tank (100, 110), and a 2nd JT valve (JT-2) connected to the 12th pipe (L12) between the economizer (203) and the storage tank (100, 110) may be further included.

In addition, a separator (205) connected to the 12th pipe (L12) is further included between the second JT valve (JT-2) and the storage tank (100, 110), and the separator (205) can separate ammonia in a liquid state and ammonia in a gaseous state.

In addition, the liquid ammonia separated through the separator (205) can be recovered to the storage tank (100, 110), and the gaseous ammonia separated through the separator (205) can be combined into the front end of the heat recovery device (204).

In addition, an 11th pipe (L11) connecting the economizer (203) and the compressor (201) is further included, and vaporized ammonia generated in the economizer (203) can be circulated to the compressor (201).

In addition, a glycol heater (302) connected to the pre-heater (101) and the fifth pipe (L5) to supply heated glycol water to the pre-heater (101) may be further included.

In addition, a sixth pipe (L6) connecting the pre-heater (101) and the aftercooler (202) is further included, and the glycol water supplied through the sixth pipe (L6) can cool the BOG while passing through the aftercooler (202) and then be supplied to the glycol heater (302) through the seventh pipe (L7).

In addition, a seawater pump (301) connected to the glycol heater (302) through a fourth pipe (L4) to supply seawater for heating the glycol water supplied to the glycol heater (302) may be further included.

Additionally, an additional heat source may be included to increase the temperature of the glycol water.

Additionally, the storage tank (100, 110) may be any one of IMO type A, IMO type B, and IMO type C.

A vessel according to one embodiment of the present invention may be equipped with the vessel fuel supply system described above.

In the present invention, carbon dioxide emissions can be reduced by supplying ammonia as fuel.

In addition, the amount of fuel supplied to the engine can be consumed, and the remaining fuel can be recovered by controlling the pressure so that it can be directly connected to the fuel supply line from the storage tank.

In addition, when recovering the remaining fuel after consuming the amount of fuel supplied to the engine, the recovered fuel may contain lubricants, etc. By arranging a pre-heater in the fuel supply line from the storage tank before joining with the fuel supply line from the storage tank, it is possible to prevent hardening or solidification of the lubricants, etc. contained in the recovered fuel and the low-temperature ammonia from the storage tank due to the temperature difference.

In addition, in the present invention, by combining a re-liquefaction device for re-liquefying ammonia evaporation gas continuously generated in an ammonia fuel storage tank with a fuel supply system, an economical marine fuel supply system can be constructed that can supply fuel to a marine engine and re-liquefy evaporation gas without having a separate compressor for the re-liquefaction device.

FIG. 1 is a schematic drawing of a vessel including a fuel supply system for a vessel according to an embodiment of the present invention.
FIGS. 2 and 3 are schematic drawings of a fuel supply system for a ship according to an embodiment of the present invention.
Figures 4 and 5 are drawings for explaining the fuel flow of the ship fuel supply system shown in Figure 1.
Figure 6 is a configuration diagram of a fuel supply system for a ship according to another embodiment of the present invention.

Hereinafter, with reference to the attached drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily implement the present invention. The present invention may be implemented in various different forms and is not limited to the embodiments described herein.

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

FIG. 1 is a schematic drawing of a vessel including a fuel supply system for a vessel according to an embodiment of the present invention.

As illustrated in FIG. 1, a ship fuel supply system (1000) according to one embodiment of the present invention can be installed on a ship. The ship may include an ammonia (NH ₃ ) carrier, but is not limited thereto. The ship fuel supply system (1000) according to one embodiment of the present invention can supply ammonia stored in a cargo hold as fuel for an engine (E) driving the ship through pipes (L1, L2, L3).

Hereinafter, a fuel supply system for a ship according to one embodiment of the present invention will be specifically described.

FIGS. 2 and 3 are schematic drawings of a fuel supply system for a ship according to an embodiment of the present invention, and FIGS. 4 and 5 are drawings for explaining the fuel flow of the fuel supply system for a ship shown in FIG. 1.

