KR20210137341A - Ammonia fuel supply apparatus - Google Patents

Abstract

An ammonia fuel supply device is provided by an embodiment of the present invention.
Ammonia fuel supply device according to an embodiment of the present invention is connected to a storage tank for storing liquid ammonia, a first fuel supply pipe for supplying liquid ammonia from the storage tank to a first combustion engine, and is connected to the first fuel supply pipe for storage A boosting pump for increasing the supply pressure of the liquid ammonia supplied from the tank, a temperature control unit connected to the first fuel supply pipe at the rear end of the boosting pump to increase the temperature of the liquid ammonia supplied to the first combustion engine, and a storage tank connected to the liquid phase A BOG discharge pipe for discharging ammonia generated by natural vaporization of ammonia, a compressor connected to the BOG discharge pipe to compress ammonia, a second fuel supply pipe branching from the compressor to supply ammonia to a second combustion engine, and BOG at the rear end of the compressor a heat exchanger connected to the exhaust pipe, and a first fuel transport pipe having one end connected to the first fuel supply pipe at the front end of the boosting pump and the other end connected to the second fuel supply pipe via the heat exchanger, wherein the BOG discharge pipe at the rear end of the heat exchanger is It can be connected to a storage tank.

Description

Ammonia fuel supply apparatus

The present invention relates to an ammonia fuel supply device, and more particularly, to an ammonia fuel supply device capable of supplying fuel corresponding to combustion engines having different required fuel conditions, respectively.

In general, various engines installed in ships generate power by burning fuel, and exhaust gas generated in the process of combustion of fuel includes nitrogen oxides, sulfur oxides, carbon dioxide, and the like. As air pollution increases, regulations on various harmful substances included in exhaust gas are becoming stricter, and not only nitrogen oxides and sulfur oxides, but also carbon dioxide have been regulated by the International Maritime Organization (IMO), the UN oxidizing agency. are receiving In fact, the International Maritime Organization is in the process of reducing carbon dioxide emissions by 40% compared to 2008 by 2030 and 70% by 2050 compared to 2008. Accordingly, development of an eco-friendly ship that generates power using a low-carbon or decarbonized fuel is required, and ammonia, which does not emit carbon dioxide during combustion, is emerging as one of the next-generation eco-friendly fuels.

On the other hand, in a conventional ship using ammonia as a fuel, a combustion engine generates power by burning liquid ammonia, and thus liquid ammonia in a storage tank or pipe is vaporized to release ammonia in the gaseous phase to the atmosphere. In addition, when the combustion engine trips (automatically open circuit breaker) or the combustion engine malfunctions, the fuel residues on the pipe supplying ammonia and the engine side are purged, and the purged fuel is collected and discharged to the atmosphere. However, since ammonia is a toxic substance and does not spread quickly when released to the atmosphere, releasing ammonia into the atmosphere has a safety problem.

Accordingly, there is a need for a ship equipped with both a combustion engine for burning liquid ammonia and a combustion engine for burning gaseous ammonia, and a device capable of supplying fuel corresponding to each combustion engine having different required fuel conditions. became necessary

Republic of Korea Patent Publication No. 10-2015-0059032 (2015. 05. 29.)

An object of the present invention is to provide an ammonia fuel supply device capable of supplying fuels corresponding to combustion engines having different required fuel conditions, respectively.

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the following description.

Ammonia fuel supply device according to an embodiment of the present invention for achieving the above technical problem, a storage tank for storing liquid ammonia, a first fuel supply pipe for supplying the liquid ammonia from the storage tank to a first combustion engine; A boosting pump connected to the first fuel supply pipe to increase the supply pressure of the liquid ammonia supplied from the storage tank, and the liquid ammonia supplied to the first combustion engine by being connected to the first fuel supply pipe at the rear end of the boosting pump a temperature control unit for increasing the temperature of a BOG discharge pipe connected to the storage tank to discharge ammonia generated by natural vaporization of the liquid ammonia; A compressor connected to the BOG discharge pipe to compress the ammonia; a second fuel supply pipe for supplying the ammonia to a second combustion engine, a heat exchanger connected to the BOG discharge pipe at the rear end of the compressor, and one end connected to the first fuel supply pipe before the booster pump and the other end connected to the heat exchange and a first fuel transfer pipe connected to the second fuel supply pipe via a gas, wherein the BOG discharge pipe at the rear end of the heat exchanger is connected to the storage tank.

