KR-102961173-B1 - Ammonia Fuel Supply System for a Vessel

KR102961173B1KR 102961173 B1KR102961173 B1KR 102961173B1KR-102961173-B1

Abstract

The present invention relates to an ammonia fuel supply system for a ship that efficiently recovers ammonia from an engine and fuel supply device using ammonia as fuel, thereby minimizing ammonia emitted from the ship. An ammonia fuel supply system according to the present invention comprises a discharge unit for controlling the ammonia concentration of a discharge gas containing ammonia before discharging said discharge gas into the atmosphere, wherein the discharge unit comprises: a separator for separating liquid ammonia in the discharge gas by gas-liquid separation; an absorber for absorbing gaseous ammonia in a gas mixture discharged after liquid ammonia is separated in said separator into an absorbing fluid; and an intermediate cooler for cooling the gas mixture supplied from said separator to the absorber to condense at least a portion of the gaseous ammonia in the gas mixture.

Inventors

정성규
김유진
조두현
박영준

Assignees

한화오션 주식회사

Dates

Publication Date: 20260507
Application Date: 20230831

Claims (11)

It includes an exhaust unit for controlling the ammonia concentration of the exhaust gas containing ammonia before releasing the exhaust gas containing ammonia into the atmosphere, and The above discharge section is, A separator for separating liquid ammonia from the above-mentioned discharge gas by separating the discharge gas into gas and liquid phases; An intermediate cooler that cools the gas mixture separated by liquid-gas separation in the above separator to condense at least a portion of the gaseous ammonia in the gas mixture; A gas line for transferring a gas mixture from the separator to the absorber; A liquid line for recovering liquid ammonia separated from the above separator to a storage tank for storing liquid ammonia; An intermediate separator provided in the gas line downstream of the above intermediate cooler for separating liquid ammonia from the gas mixture cooled in the above intermediate cooler; An intermediate recovery line connected from the lower part of the intermediate separator to the separator, for recovering liquid ammonia separated in the intermediate separator to the separator; and An ammonia fuel supply system comprising: an absorber that absorbs ammonia in an ammonia-containing gas separated in the above intermediate separator into an absorbing fluid.
In claim 1, A storage unit for storing the above ammonia in a liquid state; A re-liquefaction unit that re-liquefies the ammonia evaporative gas generated from the above liquid ammonia by heat exchange with a refrigerant; and An ammonia fuel supply system further comprising: a refrigerant line for connecting the re-liquefaction unit and the intermediate cooler, and for supplying a refrigerant to exchange heat with the gas mixture from the re-liquefaction unit to the intermediate cooler.
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In claim 1, The above intermediate cooler is, An ammonia fuel supply system comprising a condensation coil disposed in an upper space within the separator where the gas-liquid separated gas mixture resides.
In claim 1, The absorbing fluid supplied to the above absorber is fresh water or seawater, and An ammonia fuel supply system further comprising: an absorbent fluid treatment unit that controls the ammonia concentration of a rich absorbent fluid generated as the absorbent fluid absorbs ammonia in the absorber and discharges it to the outside.
In claim 5, The above-mentioned absorption fluid treatment unit is, A buffer tank that stores the rich absorbent fluid discharged from the absorber above and dilutes the ammonia concentration of the rich absorbent fluid; A circulation line for resupplying the absorption fluid discharged from the above buffer tank to the above absorber; and An ammonia fuel supply system comprising: an overboard discharge line for discharging the absorbent fluid discharged from the above buffer tank into the sea.
An engine that uses ammonia as fuel; and A vessel comprising an ammonia fuel supply system as described in any one of claims 1, 2 and 4 to 6.
In claim 7, A ship characterized by the ammonia concentration of the discharge gas discharged into the atmosphere from the above-mentioned discharge section being 25 ppm or less.
In claim 7, Bilge tank for storing bilge generated on board; An absorbent fluid discharge line for supplying the absorbent fluid that has absorbed ammonia in the absorber to the bilge tank; A bilge discharge line for discharging fluid stored in the above bilge tank; A concentration measuring unit for measuring the ammonia concentration of the fluid discharged along the above bilge discharge line; A concentration control valve provided in the above bilge discharge line; and A ship comprising: a control unit that controls a concentration control valve according to the concentration measurement value of the concentration measuring unit, thereby controlling the flow rate of the fluid to be discharged to the sea and the flow rate of the fluid to be recovered to the bilge tank among the fluids discharged through the bilge discharge line.
In claim 9, A vessel further comprising: a bypass line for supplying the absorbing fluid that has absorbed ammonia in the absorber above to the bilge discharge line by bypassing the bilge tank.
In claim 7, A combustor that generates combustion gas by burning gaseous ammonia or a mixed gas containing gaseous ammonia; and It further includes a fuel supply unit that vaporizes liquid ammonia supplied from a storage unit that stores the above ammonia in a liquid state and supplies it to a combustion unit. The above engine is a gas turbine that generates power using the combustion gas as a working fluid, a ship.

