Ship using ammonia as fuel and method for controlling the same

Abstract

A ship includes a fuel tank storing ammonia fuel, an engine to which ammonia stored in the fuel tank is supplied and which combusts the ammonia, a first tank for collecting liquid ammonia discharged from the engine, and a second tank for collecting gaseous ammonia discharged from the engine, wherein the liquid ammonia is first collected in the first tank and the gaseous ammonia is then collected in the second tank.

Description

Technical Field

[0001] This invention relates to a ship fueled by ammonia and a method for controlling the same. Background Technology

[0002] Ships typically use diesel engines that generate power from diesel fuel, gas engines that generate power from gases such as LNG, or dual-fuel engines that generate power by mixing diesel fuel and gas.

[0003] In recent years, with the strengthening of IMO environmental regulations, the demand for environmentally friendly / high-efficiency engines has been increasing, and research on propulsion systems using various types of fuels is being actively carried out.

[0004] Ammonia has attracted much attention as an environmentally friendly fuel that does not contain carbon.

[0005] Korean patent application No. 10-2022-0156475 discloses technology related to ships using ammonia as fuel. However, unburned ammonia in the engine is released into the atmosphere with the exhaust gas, causing ammonia escape; furthermore, ammonia combustion increases nitrogen oxides (NOx). x The emissions of ammonia contribute to environmental pollution. Furthermore, because ammonia contains toxic substances, various safety precautions must be taken to ensure the safety of operators. Summary of the Invention

[0006] Purpose of the invention The purpose of this invention is to solve the above-mentioned problems and provide an ammonia-fueled ship that can efficiently utilize ammonia fuel and its control method.

[0007] Furthermore, another objective of the present invention is to provide an ammonia-fueled vessel and a control method thereof that enable operators to live safely on the vessel.

[0008] Technical solution To achieve the above objectives, the present invention provides a vessel comprising: a fuel tank for storing ammonia fuel; an engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; a first tank for collecting liquid ammonia discharged from the engine; and a second tank for collecting gaseous ammonia discharged from the engine, wherein the liquid ammonia is first collected in the first tank and the gaseous ammonia is then collected in the second tank.

[0009] When the concentration of gaseous ammonia collected in the second chamber drops to a value lower than or equal to a preset reference value, the low-concentration gaseous ammonia is collected in a flow path different from the flow path connected to the first chamber and the second chamber.

[0010] The vessel includes: a first valve configured to open and close a flow path extending from the engine to the first tank; and, A second valve is configured to open and close a flow path extending from the engine to the second housing.

[0011] When the first valve opens the flow path, the second valve closes the flow path.

[0012] When fuel is supplied from the fuel tank to the engine, the first valve and the second valve can close the corresponding flow paths.

[0013] The vessel includes a third valve configured to open and close a flow path extending from the second valve to the second tank.

[0014] When the engine discharges a high concentration of gaseous ammonia, the second valve opens the flow path, and the third valve also opens the flow path.

[0015] When the engine discharges gaseous ammonia at a low concentration, the second valve opens the flow path, and the third valve closes the flow path.

[0016] When the engine discharges ammonia, the second valve can first close the flow path, and after a preset time, the second valve can then open the flow path.

[0017] When the engine discharges gaseous ammonia, the third valve can first open the flow path, and after a preset time, the third valve will then close the flow path.

[0018] The pressure in the first chamber is maintained at a level higher than that in the second chamber.

[0019] To maintain the pressure in the first tank, the vessel may include a flow path for supplying nitrogen to the first tank.

[0020] The vessel may include a flow path for directing ammonia collected in a first tank to a fuel tank.

[0021] The present invention provides a method for controlling a ship, wherein the ship's engine burns ammonia fuel, the ship comprising: a fuel tank for storing ammonia fuel; an engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; a first tank for collecting liquid ammonia discharged from the engine; and a second tank for collecting gaseous ammonia discharged from the engine, wherein the method for controlling the ship comprises: a first step of driving the engine with ammonia fuel and then stopping it; a second step of guiding residual liquid ammonia in the engine to the first tank; and a third step of collecting residual gaseous ammonia in the engine to the second tank.

[0022] The method further includes, after the third step, a fourth step of discharging gaseous ammonia into a flow path different from the flow path leading to the first and second boxes, wherein the concentration of gaseous ammonia discharged in the fourth step is lower than the concentration of gaseous ammonia discharged in the third step.

[0023] The method further includes, after the second step, the step of returning the liquid ammonia stored in the first tank to the fuel supply pump.

[0024] The second step includes: injecting nitrogen into the first chamber to maintain the pressure of the first chamber at a level equal to or higher than a preset pressure.

[0025] The second step includes injecting nitrogen into the engine, thereby allowing residual liquid ammonia inside the engine to be expelled from the engine.

[0026] The present invention provides a vessel comprising: a fuel tank for storing ammonia fuel; a pump for pressurizing the flow of ammonia within the fuel tank; an engine for receiving and burning the ammonia stored in the fuel tank; a bypass path for guiding the ammonia in the fuel tank around the engine; and a heat exchanger disposed in the bypass path and exchanging heat with ammonia discharged from the engine, wherein the ammonia in the fuel tank selectively flows to the engine or the heat exchanger under the pressure provided by the pump.

[0027] The vessel may include valves for opening and closing the flow path of ammonia from the fuel tank to the engine.

[0028] When ammonia is supplied to the engine, the valve opens the flow path.

[0029] When ammonia is supplied to the heat exchanger, the valve closes the flow path.

[0030] Within the heat exchanger, the ammonia discharged from the engine and the ammonia guided from the fuel tank to the heat exchanger do not mix, but flow independently and exchange heat.

[0031] Ammonia that is directed from the fuel tank to the heat exchanger can be returned to the fuel tank.

[0032] The vessel may include a receiver for storing ammonia directed from the engine to the heat exchanger.

[0033] The liquid ammonia stored in the receiver can be returned to the fuel tank, and the gaseous ammonia stored in the receiver can be discharged through the vent mast.

[0034] The vessel may include a first tank for collecting liquid ammonia discharged from the engine, and the gaseous ammonia collected in the first tank may be directed to the heat exchanger.

[0035] The vessel may include a second tank for collecting gaseous ammonia discharged from the engine, and the gaseous ammonia collected in the second tank may be directed to the heat exchanger.

[0036] Gaseous ammonia discharged from the engine can be directly directed to the heat exchanger without passing through a storage tank.