The ammonia fuel supply device may further include a first pressure reducing valve installed in the first fuel transfer pipe at the rear end of the heat exchanger.

The ammonia fuel supply device may further include a second pressure reducing valve installed in the BOG discharge pipe at the rear end of the heat exchanger.

The ammonia fuel supply device includes a branch pipe connected to the first fuel supply pipe at the rear end of the booster pump for discharging the liquid ammonia inside the first fuel supply pipe, and a knockout connected to the branch pipe to store the liquid ammonia It may further include a drum.

In the ammonia fuel supply device, one end is connected to the first combustion engine and the other end is connected to the knockout drum, so that the liquid ammonia in the first combustion engine or the liquid ammonia in the first combustion engine is vaporized to generate ammonia It may further include a fuel discharge pipe for discharging to the knockout drum.

The ammonia fuel supply device may further include a second fuel transport pipe connecting the knockout drum and the second fuel supply pipe to supply ammonia in the knockout drum to the second fuel supply pipe.

According to the present invention, it is possible to supply fuels respectively corresponding to combustion engines having different required fuel conditions. That is, liquid ammonia may be supplied to a first combustion engine that burns liquid fuel, and ammonia may be supplied to a second combustion engine that burns gaseous fuel. Since the first combustion engine and the second combustion engine generate power by burning liquid ammonia and ammonia, respectively, carbon dioxide is not generated, so that it is possible to satisfy the emission regulations of the International Maritime Organization.

In addition, since ammonia generated in the storage tank is discharged and compressed, then supplied to the second combustion engine, or compressed and cooled and then decompressed and recovered to the storage tank, the system efficiency can be increased while preventing the pressure increase in the storage tank.

In addition, when the first combustion engine and the second combustion engine are tripped or the first combustion engine and the second combustion engine are abnormal, liquid ammonia or gaseous ammonia in the piping, the first combustion engine, and the second combustion engine is discharged to the knockout drum. Since it is stored, circulated, and reused as fuel, ammonia, a toxic substance, can be treated more safely and effectively.

1 is a view schematically showing an ammonia fuel supply device according to an embodiment of the present invention.
2 to 5 are operational diagrams for explaining the operation of the ammonia fuel supply device.

Advantages and features of the present invention and methods of achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms, and only these embodiments allow the disclosure of the present invention to be complete, and common knowledge in the art to which the present invention pertains It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

Hereinafter, with reference to FIGS. 1 to 5, an ammonia fuel supply device according to an embodiment of the present invention will be described in detail.

Ammonia fuel supply device according to an embodiment of the present invention is a device for supplying ammonia to a combustion engine using ammonia as a fuel, for example, may be installed in an offshore structure such as a ship.

The ammonia fuel supply device may supply fuels respectively corresponding to combustion engines having different required fuel conditions. That is, liquid ammonia may be supplied to a first combustion engine that burns liquid fuel, and ammonia may be supplied to a second combustion engine that burns gaseous fuel. Since the first combustion engine and the second combustion engine generate power by burning liquid ammonia and ammonia, respectively, carbon dioxide is not generated, so that it is possible to satisfy the emission regulations of the International Maritime Organization. In addition, since ammonia generated in the storage tank is discharged and compressed, then supplied to the second combustion engine, or compressed and cooled and then decompressed and recovered to the storage tank, the system efficiency can be increased while preventing the pressure increase in the storage tank. In addition, when the first combustion engine and the second combustion engine are tripped or the first combustion engine and the second combustion engine are abnormal, liquid ammonia or gaseous ammonia in the piping, the first combustion engine, and the second combustion engine is discharged to the knockout drum. Since it is stored, circulated, and reused as fuel, it has the characteristic of being able to safely and effectively treat ammonia, a toxic substance.

Hereinafter, with reference to FIG. 1, the ammonia fuel supply apparatus 1 is demonstrated in detail.

1 is a view schematically showing an ammonia fuel supply device according to an embodiment of the present invention.