Description

Ammonia Fuel Supply System for a Vessel The present invention relates to an ammonia fuel supply system for a ship that efficiently recovers ammonia from an engine and fuel supply device using ammonia as fuel, thereby minimizing ammonia emitted from the ship. As global warming intensifies, efforts are being made worldwide to reduce greenhouse gas emissions. With the 1997 Kyoto Protocol, which included greenhouse gas reduction obligations for developed countries, set to expire in 2020, the 195 parties participating in the Paris Climate Change Accord—which was adopted at the 21st United Nations Framework Convention on Climate Change held in Paris, France in December 2015 and entered into force in November 2016—are making various efforts to reduce greenhouse gas emissions. Along with these global trends, interest in renewable energy (or renewable energy) such as wind, solar photovoltaic, solar thermal, bioenergy, tidal, and geothermal power is increasing as pollution-free energy that can replace fossil fuels and nuclear power, and various technological developments are underway. Liquefied gases, including liquefied natural gas (LNG), can eliminate or reduce air pollutants during the liquefaction process, making them environmentally friendly fuels that emit fewer pollutants during combustion. Consequently, the global consumption of liquefied gases, such as LNG, has been rapidly increasing in recent years. Liquefied gases, produced by liquefying gas at low temperatures, have the advantage of increasing storage and transportation efficiency because their volume is significantly smaller than that of natural gas. Liquefied natural gas is a colorless, transparent liquid obtained by liquefying natural gas, which is composed mainly of methane, by cooling it to about -162°C. It has a volume that is about 1/600th that of natural gas. Therefore, liquefiing natural gas allows for very efficient transport. Although the liquefaction temperature of liquefied petroleum gas varies depending on the composition, in the case of petroleum gas with propane as the main component, it liquefies at a low temperature of about -42°C at atmospheric pressure, and can be stored in a liquid state down to about 45°C at 18 bar and down to 20°C at 7 bar. Meanwhile, conventional LPG carriers and the like employ a fuel supply system that uses heavy fuel oil, such as Bunker C oil, which is relatively inexpensive, as propulsion fuel for ships. However, due to stricter international exhaust emission regulations regarding the use of heavy fuel oil, these heavy fuel oil supply systems have had to install separate heavy fuel oil tanks (LSHFO tanks) with low sulfur content, and there has been a growing demand for an eco-friendly fuel supply system that meets international environmental standards. Recently, the application of fuel supply systems that use LPG or LNG and the boil-off gas generated therefrom as propulsion fuel is increasing in LPG or LNG carriers. Furthermore, due to the strengthening of international exhaust emission regulations, the number of general vessels using LNG and similar substances as propulsion fuel is also increasing, in addition to LPG or LNG carriers. Although LNG and LPG are considered eco-friendly fuels compared to other fossil fuels previously used as ship fuel, they still produce carbon dioxide during combustion, and ships using them as fuel continue to emit carbon dioxide during operation. FIG. 1 is a simplified diagram illustrating an ammonia fuel supply system for a ship according to a first embodiment of the present invention. FIG. 2 is a simplified diagram illustrating an ammonia fuel supply system of a ship, which is a modified example of the first embodiment of the present invention. FIG. 3 is a simplified diagram illustrating an ammonia fuel supply system for a ship according to a second embodiment of the present invention. FIG. 4 is a simplified diagram illustrating an ammonia fuel supply system of a ship according to a third embodiment of the present invention. FIG. 5 is a simplified diagram illustrating an ammonia fuel supply system of a ship according to a fourth embodiment of the present invention. In order to fully understand the operational advantages of the present invention and the objectives achieved by the embodiments of the present invention, reference must be made to the accompanying drawings illustrating preferred embodiments of the present invention and the contents described therein. The structure and operation of a preferred embodiment of the present invention will be described in detail below with reference to the attached drawings. It should be noted that in assigning reference numerals to the components of each drawing, identical components are denoted by the same numeral whenever possible, even if they are shown in different drawings. Furthermore, the following embodiment may be modified in various different forms, and the scope of the present invention is not limited to the following embodimen