[0037] The present invention provides a ship comprising: a fuel tank for storing ammonia fuel; an engine for burning ammonia stored in the fuel tank; an exhaust flow path for discharging ammonia from the engine to the outside; a valve for controlling the opening of the exhaust flow path; a controller for controlling the valve; and a ventilated mast for discharging ammonia flowing through the valve to the outside.

[0038] The controller can reduce the valve opening as the concentration of ammonia discharged from the exhaust path increases.

[0039] The controller can classify the concentration of ammonia into low, medium and high concentrations, and halve the opening of the valve when switching between levels.

[0040] The low concentration refers to the concentration generated during routine shutdowns, such as fuel changes; the medium concentration refers to the concentration generated during emergency shutdowns due to engine failure; and the high concentration refers to the concentration generated during emergencies, such as fires.

[0041] The vessel may include a wind speed measuring unit configured to measure external wind speed, and the controller can control the valve based on the wind speed measured by the wind speed measuring unit.

[0042] The controller can increase the opening degree of the valve as the wind speed measured by the wind speed measuring unit increases.

[0043] The controller classifies the wind speed measured by the wind speed measurement unit into high speed, medium speed and low speed according to the level, and halves the opening of the valve when switching levels.

[0044] The controller can classify the concentration of ammonia into low, medium and high concentrations, and halve the opening of the valve when switching between levels.

[0045] A receiver for storing ammonia can be provided between the valve and the engine, and ammonia discharged from the engine can be stored in the receiver when the valve is closed.

[0046] The vessel may include a flow path for directing liquid ammonia stored in the receiver to the fuel tank.

[0047] The present invention provides a vessel comprising: a fuel tank for storing ammonia fuel; an engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; and a tank for collecting liquid or gaseous ammonia discharged from the engine, wherein the liquid ammonia flows from the engine to the tank, and subsequently, the gaseous ammonia flows from the engine to the tank.

[0048] When the liquid ammonia flows from the engine to the tank, the pressure in the tank is greater than the pressure in the tank when the gaseous ammonia flows from the engine to the tank.

[0049] The vessel may include a first flow path for discharging gaseous ammonia stored in the tank; and a first valve for opening and closing the first flow path.

[0050] The first valve may be a pressure control valve.

[0051] The first valve is controlled such that the tank pressure when the liquid ammonia flows from the engine to the tank is maintained at a higher level than the tank pressure when the gaseous ammonia flows from the engine to the tank.

[0052] The vessel includes a second flow path for discharging liquid ammonia stored in the tank from the fuel tank; and a second valve for opening and closing the second flow path.

[0053] When liquid ammonia flows from the engine to the tank, the second valve closes the second flow path.

[0054] When gaseous ammonia flows from the engine to the box, the second valve closes the second flow path.

[0055] When gaseous ammonia is discharged from the tank to the outside, the second valve closes the second flow path.

[0056] The present invention provides a method for controlling a ship, wherein the ship includes: a fuel tank for storing ammonia fuel; an engine for burning ammonia stored in the fuel tank; and a tank for collecting liquid or gaseous ammonia discharged from the engine. The method for controlling the ship includes: a first step of driving the engine with ammonia fuel and then stopping it; a second step of guiding residual liquid ammonia in the engine to the tank; and a third step of collecting residual gaseous ammonia in the engine to the tank.

[0057] The method further includes a fourth step, following the third step, discharging the gaseous ammonia into a flow path different from the flow path leading to the box, wherein the concentration of the gaseous ammonia discharged in the fourth step is lower than the concentration of the gaseous ammonia discharged in the third step.

[0058] The method further includes the step of returning the liquid ammonia stored in the first tank to the fuel tank after completing the second step and before performing the third step.

[0059] After the return step is completed, the pressure inside the chamber is reduced and the third step is performed.

[0060] In the second step, the outlet flow path of the box is closed to control the pressure rise of the box.

[0061] In the second step, nitrogen gas may be injected into the engine to expel any residual liquid ammonia from the engine.

[0062] The present invention provides a ship comprising: a fuel tank for storing ammonia fuel; an engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; a flow path for guiding liquid ammonia discharged from the engine to the fuel tank; a tank for collecting gaseous ammonia discharged from the engine; and a non-condensable gas treatment device for treating non-condensable gases in the fuel tank.

[0063] The non-condensable gas treatment device may include: a compressor configured to compress gas in the fuel tank; and a gas-liquid separator configured to separate the fluid compressed by the compressor into liquid and gas.

[0064] The liquid ammonia separated from the fluid by the gas-liquid separator can be directed to the fuel tank.

[0065] The vessel may include a buffer tank for storing gas separated from a fluid by the gas-liquid separator, wherein the gas may include gaseous ammonia and non-condensable gases.

[0066] Gaseous ammonia and non-condensable gases discharged from the buffer tank can mix with gaseous ammonia discharged from the engine, and the mixture is flowable.

[0067] The vessel may include a heat exchanger located at the outlet end of the compressor to cool the fluid discharged from the compressor.

[0068] The heat exchanger can be located between the compressor and the gas-liquid separator.

[0069] The vessel may include a valve disposed in the flow path and controlling the flow of liquid ammonia discharged from the engine.

[0070] When the valve opens the flow path, liquid ammonia discharged from the engine can flow to the fuel tank; when the valve closes the flow path, the flow of liquid ammonia in the engine is blocked.

[0071] The non-condensable gas treatment device can operate continuously.

[0072] The non-condensable gas treatment device can operate while the engine is running.

[0073] The non-condensable gas treatment device can operate when the engine is stopped.

[0074] The present invention provides a ship comprising: a fuel tank for storing ammonia fuel therein; an engine for burning the ammonia stored in the fuel tank; a first tank for collecting liquid ammonia discharged from the engine; a second tank for collecting gaseous ammonia discharged from the engine; and a non-condensable gas treatment device for extracting non-condensable gases from the fuel tank, wherein liquid ammonia is first collected in the first tank and then gaseous ammonia is collected in the second tank.

[0075] The present invention provides a ship comprising: a fuel tank for storing ammonia fuel; an engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; a first tank for collecting liquid ammonia discharged from the engine; a second tank for collecting gaseous ammonia discharged from the engine; and a nitrogen separator for separating nitrogen from the fluid discharged from the second tank.

[0076] The nitrogen separated from the fluid by the nitrogen separator can be discharged into the supply path that supplies ammonia from the fuel tank to the engine.