The ammonia fuel supply device 1 according to the present invention includes a storage tank 10 , a first fuel supply pipe 20 , a boosting pump 30 , a temperature control unit 40 , a BOG discharge pipe 50 , It includes a compressor 51 , a second fuel supply pipe 60 , a heat exchanger 52 , and a first fuel transport pipe 26 .

The storage tank 10 is a tank that stores liquid ammonia by maintaining a constant pressure inside, and is formed as a membrane type atmospheric tank with an internal pressure of 1 barg or less, or a C-type pressurized tank with an internal pressure exceeding 1 barg but less than 10 barg. can be formed. When the storage tank 10 is a membrane type atmospheric tank, the temperature of the liquid ammonia stored therein may be -18.3° C. or less, and when the storage tank 10 is a C-type pressurized tank, the temperature of the liquid ammonia stored therein may be greater than -18.3°C but less than 28°C. By forming the storage tank 10 as an atmospheric tank of 1 barg or less or as a pressurized tank of less than 10 barg, the tank design cost can be reduced compared to the conventional case using a high-pressure tank, and the tank weight can be reduced, thereby reducing the operating cost of the vessel There are advantages to reducing it. The liquid ammonia stored in the storage tank 10 is discharged through the first fuel supply pipe 20 .

The first fuel supply pipe 20 is a pipe for supplying liquid ammonia from the storage tank 10 to the first combustion engine 100 , and has one end connected to the storage tank 10 and the other end connected to the first combustion engine 100 . Connected. Here, the first combustion engine 100 refers to a device for generating power by burning liquid ammonia, and may be, for example, a main engine (ME). The first fuel supply pipe 20 has one end connected to the pressurization pump 11 installed inside the storage tank 10 through the storage tank 10 , and the other end extending to the outside of the storage tank 10 to the first combustion engine (100) can be connected. As one end of the first fuel supply pipe 20 is connected to the pressurization pump 11 , the liquid ammonia stored in the storage tank 10 is pressurized by the pressurization pump 11 to be supplied to the first fuel supply pipe 20 . can For example, when the storage tank 10 is a membrane type atmospheric tank, the liquid ammonia may be pumped by the pressure pump 11 to a state of about 20 barg and -30.91°C. The liquid ammonia supplied to the first fuel supply pipe 20 moves to the boosting pump 30 .

The boosting pump 30 increases the supply pressure of the liquid ammonia supplied from the storage tank 10 , and at least one may be connected to the first fuel supply pipe 20 . The boosting pump 30 may pressurize the liquid ammonia above the pressure required by the combustion engine 100 . For example, the liquid ammonia may be pressurized by the boosting pump 30 to a state of about 70 barg and -21.58°C. A part of the liquid ammonia pressurized by the boosting pump 30 moves to the storage tank 10 through a recovery pipe 23 to be described later, and the remaining part is a temperature control unit 40 through the first fuel supply pipe 20 . can move to

The temperature control unit 40 is connected to the first fuel supply pipe 20 at the rear end of the booster pump 30 to control the temperature of the liquid ammonia supplied to the first combustion engine 100, and heat-exchanges with fresh water or glycol water. It is possible to increase the temperature of liquid ammonia. The liquid ammonia may be heated by the temperature control unit 40 to a state of about 65 barg and 35°C. The liquid ammonia, which is pressurized and heated while passing through the pressure boosting pump 30 and the temperature control unit 40 in sequence, is supplied to the first combustion engine 100 through the first fuel supply pipe 20 and may be used as fuel. Since the first combustion engine 100 generates power by burning liquid ammonia, carbon dioxide is not generated, so that it is possible to satisfy the carbon dioxide emission regulations of the International Maritime Organization. In the first combustion engine 100, the flow rate of fuel is usually regulated by a variable frequency drive (VFD) that controls the rotation speed of the motor by varying the voltage and frequency. There is a limit to precise control. Accordingly, the recovery pipe 23 and the auxiliary recovery pipe 25 for precisely controlling the flow rate of fuel may be branched on the first fuel supply pipe 20 . The recovery pipe 23 is branched from the first fuel supply pipe 20 between the booster pump 30 and the temperature control unit 40 and is connected to the storage tank 10 , and among the liquid ammonia boosted by the booster pump 30 , A portion may be recovered to the storage tank (10). The auxiliary return pipe 25 is branched from the first fuel supply pipe 20 at the front end of the booster pump 30 and is connected to the storage tank 10 , and some of the liquid ammonia pumped from the pressurization pump 11 is stored in the storage tank 10 . ) can be recovered. A first flow control valve 23a and a second flow control valve 25a are installed on the recovery pipe 23 and the auxiliary recovery pipe 25, respectively, so that the flow rate of the liquid ammonia recovered to the storage tank 10 is controlled. can