As illustrated in FIG. 2, a marine fuel supply system according to one embodiment of the present invention is a system for supplying ammonia (NH ₃ ) as fuel to a marine engine (E), including a storage tank (100) for storing ammonia, and the storage tank (100) and the engine (E) may be connected via a first pipe (L1). A valve (not illustrated) for controlling the flow of fluid moving within the first pipe (L1) may be connected to the first pipe (L1).

The storage tank (100) may be an insulated tank in which liquefied ammonia is stored. The storage tank (100) may be an IMO type A storage tank. The storage tank (100) may include a primary barrier and a secondary barrier completely surrounding the primary barrier to prevent liquefied ammonia from leaking due to damage to the primary barrier, and the secondary barrier may be a hull.

A pre-heater (101) and a booster pump (102) can be sequentially connected to the first pipe (L1).

An ammonia supply pump (10) may be installed inside the storage tank (100). The ammonia supply pump (10) may provide a pump pressure for transporting ammonia. In particular, the ammonia supply pump (10) may be a submerged pump or a deep well pump installed inside the ammonia filled inside the storage tank (100).

Ammonia stored in a storage tank (100) can be pumped through an ammonia supply pump (10), then supplied to a pre-heater (101), heated for the first time, and then pressurized through a booster pump (102) to be supplied to an engine (E) (see the dotted arrow in FIG. 4).

The pressure of the storage tank (100) can be set to low pressure, so that it can be increased to the high pressure required by the engine (E) through the booster pump (102).

Meanwhile, as illustrated in FIG. 3, ammonia moving through the first pipe (L1) can be pressurized through a booster pump (102) and then supplied at a temperature required by the engine (E) through an additionally provided after heater/cooler (103).

The pre-heater (101) initially increases the temperature of the ammonia, and the after-heater/cooler (103) can adjust it to the temperature required by the engine (E).

The liquefied ammonia used in the first pipe (L1) can be heated or cooled to an appropriate temperature required by the engine (E) through the after heater/cooler (103).

Meanwhile, although not shown, the after heater/cooler (103) may be connected to a heat exchange system using a refrigerant, such as glycol water.

The remaining ammonia after being supplied to the engine (E) can be recovered (see the dotted arrow in FIG. 5) to the front end of the booster pump (102) through the second pipe (L2). At this time, the recovered ammonia is recovered after being supplied as fuel to the engine (E), and may be in a high-temperature, high-pressure liquid state required by the engine (E). Therefore, the recovered ammonia can be reused as fuel after lowering the pressure through the pressure regulating valve (V) and then joining the front end of the booster pump (102).

The pressure regulating valve (V) can lower the pressure of ammonia recovered from the engine (E) according to the pressure at the rear end of the ammonia supply pump (10), the rear end of the compressor (201) and the aftercooler (202).

Ammonia recovered by the booster pump (102) through the second pipe (L2) may contain a mixture of lubricating oil (LO), etc. In this case, when cold ammonia supplied from the storage tank (100) and ammonia recovered from the front end of the booster pump (102) through the second pipe (L2) join into the first pipe (L1), hardening or solidification may occur due to a temperature difference. Therefore, this can be prevented by heating the cold ammonia supplied from the storage tank (100) through the pre-heater (101) before the ammonia joins.

BOG generated within the storage tank (100) increases the internal pressure of the storage tank (100), so it can be discharged through the third pipe (L3), pressurized, condensed and liquefied, and then supplied to the front end of the booster pump (102) connected to the first pipe (L1) (see the dotted arrow in FIG. 4).

The third pipe (L3) connects between the storage tank (100) and the booster pump (102), and at least one compressor (201) and an aftercooler (202) can be connected to the third pipe (L3).

BOG generated in the storage tank (100) is delivered to the compressor (201) through the third pipe (L3), and the BOG can be compressed in the compressor (201). The BOG can be compressed in one or multiple stages in the compressor (201), and an appropriate number of compressors (201) can be selected depending on the capacity and storage pressure of the compressor (201).