[0077] The vessel may include a first valve configured to open and close a flow path extending from the engine to the first tank; a second valve configured to open and close a flow path extending from the engine to the second tank; and a third valve configured to open and close a flow path extending from the second valve to the second tank.

[0078] When a high concentration of gaseous ammonia is discharged from the engine, the first valve closes the flow path, the second valve opens the flow path, and the third valve opens the flow path.

[0079] When a low concentration of gaseous ammonia is discharged from the engine, the first valve closes the flow path, the second valve opens the flow path, and the third valve closes the flow path.

[0080] The nitrogen separator can be a PSA (Pressure Swing Adsorption) type.

[0081] The nitrogen separator may include an adsorbent for adsorbing ammonia, a nitrogen compressor, and a nitrogen storage tank.

[0082] The nitrogen separator can be of the TSA (temperature variable adsorption) type.

[0083] The nitrogen separator may include an adsorbent for adsorbing ammonia, a nitrogen compressor, a heater, and a nitrogen storage tank.

[0084] The nitrogen separator may include a separation membrane.

[0085] The nitrogen separator may include a cooler that condenses ammonia into a liquid state.

[0086] The ammonia separated by the nitrogen separator can be directed to the fuel tank.

[0087] The present invention provides a vessel comprising: a living quarters; and a scrubber for purifying air drawn in through an air inlet of the living quarters, wherein the scrubber includes an ammonia reaction unit, a cleaning water storage unit, and valves for opening and closing a flow path through which air discharged from the scrubber flows, wherein the ammonia content in the air is reduced when the air supplied to the scrubber circulates through the ammonia reaction unit and the cleaning water storage unit, and wherein the scrubber operates in a variable operating condition manner according to the ammonia concentration in the air it supplies.

[0088] The scrubber can operate in a variable mode based on different concentrations of ammonia in the air, including high concentration, medium concentration, and normal concentration.

[0089] When the ammonia concentration in the air is at a normal level, the scrubber circulates the air in a closed loop, purifies the air, and provides the purified air to the flow path.

[0090] When the ammonia concentration in the air is at a medium concentration, the scrubber circulates the air in a closed loop, purifies the air, and provides the purified air to the flow path, wherein new cleaning water can be provided to the cleaning water storage unit.

[0091] When the ammonia concentration in the air is high, the valve blocks the flow path, thereby preventing the air discharged from the scrubber from being supplied to the flow path.

[0092] The air inlet may include: a first air inlet located on the right side of the living quarters when viewed in the direction of travel of the vessel; and a second air inlet located on the left side of the living quarters when viewed in the direction of travel of the vessel, wherein air drawn in by the first air inlet and the second air inlet is guided to the scrubber via a duct.

[0093] The vessel may include a first damper configured to block air intake through the first air intake; and a second damper configured to block air intake through the second air intake.

[0094] When the ammonia concentration in the air drawn in from each air inlet is high, the opening degree of the corresponding air inlet is reduced by each damper.

[0095] The vessel may include a fan configured to regulate the amount of air drawn in through each of the first and second air inlets.

[0096] When the ammonia concentration of the air drawn in through either the first air inlet or the second air inlet is high, the airflow rate drawn in by the fan during operation is reduced.

[0097] The vessel of the present invention includes: a fuel tank for storing ammonia fuel therein; an engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; a partitioned workspace where ammonia leakage may occur; a door that allows or prohibits access to the workspace; a lock that locks the door so that it cannot be opened; an alarm button that confirms the entry and exit of an operator when the operator enters the workspace through the door; a gas detector disposed in the workspace for sensing the ammonia concentration therein; and a fan configured to ventilate the workspace with outside air, wherein the lock locks the door when the ammonia concentration in the workspace is equal to or higher than a preset value and there are no operators in the workspace.

[0098] When the ammonia concentration in the work space is equal to or higher than a preset value and there are operators in the work space, the fan is driven at a higher speed than when there are no operators in the work space.

[0099] When the ammonia concentration in the workspace drops to or below a preset value, the lock releases the door.

[0100] The entrance door includes a first entrance door and a second entrance door. The alarm button includes a first alarm button on the first door and a second alarm button on the second door. The first alarm button and the second alarm button are linked to each other, so that the operator can confirm entry by using either the first alarm button or the second alarm button, and confirm exit by using either the first alarm button or the second alarm button.

[0101] The vessel includes a ventilated mast and a living quarters, wherein the distance between the living quarters and the propeller is greater than the distance between the propeller and the ventilated mast.

[0102] Along the direction of travel of the vessel, the living quarters may be located at the forward position, and the ventilated mast may be located at the aft position.

[0103] The present invention provides a vessel comprising: a living quarters; an engine room disposed below the living quarters and having an engine therein; an engine control room disposed below the living quarters and having equipment for controlling the engine therein; and a passage connecting the engine control room to the living quarters, wherein the engine room and the engine control room are isolated from each other.

[0104] The passageway may be equipped with staircases connecting the upper living quarters and the lower engine control room.

[0105] The engine control room can be isolated from the engine room by a partition wall, thereby preventing operators from entering the engine control room from the engine room.

[0106] Beneficial technical effects According to the present invention, when ammonia fuel is no longer used, the residual ammonia in the engine can be reused as fuel, thereby improving fuel efficiency.

[0107] Furthermore, it can reduce the amount of residual ammonia emitted from the engine to the outside, thereby reducing risk factors.

[0108] Furthermore, according to the present invention, the amount of ammonia emitted can be adjusted by combining it with the external environment, thereby controlling the concentration of ammonia in the environment.

[0109] According to the present invention, liquid ammonia can be stored in a single tank, and then gaseous ammonia can be stored in the same tank, thereby simplifying the overall construction.

[0110] According to the present invention, non-condensable gases present in the fuel tank can be discharged from the fuel tank, thereby maintaining the fuel ammonia supplied to the engine at a suitable concentration and preventing excessive increase in the internal pressure of the fuel tank.

[0111] According to the present invention, the safety of the operator's living or working space can be ensured when an ammonia leak occurs.