As described above, the storage tank 10 is formed as an atmospheric tank of 1 barg or less or a pressurized tank of less than 10 barg, which has the advantage of reducing tank design cost and tank weight. can be Alternatively, liquid ammonia may be naturally vaporized due to sloshing or the like. Ammonia generated by natural vaporization of liquid ammonia increases the internal pressure of the tank and causes various problems, so the BOG discharge pipe 50 is connected to the upper end of the storage tank 10 to discharge ammonia generated by natural vaporization of liquid ammonia can do. For example, when the storage tank 10 is a membrane type atmospheric tank, the ammonia discharged to the BOG discharge pipe 50 may be in a state of about 0.09 barg and 45°C. A compressor 51 may be connected to the BOG discharge pipe 50 , and the compressor 51 may be formed as a multi-stage compressor to compress ammonia to a pressure required by the first combustion engine 100 . That is, the compressor 51 is composed of a multi-stage compressor connected in series to the BOG discharge pipe 50 , and the second fuel supply pipe 60 may be branched from an intermediate stage of the multi-stage compressor.

The second fuel supply pipe 60 is a pipe for supplying compressed ammonia to the second combustion engine 200 , and has one end connected to the middle end of the compressor 51 and the other end connected to the second combustion engine 200 . Here, the second combustion engine 200 refers to a device for generating power by burning gaseous ammonia, and may be, for example, a generator engine (GE). When the storage tank 10 is a membrane-type atmospheric tank, the ammonia branched into the second fuel supply pipe 60 may be in a state of about 5 barg and 50°C. A first control valve 60a and a third on-off valve 60b are installed in the second fuel supply pipe 60 , and the first control valve 60a and the third on-off valve 60b are respectively connected to the second combustion engine 200 ) can control the flow of ammonia supplied to it.

The BOG discharge pipe 50 at the rear end of the compressor 51 may be connected to the storage tank 10 , and a heat exchanger 52 may be connected to the rear end of the compressor 51 . The heat exchanger 52 cools and liquefies the ammonia compressed in multiple stages in the compressor 51 , and may exchange heat between the BOG discharge pipe 50 and the first fuel transport pipe 26 . The first fuel transport pipe 26 may have one end connected to the first fuel supply pipe 20 at the front end of the booster pump 30 and the other end connected to the second fuel supply pipe 60 via a heat exchanger 52 . That is, in the heat exchanger 52, the ammonia compressed in the compressor 51 and the liquid ammonia pumped by the pressurization pump 11 exchange heat, whereby the ammonia is liquefied to become liquid ammonia, and the liquid ammonia is vaporized and vaporized. becomes ammonia. For example, when the storage tank 10 is a membrane type atmospheric tank, the ammonia compressed in multiple stages in the compressor 51 is in a state of about 65 barg and 150° C., and after being cooled in the heat exchanger 52, about 20 barg , can be liquefied ammonia at 23°C. At this time, the liquid ammonia flowing through the first fuel transfer pipe 26 may be in a state of about 20 barg, -30.91° C. at the front end of the heat exchanger 52, and vaporized ammonia at about 20 barg and 25° C. after passing through the heat exchanger 52 can be Since the first pressure reducing valve 26a is installed in the first fuel transfer pipe 26 at the rear end of the heat exchanger 52 , the vaporized ammonia is reduced to a pressure required by the second combustion engine 200 and then the second fuel supply pipe 60 ) can be joined. When the storage tank 10 is a membrane type atmospheric tank, the vaporized ammonia is in a state of about 5 barg and 20° C. after passing through the first pressure reducing valve 26a, and when ammonia and vaporized ammonia are mixed, about 5 barg (5-7 barg) ), 40 ℃ (5 ~ 55 ℃) can be in the state.