Ammonia pressurized through the compressor (201) can be condensed and liquefied through the aftercooler (202). At this time, liquefied ammonia having a higher temperature than the liquefied ammonia stored in the storage tank (100) is generated.

Liquefied ammonia is supplied to a booster pump (102), mixed with liquefied ammonia supplied through the first pipe (L1), and can be supplied as fuel to the engine (E) together with the liquefied ammonia delivered through the first pipe (L1).

Meanwhile, since the engine (E) is stopped under operating conditions such as anchoring conditions and in port conditions, ammonia fuel is not consumed. In this case, if the storage tank (100) is not sufficiently insulated or pressure designed, a separate reliquefaction system may be required.

In order to re-liquefy ammonia evaporation gas, i.e. BOG, generated in the storage tank (100) when the engine (E) does not consume fuel, an economizer (203) may be connected to the rear of the compressor (201) and the aftercooler (202) through the 10th pipe (L10).

At this time, in order to increase the re-liquefaction efficiency in the economizer (203), a heat recovery unit (204) may be connected to the 10th pipe (L10) in front of the economizer (203).

The heat recovery unit (204) can perform pre-cooling of the condensed and liquefied ammonia through the aftercooler (202). According to one embodiment, the heat recovery unit (204) can increase the re-liquefaction efficiency of the ammonia boil-off gas (BOG) by performing pre-cooling of the condensed and liquefied ammonia through heat exchange between the condensed and liquefied ammonia supplied through the 10th pipe (L10) from the aftercooler (202) and the BOG supplied from the storage tank (100) to the compressor (201).

Some of the ammonia pre-cooled in the heat recovery device (204) is supplied to the economizer (203) through the 10-1 pipe (L10-1), passes through the first JT valve (JT-1) connected to the 10-1 pipe (L10-1), and is injected into the economizer (203) under reduced pressure while being cooled by the Joule-Thomson effect. Using this as cold heat, the pre-cooled ammonia can be re-liquefied through self-heat exchange with another part of the pre-cooled ammonia supplied to the economizer (203) through the 10-2 pipe (L10-2). At this time, the ammonia heated and vaporized by being used as cold heat in the economizer (203) can be circulated to the compressor (201) through the 11th pipe (L11).

Additionally, the re-liquefied ammonia cooled through the economizer (203) can be recovered to the storage tank (100) through the 12th pipe (L12).

In addition, the re-liquefied ammonia cooled through the economizer (203) is additionally cooled by the Joule-Thomson effect through the second JT valve (JT-2) connected to the 12th pipe (L12) between the economizer (203) and the storage tank (100), and can be injected into the separator (205) under reduced pressure in a cooled state.

The separator (205) is connected to the 12th pipe (L12) at the rear end of the 2nd JT valve (JT-2) and can separate the reliquefied ammonia into liquid ammonia and gaseous ammonia.

The re-liquefied ammonia that has passed through the separator (205) can be recovered into the storage tank (100), and can be recovered into the storage tank (100) in a state with the same temperature and pressure as the ammonia inside the storage tank (100), and the gaseous ammonia can be combined into the front end of the heat recovery device (204).

Meanwhile, the pre-heater (101) and the aftercooler (202) connected to the first pipe (L1) and the third pipe (L3) to control the temperature of the liquefied ammonia can be connected to a heat exchange system using a refrigerant, for example, glycol water.

The heat exchange system may include a seawater pump (301) that supplies seawater, a glycol heater (302) connected to the seawater pump (301) through a fourth pipe (L4), and a glycol pump (303) that circulates glycol water and supplies it to the glycol heater (302). Meanwhile, if the temperature of the seawater supplied through the seawater pump (301) is not sufficiently high to increase the temperature of the glycol water, the glycol water may be additionally heated by an additional heat source (not shown), such as a steam heater.