[0112] According to the present invention, the engine room and the engine control room are isolated from each other to ensure the safety of the operators. Attached Figure Description

[0113] Figure 1A A schematic diagram illustrating the concept of the first purification step in the first embodiment of the present invention is shown; Figure 1B A schematic diagram illustrating the concept of the second purification step in the first embodiment of the present invention is shown; Figure 1C A schematic diagram illustrating the concept of the third purification step in the first embodiment of the present invention is shown; Figure 1D A schematic diagram of a heat exchanger according to a first embodiment of the present invention is shown; Figure 2 A control flowchart of the first embodiment is shown; Figure 3A A schematic diagram of wind speed and ammonia emissions in the first embodiment is shown; Figure 3B A table showing the relationship between wind speed and ammonia emissions in the first embodiment is provided. Figure 4 A schematic diagram illustrating the fuel supply mode switching process in an engine is shown. Figure 5 A schematic diagram illustrating the concept of a second embodiment of the present invention is shown; Figure 6 A control flowchart of the second embodiment is shown; Figure 7 A schematic diagram illustrating the concept of a third embodiment of the present invention is shown; Figure 8 A schematic diagram of a modified concept of the third embodiment is shown; Figure 9 A schematic diagram of the fourth embodiment is shown; Figure 10 A schematic diagram of a first application example of the nitrogen separator is shown in the fourth embodiment; Figure 11 A schematic diagram of a second application example of the nitrogen separator is shown in the fourth embodiment; Figure 12 A schematic diagram of a third application example of the nitrogen separator is shown in the fourth embodiment; Figure 13 A schematic diagram of a fourth application example of the nitrogen separator is shown in the fourth embodiment; Figure 14 A schematic diagram of the general technical concept in the above embodiments is shown; Figure 15A It shows Figure 14 A detailed diagram of the first step, step 1; Figure 15B It shows Figure 14 Detailed diagrams of the second step and step 2; Figure 15C It shows Figure 14 Detailed diagrams of the third step and step 3; Figure 16 illustrates another general technical concept diagram in the above embodiments; Figures 17 to 19 A detailed schematic diagram of the technical concept shown in Figure 16 is presented; Figures 20 to 21 A schematic diagram illustrating another general technical concept of the above-described embodiments is shown; Figure 22 A schematic diagram illustrating another general technical concept of the above-described embodiments is shown; Figure 23A A side view of a vessel is shown, which is another general technical concept that can be used in the above embodiments; Figure 23B A top view of a ship that can be used in another general technical concept for the above-described embodiments is shown. Detailed Implementation

[0114] The preferred embodiments of the present invention that achieve the above objectives will now be described with reference to the accompanying drawings.

[0115] In this process, for clarity and ease of explanation, the dimensions or shapes of the components shown in the accompanying drawings may be enlarged. Furthermore, the terminology specifically defined in consideration of the configuration and operation of the invention may vary depending on the intent or practice of the user or operator. The definitions of these terms should be based on the entire text of this specification.

[0116] In the following text, ships include not only ammonia carriers that transport ammonia as cargo, but also container ships, merchant ships or ships capable of producing natural gas at sea, as well as marine structures including gas platforms and floating bodies.

[0117] Figure 1A A schematic diagram illustrating the concept of the first purification step in the first embodiment of the present invention is shown. Figure 1B A schematic diagram illustrating the concept of the second purification step in the first embodiment of the present invention is shown. Figure 1C A schematic diagram illustrating the concept of the third purification step in the first embodiment of the present invention is shown. Figure 1D A schematic diagram of a heat exchanger according to a first embodiment of the present invention is shown. Figure 2 A schematic diagram of the control flow graph of the first embodiment is shown.

[0118] refer to Figure 1A , Figure 1B , Figure 1C and Figure 2 A first embodiment of the vessel includes a fuel tank 10 for storing ammonia fuel, an engine 20 for supplying and burning the ammonia stored in the fuel tank 10, a first tank 30 for collecting liquid ammonia discharged from the engine 20, and a second tank 40 for collecting gaseous ammonia discharged from the engine 20. The tank for storing ammonia described below uses the fuel tank 10 as an example. However, the invention is not limited to this. For example, the fuel tank 10 can be replaced by a cargo container in which ammonia cargo is stored.

[0119] Ammonia is stored in the fuel tank 10, and when the ammonia is used as fuel for the engine 20, it flows from the fuel tank 10 to the engine 20. For this purpose, a low-pressure pump 80 and a high-pressure pump 15 are provided to pressurize the ammonia in the fuel tank 10, thereby enabling the ammonia to be directed to the engine 20. The high-pressure pump 15 may be a fuel supply pump.

[0120] The flow path of ammonia, pressurized by the low-pressure pump 80 and the high-pressure pump 15, to the engine 20 can be opened and closed via the fuel supply valve 17. When the fuel supply valve 17 closes the flow path, ammonia cannot flow from the fuel tank 10 to the engine 20. When the fuel supply valve 17 opens the flow path, ammonia flows from the fuel tank 10 to the engine 20.

[0121] When the engine 20 is running on a fuel other than ammonia, the fuel supply valve 17 closes the flow path, preventing ammonia in the fuel tank 10 from flowing to the engine 20. Conversely, when the engine 20 is running on ammonia, the fuel supply valve 17 opens the flow path, allowing ammonia stored in the fuel tank 10 to flow to the engine 20.

[0122] When the engine 20 burns fuel other than ammonia and then changes the fuel to ammonia, the engine 20 uses ammonia as fuel, and the ammonia pressurized by the low-pressure pump 80 and the high-pressure pump 15 flows along the flow path connected to the engine 20.

[0123] Ammonia discharged from the fuel tank 10 may flow through the low-pressure filter 12 and then be heated by the fuel heater 13. In this regard, the fuel heater 13 may receive heat from a separate heating unit 14, and the ammonia may be heated during heat exchange with the fuel heater 13. The heating unit 14 may circulate a heat medium to the fuel heater 13 to heat the fuel heater 13.

[0124] After the ammonia flows through the high-pressure pump 15, it reaches the engine 20 via the high-pressure filter 16.

[0125] The engine 20 can operate using different fuels, such as ammonia and diesel.

[0126] When the engine 20 uses ammonia as fuel and then uses another fuel, such as diesel, it is necessary to vent the residual ammonia in the engine 20 in order to use the other fuel, such as diesel. For example, the residual ammonia can be vented from the engine 20 through an exhaust pipe 20a connected to the engine 20.

[0127] The process of recirculating ammonia from the engine 20 is called the purification process, and the step of recirculating ammonia from the engine 20 is called the purification step.