A second pressure reducing valve 53 is installed in the BOG discharge pipe 50 at the rear end of the heat exchanger 52 , and the second pressure reducing valve 53 can control the flow while depressurizing the liquefied ammonia returned to the storage tank 10 . have. When the storage tank 10 is a membrane type atmospheric tank, the liquid ammonia passing through the second pressure reducing valve 53 may be in a state of about 1 barg, ℃. As the decompressed and cooled liquefied ammonia is recovered to the storage tank 10 , the internal pressure of the storage tank 10 may be lowered.

Meanwhile, the branch pipe 21 may be connected to the first fuel supply pipe 20 at the rear end of the booster pump 30 . The branch pipe 21 discharges the liquid ammonia inside the first fuel supply pipe 20 , and may be opened when the first combustion engine 100 is tripped or the first combustion engine 100 is abnormal. A branch pipe valve 21a for controlling the flow of liquid ammonia is installed on the branch pipe 21, and a first on/off valve 22a is provided at both ends of the first fuel supply pipe 20 with the branch pipe 21 interposed therebetween. and a second opening/closing valve 22b may be installed. For example, when the first combustion engine 100 is operated, both the first on/off valve 22a and the second on/off valve 22b may be opened and the branch pipe valve 21a may be closed. In addition, when the first combustion engine 100 is tripped or the first combustion engine 100 is abnormal, the first opening/closing valve 22a located in front of the point where the branch pipe 21 is connected, and the branch pipe 21 are The second opening/closing valve 22b located at the rear end of the connecting point may be selectively opened and closed, and the branch pipe valve 21a may be opened. More specifically, when the liquid ammonia on the first fuel supply pipe 20 is discharged to the branch pipe 21 , the first on/off valve 22a may be opened and the second on/off valve 22b may be closed. In addition, when the liquid ammonia or gaseous ammonia in the first combustion engine 100 is discharged to the branch pipe 21 , the first on/off valve 22a may be closed and the second on/off valve 22b may be opened. At this time, the inert gas injection unit 80 may be connected to the first fuel supply pipe 20 between the recovery pipe 23 and the temperature control unit 40 so that the liquid ammonia can be smoothly discharged to the branch pipe 21 . have. The inert gas injection unit 80 injects an inert gas such as nitrogen into the first fuel supply pipe 20, thereby easily pushing the liquid ammonia accommodated on the first fuel supply pipe 20 by the inert gas to the branch pipe ( 21) can be released. A flow control valve 24 may be installed in the fuel supply pipe 20 at the front end of the inert gas injection unit 80, and the flow control valve 24 is connected to the first fuel supply pipe when the inert gas injection unit 80 operates. 20) to prevent further inflow of liquid ammonia. The flow control valve 24, the aforementioned branch pipe valve 21a, the first on/off valve 22a, the second on/off valve 22b, the third on/off valve 60b, the first flow control valve 23a, The second flow control valve 25a, the first pressure reducing valve 26a, the second pressure reducing valve 53, the first control valve 60a, and the second control valve 91a to be described later are respectively connected to the control unit 70. The control unit 70 is interlocked with a variable frequency drive of the combustion engine 100, a load control system (PMS), a pressure sensor 61, a temperature sensor 62 to be described later, and the like, to interlock various valves including a pump. can control

A knockout drum 90 may be connected to the branch pipe 21 . The knockout drum 90 is a kind of buffer tank and may temporarily store liquid ammonia discharged through the branch pipe 21 . In addition, the fuel discharge pipe 110 may be connected to the knockout drum 90 . The fuel discharge pipe 110 is a pipe for discharging the liquid ammonia inside the first combustion engine 100 or ammonia generated by vaporizing the liquid ammonia inside the first combustion engine 100 to the knockout drum 50, one end of which is 1 may be connected to the combustion engine 100 and the other end may be connected to the knockout drum 50 . At this time, since the liquid ammonia or ammonia discharged to the knockout drum 90 through the fuel discharge pipe 110 is at a high temperature of about 60° C., the liquid ammonia stored in the knockout drum 90 may be at least partially vaporized. That is, when the first combustion engine 100 is tripped or the first combustion engine 100 is abnormal, the liquid ammonia and gaseous ammonia in the first fuel supply pipe 20 and the first combustion engine 100 are separated from the branch pipe ( 21) and the fuel discharge pipe 110 are stored in the knockout drum 50, and when the trip of the first combustion engine 100 is terminated or the abnormality of the first combustion engine 100 is resolved, the liquid ammonia is separately It is circulated to the storage tank 10 through a pipe, and ammonia is supplied to the second combustion engine 200 through the second fuel transfer pipe 91 .