The seawater pump (301) pumps seawater and supplies it to the glycol heater (302) through the fourth pipe (L4), and the glycol water supplied to the glycol heater (302) through the glycol pump (303) is discharged after its temperature is increased through the glycol heater (302).

The heated glycol water is supplied to the pre-heater (101) through the fifth pipe (L5), heats the liquefied ammonia supplied to the engine (E) through the first pipe (L1), and is then discharged through the sixth pipe (L6). At this time, the glycol water flowing through the sixth pipe (L6) can be cooled through heat exchange with the liquefied ammonia.

The sixth pipe (L6) is connected to the aftercooler (202), so that the cooled glycol water of the sixth pipe (L6) can be supplied to the aftercooler (202) to condense the BOG flowing through the third pipe (L3). The temperature of the glycol water discharged through the aftercooler (202) can be increased by the heat generated during the condensation. The glycol water discharged through the aftercooler (202) can be supplied to the glycol heater (302) through the seventh pipe (L7) and circulated.

Figure 6 is a configuration diagram of a fuel supply system for a ship according to another embodiment of the present invention.

The ship fuel supply system according to another embodiment of the present invention illustrated in FIG. 6 is mostly the same as the ship fuel supply system of FIG. 1, so only the different parts will be specifically described.

As illustrated in FIG. 6, a ship fuel supply system (1001) according to another embodiment of the present invention may include a storage tank (110) for storing ammonia, pipes (L1, L2, L3, L4, L5, L6, L7, L10, L10-1, L10-2, L11, L12) connecting an engine (E) and the storage tank (110), a pre-heater (101) connected to the pipes, a booster pump (102), an after-heater/cooler (103), a compressor (201), an after-cooler (202), an economizer (203), a heat recovery device (204), a separator (205), a first JT valve (JT-1), a second JT valve (JT-2), a glycol heater (302), and a glycol pump (303).

The storage tank (110) of Fig. 6 may be an IMO type C storage tank in the form of a pressure vessel. Unlike the storage tank (100) of Fig. 1, it can be easily installed on a ship in the form of a pressure vessel.

In the above embodiments, the IMO type C storage tank (110) and the IMO type A storage tank (100) have been described, but are not limited thereto, and the IMO type B can also be used as a storage tank for liquefied ammonia. The IMO type B can include a primary barrier and a partial secondary barrier (drip tray) that surrounds only a portion of the primary barrier that is relatively more likely to crack. The IMO type B storage tank can be provided in a spherical shape or include a square shape, but is not limited thereto.

Although the technical idea of the present invention has been described by the above various embodiments, the technical idea of the present invention includes various substitutions, modifications and changes that can be made within the scope that can be understood by those of ordinary skill in the art to which the present invention belongs. In addition, such substitutions, modifications and changes should be considered to be included within the scope of the appended claims.

10: Ammonia supply pump 100, 110: Storage tank
101: Pre-heater 102: Booster pump
103: After heater/cooler 201: Compressor
202: Aftercooler 203: Economizer
204: Heat recovery unit 205: Separator
301: Seawater pump 302: Glycol heater
303: Glycol pump

Claims (17)