[0128] The purification steps include: a first purification step for purifying liquid ammonia, a second purification step for purifying high-concentration gaseous ammonia, and a third purification step for purifying low-concentration gaseous ammonia. For example, when the concentration of gaseous ammonia exceeds 5 ppm, it can be referred to as high-concentration gaseous ammonia, and when the concentration of gaseous ammonia is below 5 ppm, it is considered low-concentration gaseous ammonia. However, 5 ppm, used as a reference for defining high and low concentrations, is merely an example and is not limited thereto. For example, high-concentration and low-concentration gaseous ammonia can also be defined based on 10 ppm.

[0129] When the engine 20 switches from using ammonia as fuel to using a fuel other than ammonia, such as diesel, the fuel supply valve 17 cuts off the flow path. This blocks the flow of ammonia from the fuel tank 10 to the engine 20.

[0130] The valve 18 can open the flow path, thereby supplying nitrogen to the flow path from ammonia to the engine 20. As a non-condensable gas, nitrogen allows ammonia retained in the engine 20 to be discharged from the engine 20 along the discharge pipe 20a.

[0131] The valve 18 opens the flow path, allowing nitrogen to enter the engine 20, thereby causing the ammonia remaining in the engine 20 to flow under pressure. Figure 2 (S10). Before the engine 20 uses fuel such as diesel, the residual ammonia in the engine 20 must be refluxed.

[0132] A first valve 32 and a second valve 42 are provided in the ammonia discharge path of the engine 20.

[0133] The first valve 32 opens and closes the flow path extending from the engine 20 to the first tank 30, and the second valve 42 opens and closes the flow path extending from the engine 20 to the second tank 40. The first tank 30 may be referred to as a collection tank, and the second tank 40 may be referred to as a purification tank.

[0134] The liquid ammonia remaining in the engine 20 can be discharged through the first purification step. The liquid ammonia remaining in the engine 20 can flow along the first flow path ( Figure 1A L1 in the middle flows to the first box 30.

[0135] When the liquid ammonia remaining in the engine 20 flows to the first tank 30, the first valve 32 opens the first flow path L1, and the second valve 4 closes the 2-1 flow path L2-1.

[0136] A sensor 22 is provided in the ammonia discharge path of the engine 20, enabling the sensor 22 to determine whether the fluid discharged from the engine 20 is liquid or gaseous. For example, the sensor 20 may include a dry / wet sensor.

[0137] When the sensor 22 determines that the fluid is liquid, the first valve 32 opens the first flow path L1, and the second valve 42 closes the 2-1 flow path L2-1. At this time, the nitrogen supply flow path 33 can be opened through the valve 34, which can open or close the nitrogen supply flow path 33 that supplies nitrogen to the first tank 30. Therefore, the internal pressure of the first tank 30 can be maintained at a preset value, for example, 25 bar, so that the liquid ammonia discharged from the engine 20 can be guided to the first tank 30 while remaining liquid.

[0138] Liquid ammonia stored in the first tank 30 can flow back to the fuel supply system via the return flow path 36 and be used as fuel again. For example, the stored liquid ammonia can flow via the return flow path 36 to the high-pressure pump 15 located between the fuel tank 10 and the engine 20, and be resupplyed to the engine 20 for use as fuel again.

[0139] Even if the liquid ammonia flows into the first tank 30, the first tank 30 may still contain gaseous ammonia for various reasons. The gaseous ammonia stored in the first tank 30 can be discharged to the outside of the first tank 30 through an independent flow path P1. The gaseous ammonia discharged from the first tank 30 can be recycled to the fuel tank 10 or discharged to the outside through the vent mast 8.

[0140] After the first purification step of purifying the liquid ammonia is completed, the high concentration of gaseous ammonia remaining in the engine 20 is removed by the second purification step. The high concentration of gaseous ammonia remaining in the engine 20 can be removed along the 2-1 flow path ( Figure 2 The ammonia flows through flow path L2-1 and flow path L2-2 to the second tank 40. When the sensor 22 determines that the ammonia discharged from the engine 20 is gaseous ammonia rather than liquid ammonia, a purification step for high-concentration gaseous ammonia is performed in step S20. Under this purification condition, the first valve 32 closes the first flow path L1, thereby preventing gaseous ammonia from flowing to the first tank 30. The second valve 42 opens flow path L2-1.

[0141] Furthermore, a third valve 46 is provided on the 2-2 flow path L2-2, through which the gaseous ammonia flows by dividing the flow path into two parts. The third valve 46 opens the 2-2 flow path L2-2, allowing the high-concentration gaseous ammonia discharged from the engine 20 to pass through the second valve 42 and the third valve 46, and along the 2-1 flow path L2-1 and the 2-2 flow path L2-2, before being stored in the second tank 40. When high-concentration gaseous ammonia is discharged from the engine 20, the second valve 42 opens the 2-1 flow path L2-1, and the third valve 46 opens the 2-2 flow path L2-2.

[0142] High concentrations of gaseous ammonia are toxic. Therefore, after a high concentration of gaseous ammonia has been stored in the second tank 40, the concentration can be adjusted and discharged in an appropriate amount. This appropriate discharge amount can be adjusted and set by the user in accordance with laws and regulations.

[0143] In this regard, a concentration sensor 44 for detecting ammonia concentration is provided at the rear end of the second valve 42. The concentration sensor 44 determines whether the concentration of the discharged gaseous ammonia is higher or lower than a preset value. The preset value can be adjusted by the operator. Therefore, the criteria for distinguishing between high and low concentrations can vary depending on the working environment. For example, high and low concentrations can be distinguished from each other based on 5 ppm. As another example, high and low concentrations can be defined based on 10 ppm.

[0144] In this respect, the high concentration means that the concentration of ammonia is higher than that of low concentration.

[0145] Since gaseous ammonia is stored in the second tank 40, the pressure in the first tank 30, which stores liquid ammonia, is maintained at a higher pressure than that in the second tank 40. This is because ammonia is liquid at higher pressures and turns into a gaseous state at lower pressures. For example, the pressure in the second tank 40 can be maintained at 5 bar, lower than the pressure in the first tank 30. 5 bar is merely an example, and the pressure is not limited to this. The pressure in the second tank 40 can be maintained at 5 bar higher or lower.

[0146] The gaseous ammonia collected in the second tank 40 can flow along the 2-2 flow path L2-2 to the heat exchanger 64, where it is cooled to become liquid ammonia, and then flows back to the fuel tank 10. The residual gaseous ammonia that is not cooled by the heat exchanger 64 (e.g., cooler) and remains in a gaseous state is stored in the receiver 68 and then discharged to the vent mast 8.