The second fuel delivery pipe 91 is a pipe that connects the knockout drum 90 and the second fuel supply pipe 60 to supply ammonia in the knockout drum 90 to the second fuel supply pipe 60 , and has one end of the knockout drum (90) may be connected to the upper end and the other end may be connected to the second fuel supply pipe 60 at the rear end of the first fuel transport pipe 26. A second control valve 91a is installed in the second fuel transfer pipe 91 , and the second control valve 91a may control a flow rate and a flow direction of ammonia supplied to the second combustion engine 200 . That is, ammonia in the knockout drum 90 may be supplied to the second fuel supply pipe 60 through the second fuel transport pipe 91 , and conversely, ammonia in the second fuel supply pipe 60 is converted into the second fuel transport pipe. It may be supplied to the knockout drum 90 through the 91 . A pressure sensor 61 and a temperature sensor 62 for measuring the pressure and temperature of ammonia supplied to the second combustion engine 200, respectively, are installed in the second fuel supply pipe 60 at the front end of the second combustion engine 200, , the control unit 70 is a first control valve (60a) installed in the BOG discharge pipe (50) according to the measured values measured by the pressure sensor (61) and the temperature sensor (62), the first installed in the first fuel transfer pipe (26) It is possible to control the opening and closing of the pressure reducing valve 26a and the second control valve 91a installed in the second fuel transfer pipe 91 .

Hereinafter, the operation of the ammonia fuel supply device 1 will be described in more detail with reference to FIGS. 2 to 5 .

2 to 5 are operational diagrams for explaining the operation of the ammonia fuel supply device.

The ammonia fuel supply device 1 according to the present invention may supply fuels corresponding to combustion engines having different required fuel conditions, respectively. That is, liquid ammonia may be supplied to the first combustion engine 100 that burns liquid fuel, and ammonia may be supplied to the second combustion engine 200 that burns gaseous fuel. Since the first combustion engine 100 and the second combustion engine 200 generate power by burning liquid ammonia and ammonia, respectively, carbon dioxide is not generated, thereby satisfying the emission regulations of the International Maritime Organization. In addition, since ammonia generated in the storage tank 10 is discharged and compressed and then supplied to the second combustion engine 200 or compressed and cooled, the pressure is reduced and recovered to the storage tank 10 , so the pressure of the storage tank 10 increases. It is possible to increase the device efficiency while preventing In addition, when the first combustion engine 100 and the second combustion engine 200 are tripped or the first combustion engine 100 and the second combustion engine 200 are abnormal, the piping, the first combustion engine, and the second combustion engine Since liquid ammonia or gaseous ammonia is discharged, stored in the knockout drum 90, circulated, and reused as fuel, ammonia, which is a toxic substance, can be safely and effectively treated.

2 is a diagram illustrating an operation when a first combustion engine and a second combustion engine operate normally.

Referring to FIG. 2 , the liquid ammonia stored in the storage tank 10 is pumped by the pressurization pump 11 , and a part moves to the first fuel supply pipe 20 , and the remaining part is stored through the auxiliary recovery pipe 25 . It can be recovered to the tank (10). A part of the liquid ammonia flowing through the first fuel supply pipe 20 is branched into the first fuel transport pipe 26 and moves to the heat exchanger 52 , and the remaining part is pressurized by the booster pump 30 . A part of the pressurized liquid ammonia is recovered to the storage tank 10 through the recovery pipe 23 , and the remaining part moves to the temperature control unit 40 through the first fuel supply pipe 20 . The liquid ammonia is heated by heat exchange with fresh water or glycol water in the temperature control unit 40 , and then is supplied to the first combustion engine 100 through the first fuel supply pipe 20 . At this time, the first on-off valve 22a and the second on-off valve 22b are opened, and the first branch pipe valve 21a is closed.