A storage tank (100, 110) in which liquefied ammonia is stored as fuel supplied to a marine engine (E).
A first pipe (L1) connected to the above storage tank (100, 110) and supplying fuel to the engine (E);
A booster pump (102) connected to the first pipe (L1) above,
A second pipe (L2) that recovers excess ammonia discharged from the engine (E) to the front end of the booster pump (102);
A third pipe (L3) connecting the above storage tank (100, 110) and the above booster pump (102);
A compressor (201) connected to the third pipe (L3) and pressurizing BOG generated within the storage tank (100, 110),
An aftercooler (202) that condenses and liquefies the BOG pressurized through the compressor (201),
A 10th pipe (L10) connecting the rear end of the compressor (201) and the aftercooler (202) and the economizer (203), and
It includes a heat recovery device (204) connected to the 10th pipe (L10) between the rear end of the compressor (201) and the aftercooler (202) and the economizer (203).
It further includes a control valve (V) for controlling the pressure of the surplus ammonia recovered from the front end of the booster pump (102).
Between the booster pump (102) and the storage tank (100, 110), a pre-heater (101) connected to the first pipe (L1) is further included.
The above pre-heater (101) increases the temperature of the liquefied ammonia passing through the first pipe (L1),
At the rear end of the above booster pump (102), an after heater/cooler (103) connected to the first pipe (L1) is further included.
It further includes a glycol heater (302) connected to the above pre-heater (101) and the fifth pipe (L5) to supply heated glycol water to the above pre-heater (101).
It further includes a sixth pipe (L6) connecting between the above pre-heater (101) and the after-cooler (202),
The glycol water supplied through the sixth pipe (L6) cools the BOG while passing through the aftercooler (202), and is then heated by the BOG and supplied to the glycol heater (302) through the seventh pipe (L7).
The BOG pressurized, condensed and liquefied through the third pipe (L3) joins the first pipe (L1) in front of the booster pump (102), and the surplus ammonia discharged from the engine (E) through the second pipe (L2) joins the first pipe (L1) in front of the booster pump (102).
The surplus ammonia, which joins the first pipe (L1) through the second pipe (L2), joins closer to the booster pump (102) than the pressurized, condensed and liquefied BOG, which joins the first pipe (L1) through the third pipe (L3).
Fuel supply system for ships. delete delete delete In paragraph 1,
The above booster pump (102) pressurizes the liquefied ammonia that has passed through the above pre-heater (101),
The above after heater/cooler (103) increases or cools the temperature of the liquefied ammonia passing through the booster pump (102).
Fuel supply system for ships. In paragraph 1,
The above heat recovery device (204) is
Pre-cooling of the condensed and liquefied ammonia is performed through heat exchange between the ammonia condensed and liquefied in the above aftercooler (202) and the BOG supplied from the storage tank (100, 110) to the compressor (201).
Fuel supply system for ships. In paragraph 6,
The above 10th pipe (L10) is composed of the 10-1 pipe (L10-1) and the 10-2 pipe (L10-2).
In the above heat recovery device (204), some of the pre-cooled ammonia is injected into the economizer (203) under reduced pressure through the first JT valve (JT-1) connected to the 10-1 pipe (L10-1), and heat-exchanges with another part of the pre-cooled ammonia supplied to the economizer (203) through the 10-2 pipe (L10-2).
Fuel supply system for ships. In paragraph 7,
A 12th pipe (L12) connecting the above economizer (203) and the above storage tank (100, 110), and
Further comprising a second JT valve (JT-2) connected to the 12th pipe (L12) between the above economizer (203) and the above storage tank (100, 110).
Fuel supply system for ships. In Article 8,
Between the second JT valve (JT-2) and the storage tank (100, 110), a separator (205) connected to the 12th pipe (L12) is further included.
The above separator (205) separates ammonia in a liquid state and ammonia in a gaseous state.
Fuel supply system for ships. In Article 9,
The liquid ammonia separated through the above separator (205) is recovered into the storage tank (100, 110).
The ammonia in the gaseous state separated through the above separator (205) joins the front end of the heat recovery device (204).
Fuel supply system for ships. In paragraph 7,
It further includes an 11th pipe (L11) connecting the above economizer (203) and the above compressor (201),
The vaporized ammonia generated in the above economizer (203) is circulated to the above compressor (201).
Fuel supply system for ships. delete delete In paragraph 1,
It further includes a seawater pump (301) connected to the glycol heater (302) through a fourth pipe (L4) to supply seawater to heat the glycol water supplied to the glycol heater (302).
Fuel supply system for ships. In Article 14,
Further comprising an additional heat source for increasing the temperature of the glycol water;
Fuel supply system for ships. In paragraph 1,
The above storage tank (100, 110) is one of IMO type A, IMO type B and IMO type C.
Fuel supply system for ships. A vessel equipped with a fuel supply system for a vessel according to any one of paragraphs 1, 5 to 11 and 14 to 16.