[0147] The heat exchanger 64 described is merely an example of an ammonia treatment device. The invention is not limited thereto. For example, the heat exchanger 64 could be a liquefaction device used to reduce the concentration of ammonia to address the toxicity problem of ammonia. To address the toxicity problem of ammonia, the ammonia treatment device could be a device for reducing the concentration of ammonia, which may include the heat exchanger 64, an absorption tank, a scrubber, and an integrated scrubber in which the absorption tank and scrubber are connected to each other.

[0148] For example, ammonia introduced from at least one of the first tank 30, the second tank 40, and the 2-3 flow path L2-3 can be treated in the scrubber. The ammonia treated in the scrubber can be discharged to the fuel tank 10 or the vent mast 8. In another example, the ammonia treated by the scrubber can be stored in the receiver 68 and then discharged into the ocean.

[0149] After the second purification step of purifying high-concentration gaseous ammonia is completed, the third purification step removes the low-concentration gaseous ammonia remaining in the engine 20. The low-concentration gaseous ammonia remaining in the engine 20 can flow along flow path L2-1 (2-1) and flow path L2-3 (2-3).

[0150] When the concentration of gaseous ammonia detected by the concentration sensor 44 is lower than or equal to a preset value, it can be determined that a low concentration of gaseous ammonia has been discharged. When it is determined that a low concentration of gaseous ammonia has been discharged, the second valve 42 and the fourth valve 50 open flow path L2-1 (2-1) and flow path L2-3 (2-3) respectively, and the third valve 46 closes flow path L2-2 (2-2). Figure 2 (S30). This process is known as the third purification step for purifying low-concentration ammonia.

[0151] Because the third valve 46 blocks the 2-2 flow path L2-2, the low-concentration gaseous ammonia cannot be guided to the second tank 40, but may instead be guided to another 2-3 flow path L2-3. Since the third valve 46 closes the 2-2 flow path L2-2, the low-concentration gaseous ammonia is guided to the 2-3 flow path L2-3, which is equipped with the fourth valve 50. Here, the 2-3 flow path L2-3 is opened by the fourth valve 50, thereby allowing the low-concentration gaseous ammonia to be guided through a flow path other than the one leading to the first tank 30 and the second tank 40. As described above, after the liquid ammonia is collected in the first tank 30, in response to the sensor 22 determining that there is no liquid ammonia residue or a very small amount of residue, the process of collecting gaseous ammonia in the second tank 40 is performed.

[0152] In the first embodiment, when the engine is running on ammonia as fuel and a fuel other than ammonia is required, residual ammonia in the engine can be removed from the engine 20 by sequentially performing a liquid ammonia purification step, a high-concentration gaseous ammonia purification step after liquid ammonia purification, and a low-concentration gaseous ammonia purification step after high-concentration gaseous ammonia purification.

[0153] When fuel is supplied from fuel tank 10 to engine 20, the first valve 32 and the second valve 42 respectively close their respective flow paths. In one example, when ammonia is not discharged from engine 20, even if the first valve 32 and the second valve 42 are used to open the flow paths respectively, ammonia will not flow to the corresponding tank and flow path. Therefore, the first valve 32 and the second valve 42 can be used to open the corresponding flow paths.

[0154] While ammonia is being discharged from the engine 20, the second valve 42 can close flow path L2-1 (2-1), and after a predetermined time, the second valve 42 can open flow path L2-1 (2-1). When the second valve 42 opens flow path L2-1, the flow path for processing the gaseous ammonia is opened, and when the second valve 42 closes flow path L2-1, the flow path for processing the gaseous ammonia is closed.

[0155] In the first embodiment, since the liquid ammonia from engine 20 is processed and then the gaseous ammonia is processed, the second valve 42 can be operated in the manner described above.

[0156] When gaseous ammonia is discharged from the engine 20, the third valve 46 opens the 2-2 flow path L2-2, and after a preset time, the third valve 46 closes the 2-2 flow path L2-2. During the discharge of gaseous ammonia, the initial concentration of gaseous ammonia is relatively high, but the concentration gradually decreases over time.

[0157] With the flow path open using valve 18, the ammonia concentration decreases as nitrogen is introduced. For example, valve 18 can be opened in the first and second purification steps. Because valve 18 is open, nitrogen is injected into engine 20, thereby reducing the ammonia in engine 20 and increasing the nitrogen content, thus lowering the ammonia concentration.

[0158] To maintain the pressure in the first tank 30, the vessel 1 includes a nitrogen supply path 33 for supplying nitrogen to the first tank 30. The amount of nitrogen injected can be adjusted using a valve 34, thereby creating an environment in which the liquid ammonia in the first tank 30 is kept in a liquid state while the liquid ammonia flows into the environment of the first tank 30.

[0159] A return flow path 36 is provided to guide ammonia collected in the first tank 30 to the fuel supply system, and a valve 38 is provided in the return flow path 36 to open and close the flow path through which the liquid ammonia flows. When the valve 38 opens the return flow path 36, the liquid ammonia stored in the first tank 30 can flow back to the flow path through which ammonia flows from the fuel tank 10 to the engine 20. The returned liquid ammonia can be used to drive the engine 20.

[0160] When the low-pressure pump 80 pressurizes the ammonia in the fuel tank 10 with the flow path blocked by the valve 84, the ammonia is not supplied to the engine 20. Alternatively, even when the flow path is open by the valve 84, the ammonia pressurized by the low-pressure pump 80 can flow to another flow path.

[0161] The vessel in this embodiment includes a fuel tank 10 storing ammonia fuel, a low-pressure pump 80 providing flow pressure for the ammonia in the fuel tank 10, an engine 20 receiving and burning the ammonia stored in the fuel tank 10, a bypass path 60 for the ammonia in the fuel tank 10 to flow therethrough, and a heat exchanger 64 disposed on the bypass path 60 and configured to exchange heat with the ammonia discharged from the engine 20. Using the bypass path 60, the ammonia in the fuel tank is guided to bypass the engine 20, thereby flowing to a location outside the engine.

[0162] That is, in this embodiment, the ammonia in the fuel tank 10 flows selectively to the engine 20 or the heat exchanger 64 under the pressure provided by the low-pressure pump 80.

[0163] refer to Figure 1D The purified gaseous ammonia can be cooled by heat exchange with the liquid ammonia in the fuel tank 10. The flow path through which the purified gaseous ammonia flows and the bypass flow path 60 through which the liquid ammonia in the fuel tank 10 flows can be physically independent of each other.