On the other hand, ammonia generated by natural vaporization of liquid ammonia stored in the storage tank 10 is discharged through the BOG discharge pipe 50 and may be compressed in the compressor 51 . At this time, the first control valve 60a and the third opening/closing valve 60b are opened so that ammonia is partially released from the second combustion engine 200 through the second fuel supply pipe 60 branched from the middle end of the compressor 51 . ), and after the remaining part is compressed in multiple stages, it may be supplied to the heat exchanger 52 through the BOG discharge pipe 50 . The liquid ammonia flowing through the first fuel transfer pipe 26 and the ammonia flowing through the BOG discharge pipe 50 exchange heat in the heat exchanger 52, whereby the ammonia is liquefied to become liquefied ammonia, and the liquid ammonia is vaporized It becomes vaporized ammonia. The liquefied ammonia moves through the BOG discharge pipe 50, is reduced in pressure at the second pressure reducing valve 53, and then recovered to the storage tank 10, and the vaporized ammonia is reduced in the first pressure reducing valve 26a and then the second fuel supply pipe. (60) can be joined.

Since the first combustion engine 100 and the second combustion engine 200 generate power by burning liquid ammonia and ammonia, respectively, carbon dioxide is not generated, thereby satisfying the carbon dioxide emission regulations of the International Maritime Organization.

3 and 4 are views illustrating an operation when the first combustion engine and the second combustion engine are tripped or an abnormality occurs.

First, referring to FIG. 3 , when the first combustion engine 100 and the second combustion engine 200 are tripped or an abnormality occurs, the flow control valve 24 is closed and the pressure pump 11 and the booster pump 30 are closed. ) may be interrupted. In addition, the first on/off valve 22a and the branch pipe valve 21a may be opened, and the second on/off valve 22b may be closed. As the flow control valve 24 is closed and the operations of the pressurization pump 11 and the booster pump 30 are stopped, the liquid ammonia accommodated on the first fuel supply pipe 20 in front of the flow control valve 24 is the first It may remain in the fuel supply pipe 20 or may be recovered to the storage tank 10 through the recovery pipe 23 or the auxiliary recovery pipe 25 . The inert gas injection unit 80 injects the inert gas into the first fuel supply pipe 20 at the same time or sequentially when the flow control valve 24 is closed, and thus, the first fuel supply pipe at the rear end of the flow control valve 24 The liquid ammonia accommodated on the phase 20 can be easily discharged to the branch pipe 21 by being pushed by the inert gas. The liquid ammonia discharged to the branch pipe 21 may be stored in the knockout drum 90 . In addition, ammonia generated by vaporizing liquid ammonia stored in the storage tank 10 is discharged through the BOG discharge pipe 50, and moves along the second fuel supply pipe 60 and the second fuel transport pipe 91 to the knockout drum (90) can be stored. At this time, the first control valve 60a and the second control valve 91a may be opened, and the first pressure reducing valve 26a, the second pressure reducing valve 53, and the third opening/closing valve 60b may be closed. have.

When the liquid ammonia accommodated on the first fuel supply pipe 20 at the rear end of the flow control valve 24 and the ammonia on the second fuel supply pipe 60 and the second fuel transport pipe 91 are all stored in the knockout drum 90, 4 , the branch pipe valve 21a and the first control valve 60a may be closed, and the third on/off valve 60b may be opened. When the branch pipe valve 21a and the first control valve 60a are closed simultaneously or sequentially, the liquid ammonia or gaseous ammonia inside the first combustion engine 100 is stored in the knockout drum 90 through the fuel discharge pipe 110 . can be In addition, the gas-phase ammonia inside the second combustion engine 200 simultaneously or sequentially with the third on-off valve 60b is opened through the second fuel supply pipe 60 and the second fuel transport pipe 91 through the knockout drum 90 ) can be stored in

5 and 6 are diagrams illustrating an operation when the trip of the first combustion engine and the second combustion engine is terminated or abnormalities of the first combustion engine and the second combustion engine are resolved.