[0164] When ammonia is supplied from fuel tank 10 to engine 20, valve 84 opens the flow path between fuel tank 10 and engine 20. On the other hand, when ammonia is supplied to heat exchanger 64, valve 84 can close the flow path from fuel tank 10 to engine 20.

[0165] In one example, even if the valve 84 opens the flow path between the fuel tank 10 and the engine 20, a portion of the ammonia can still flow towards the heat exchanger 64 to the bypass flow path 60 while this portion of ammonia is pressurized by the pump 80.

[0166] The ammonia discharged from the engine 20 and the ammonia guided from the fuel tank 10 to the heat exchanger 64 can flow to the heat exchanger 64 independently, without mixing, and can exchange heat with the heat exchanger independently. That is, the ammonia discharged from the engine 20 and the ammonia discharged from the fuel tank 10 can exchange heat with the heat exchanger 64 while flowing through it, and flow independently in their respective flow paths.

[0167] When the fuel tank 10 is a cargo box, the fuel tank is kept at a low temperature, thereby cooling the ammonia emitted from the engine 20. Therefore, when gaseous ammonia is present, a portion of the gaseous ammonia can transform into liquid ammonia.

[0168] The gaseous ammonia discharged from the engine 20 is in a gaseous state, therefore its temperature can be relatively higher than that of the ammonia stored in the fuel tank 10. On the other hand, the ammonia discharged from the fuel tank 10 can be in a liquid state, therefore its temperature can be relatively lower than that of the gaseous ammonia discharged from the engine 20. Therefore, while flowing through the heat exchanger 64, the gaseous ammonia discharged from the engine 20 can exchange heat with the ammonia in the fuel tank 10, thereby causing a portion of the gaseous ammonia to transform into liquid ammonia.

[0169] According to this embodiment, the ammonia gas discharged from the engine can be cooled using ammonia stored in the fuel tank 10, thereby eliminating the need for a separate reliquefaction system and reducing the load on the entire system.

[0170] The embodiment of using cryogenic liquid ammonia stored in fuel tank 10 as a refrigerant is merely an example. However, the invention is not limited thereto. The purified ammonia gas can be cooled by a refrigerant system connected to the cargo tank (not shown).

[0171] The ammonia liquid, which is guided from the fuel tank 10 to the heat exchanger 64 along the bypass flow path 60, returns to the fuel tank 10 and can then be supplied to the engine 20 as fuel.

[0172] A receiver 68 may be included, which stores purified ammonia directed from engine 20 to heat exchanger 64. Therefore, after the purified ammonia is cooled, it can be temporarily stored in the receiver. The purified ammonia that has flowed through heat exchanger 64 may include gaseous and liquid ammonia. Therefore, the gaseous and liquid ammonia may coexist in receiver 68.

[0173] Liquid ammonia stored in receiver 68 can be returned to fuel tank 10, and gaseous ammonia stored in receiver 68 can be discharged through vent mast 8.

[0174] For example, the liquid ammonia stored in the receiver 68 can be discharged into the ocean.

[0175] In this embodiment, a technique is proposed to convert gaseous ammonia into liquid ammonia by liquefying the gaseous ammonia discharged from the engine 20 and reusing the converted liquid ammonia as fuel.

[0176] The ship in this embodiment includes a first tank 30 for collecting liquid ammonia discharged from the engine, and the gaseous ammonia collected in the first tank 30 is guided to a heat exchanger 64.

[0177] Additionally, the vessel in this embodiment includes a second tank 40 for collecting high-concentration gaseous ammonia discharged from the engine 20, and the high-concentration gaseous ammonia collected in the second tank 40 is directed to a heat exchanger 64.

[0178] Furthermore, the low-concentration gaseous ammonia discharged from the engine 20 can be directed to the heat exchanger 64 without passing through a storage tank.

[0179] In this embodiment, liquid ammonia discharged from the engine is converted into gaseous ammonia. High-concentration and low-concentration gaseous ammonia are guided to the heat exchanger 64 and cooled there to convert back into liquid ammonia. The converted liquid ammonia is returned to the fuel tank 10 and used as fuel, thereby improving fuel efficiency.

[0180] Figure 3A The relationship between wind speed and ammonia emissions in the first embodiment is shown. Figure 3B A table showing the wind speed and ammonia emissions in the first embodiment is provided.

[0181] refer to Figure 3A The vessel in this embodiment may include: a fuel tank 10 for storing ammonia fuel, an engine 20 for receiving and burning the ammonia stored in the fuel tank 10, and an emission unit 9 for discharging gaseous ammonia discharged from the engine 20 to the outside.

[0182] refer to Figure 3A The emission unit 9 includes: an exhaust flow path 90 for discharging ammonia discharged from the engine 20 to the outside, a valve 100 for adjusting the opening of the exhaust unit 90, a controller 110 for controlling the valve 100, and a vent mast 8 for discharging ammonia flowing through the valve 100 to the outside.

[0183] When the engine 20 is operating with ammonia as fuel and is about to switch to a fuel other than ammonia, the ammonia remaining in the engine 20 should be discharged. In this case, the ammonia remaining in the engine 20 flows through a flow path equipped with a first tank 30, a flow path equipped with a second tank 40, or does not flow through the flow path equipped with the two tanks. After passing through the above three flow paths, the ammonia exchanges heat with the heat exchanger 64 and is then stored in the receiver 68.

[0184] The receiver 68 contains both gaseous and liquid ammonia. The gaseous ammonia is directed to the exhaust flow path 90, while the liquid ammonia flows to the fuel tank 10 through a separate flow path.

[0185] The controller 110 can adjust the ammonia emission rate based on the speed and direction of the wind blowing from outside the vessel 1. For example, the higher the external wind speed, the more significantly the ammonia is diluted. In this case, the controller 110 can increase the ammonia emission rate. Conversely, the lower the external wind speed, the less significantly the ammonia is diluted. In this case, the controller 110 can reduce the ammonia emission rate.

[0186] The controller 110 controls the opening of the valve 100, thereby allowing a large amount of ammonia to be discharged through the exhaust path 90.

[0187] Interpreting along the column direction Figure 3B When using a table, such as Figure 3A As shown, the controller 110 can classify the ammonia emission concentration discharged via the exhaust flow path 90 into low, medium, and high concentrations. As the discharged ammonia concentration increases from low to medium, the opening degree of the valve 100 can be halved. The table shown in Figure 3 can be understood from the column direction of the table.