First, referring to FIG. 5 , when the trip of the first combustion engine 100 and the second combustion engine 200 is terminated or the abnormality is resolved, the first flow control valve 24 is opened, and the pressure pump 11 ) and the booster pump 30 may operate again. In addition, the first on/off valve 22a and the second on/off valve 22b may be opened and the branch pipe valve 21a may be closed. As the first flow control valve 24 is opened and the pressurization pump 11 and the booster pump 30 operate again, some of the liquid ammonia pumped from the pressurization pump 11 is transferred to the booster pump 30, and the temperature It may be supplied to the first combustion engine 100 after being compressed and heated while passing through the control unit 40 in turn. In addition, the ammonia stored in the knockout drum 90 may be supplied to the second combustion engine 200 by moving along the second fuel transfer pipe 91 and the second fuel supply pipe 60 .

When all the ammonia stored in the knockout drum 90 is supplied to the second combustion engine 200, as shown in FIG. 6, the first control valve 60a, the first pressure reducing valve 26a, and the second pressure reducing valve (53) is opened, and the second control valve (91a) is closed to convert ammonia compressed in the compressor (51) or vaporized ammonia vaporized by heat exchange with ammonia in the heat exchanger (52) to the second combustion engine (200). can supply

Although embodiments of the present invention have been described with reference to the accompanying drawings, those of ordinary skill in the art to which the present invention pertains can realize that the present invention can be implemented in other specific forms without changing the technical spirit or essential features. you will be able to understand Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive.

1: Ammonia fuel supply
10: storage tank 11: pressurized pump
20: first fuel supply pipe 21: branch pipe
21a: branch pipe valve 22a: first on-off valve
22b: second on-off valve 23: return pipe
23a: first flow control valve 24: flow control valve
25: auxiliary return pipe 25a: second flow control valve
26: first fuel transfer pipe 26a: first pressure reducing valve
30: boost pump 40: temperature control unit
50: BOG discharge pipe 51: compressor
52: heat exchanger 53: second pressure reducing valve
60: second fuel supply pipe 60a: first control valve
60b: third on-off valve 61: pressure sensor
62: temperature sensor 70: control unit
80: inert gas injection unit 90: knockout drum
91: second fuel transfer pipe 91a: second control valve
100: first combustion engine 110: fuel discharge pipe
200: second combustion engine

Claims (6)

a storage tank for storing liquid ammonia;
a first fuel supply pipe for supplying the liquid ammonia from the storage tank to a first combustion engine;
a boosting pump connected to the first fuel supply pipe to increase the supply pressure of the liquid ammonia supplied from the storage tank;
a temperature control unit connected to the first fuel supply pipe at the rear end of the booster pump to increase the temperature of the liquid ammonia supplied to the first combustion engine;
a BOG discharge pipe connected to the storage tank to discharge ammonia generated by natural vaporization of the liquid ammonia;
a compressor connected to the BOG discharge pipe to compress the ammonia;
a second fuel supply pipe branched from the compressor to supply the ammonia to a second combustion engine;
a heat exchanger connected to the BOG discharge pipe at the rear end of the compressor; and
A first fuel transfer pipe having one end connected to the first fuel supply pipe at the front end of the booster pump and the other end connected to the second fuel supply pipe via the heat exchanger,
The BOG discharge pipe at the rear end of the heat exchanger is connected to the storage tank for ammonia fuel supply. According to claim 1,
Ammonia fuel supply apparatus further comprising a first pressure reducing valve installed in the first fuel transfer pipe at the rear end of the heat exchanger. 3. The method of claim 2,
Ammonia fuel supply device further comprising a second pressure reducing valve installed in the BOG discharge pipe at the rear end of the heat exchanger. According to claim 1,
a branch pipe connected to the first fuel supply pipe at the rear end of the booster pump to discharge the liquid ammonia in the first fuel supply pipe;
Ammonia fuel supply device further comprising a knockout drum connected to the branch pipe for storing the liquid ammonia. 5. The method of claim 4,
One end is connected to the first combustion engine and the other end is connected to the knockout drum, so that the liquid ammonia in the first combustion engine or the liquid ammonia in the first combustion engine is vaporized to discharge ammonia generated to the knockout drum Ammonia fuel supply device further comprising a fuel discharge pipe. 6. The method of claim 5,
and a second fuel transfer pipe connecting the knockout drum and the second fuel supply pipe to supply ammonia in the knockout drum to the second fuel supply pipe.

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