[0188] Unlike low- and medium-concentration ammonia emissions, in cases of high-concentration ammonia emissions (such as emergency ventilation or during a fire), the influence of wind speed can be disregarded, and the flow path can be fully opened (proportion 1) (e.g., exhaust pipe 100% open) to discharge exhaust gas.

[0189] With high concentrations of ammonia, pressure may rise in receiver 68 and inside the pipeline, potentially leading to an explosion. For example, when the emission of exhaust gas containing high concentrations of ammonia is restricted, pressure may build up inside receiver 68 and the pipeline, potentially causing an explosion. Therefore, when the ammonia concentration is high, 100% of the exhaust gas containing ammonia can be emitted to prevent ship explosions.

[0190] It can be assumed that when the ammonia concentration is low, the flow path is 100% open. When the ammonia concentration is medium, the flow path can be opened halfway, i.e., 50%.

[0191] Additionally, the ship in this embodiment includes a wind speed measuring unit 120 for measuring external wind speed, and the controller 110 can control the valve 100 based on the wind speed detected by the wind speed measuring unit 120. The wind speed measuring unit 120 can measure the wind speed around the ship when it is sailing or anchored. The wind speed measuring unit 120 is located near the venting mast 8 used for venting, and therefore can measure the wind speed around the venting mast 8.

[0192] The controller 110 can increase the opening degree of the valve 100 as the wind speed measured by the wind speed measuring unit 120 increases.

[0193] according to Figure 3B When interpreting the table horizontally, as shown... Figure 3B As shown, the controller 110 can adjust the opening of the valve 100 according to the wind speed measured by the wind speed measurement unit 120. For example, as the wind speed changes from high speed to low speed, the controller can gradually halve the opening of the valve 100.

[0194] The table shown in Figure 3 can be understood horizontally. The controller 110 classifies the wind speed measured by the wind speed measurement unit 120 into high-speed, medium-speed, and low-speed levels, and halves the opening of the valve 100 when switching levels. It can be considered that when the wind speed is at the high-speed level, the valve 100 is 100% open. When the wind speed is at the medium-speed level, the valve can be opened 1 / 2, or 50%. When the wind speed is at the low-speed level, the valve can be opened 1 / 4, or 25%.

[0195] When the measured wind speed exceeds 5 m / s but is less than or equal to 10 m / s, this speed can be called high speed. When the measured wind speed exceeds 2.5 m / s but is less than or equal to 5 m / s, this speed can be called medium speed. When the measured wind speed exceeds 0 m / s but is less than or equal to 2.5 m / s, this speed can be called low speed.

[0196] The classification of wind speeds based on 10 m / s, 5 m / s, and 2.5 m / s is merely an example. This invention is not limited to this.

[0197] Therefore, when the wind speed is high and the ammonia emission concentration is low, the valve 100 installed in the exhaust flow path 90 can fully open the flow path (proportion 1) (e.g., exhaust pipe 100% open) to discharge exhaust gas. Because the discharged ammonia concentration is low and the wind speed is high, the discharged ammonia diffuses rapidly, thus the ammonia concentration around the ship is not high, allowing for safe management. In this case, unlike in Figure 3, the high speed can exceed 10 m / s.

[0198] When the wind speed is low and the ammonia emission concentration is medium, the valve 100 installed in the exhaust flow path 90 can open the flow path at a ratio of 0.5 × 0.25 (exhaust pipe opening 12.25%) to discharge exhaust gas. Because the discharged ammonia concentration is high and the wind speed is low, the discharged ammonia cannot diffuse in a short time. Therefore, by reducing the amount of ammonia discharged from the vent mast 8, the ammonia concentration around the ship can be safely controlled to prevent it from rising.

[0199] Additionally, when the wind speed is medium and the ammonia emission concentration is medium, valve 100, installed in the exhaust flow path 90, can open the flow path at a ratio of 0.5 × 0.5 (25% of the total opening) to discharge exhaust gas. Since the discharged ammonia gas is of medium concentration and the wind speed is also medium, the ammonia emission situation differs from the above scenario. Compared to the medium concentration, high speed situation, the flow path of valve 100 is opened smaller; while compared to the medium concentration, low speed situation, the flow path of valve 100 is opened larger, thereby safely controlling the total ammonia concentration around the ship and preventing it from increasing.

[0200] Here, the low concentration may refer to the ammonia concentration corresponding to a normal engine shutdown, such as when changing engine fuel. This could mean that the engine 20 is running on ammonia as fuel, and then the residual ammonia in the engine 20 is discharged in order to use other fuels other than ammonia, such as diesel.

[0201] The term "medium concentration" refers to the ammonia concentration corresponding to an emergency engine shutdown due to engine problems. This situation arises when various problems occur during operation using ammonia as fuel, necessitating a shutdown, and in such cases, it may be necessary to quickly release a relatively high concentration of ammonia.

[0202] High concentration refers to ammonia concentrations corresponding to emergencies such as fires. This includes situations where it is necessary to shut down the system and remove ammonia within a short period of time.

[0203] Since gaseous ammonia is temporarily stored in receiver 68, the degree to which the exhaust flow path is opened and closed can be safely controlled using valve 100. When valve 100 is not fully open, a large amount of ammonia accumulates in receiver 68, potentially increasing the ammonia concentration inside receiver 68. Conversely, when valve 100 is fully open, less ammonia accumulates in receiver 68, potentially decreasing the ammonia concentration inside receiver 68.

[0204] With valve 100 closing the exhaust flow path, ammonia discharged from the engine is stored in receiver 68.

[0205] In this embodiment, when the wind speed is constant, the ammonia emission rate is controlled to decrease as the concentration of emitted ammonia increases. With a constant ammonia concentration, the higher the wind speed, the better the emitted ammonia is diluted. Therefore, in this case, the ammonia emission rate is controlled to increase.

[0206] Figure 4 The process of switching the fuel supply mode of the engine is shown.

[0207] Referring to 4, when the vessel 1 is in operation, the vessel 1 uses diesel fuel to run the engine 20 until the engine capacity (20 of FIG1a) reaches approximately 25% or more of the maximum engine capacity.

[0208] When using ammonia as fuel, the output required for engine 20 to operate may not be achieved. Therefore, the engine may initially use diesel fuel.

[0209] In response to the engine capacity reaching 25% or more of the maximum engine capacity, ammonia is supplied to engine 20 instead of diesel, thereby enabling engine 20 to operate as ammonia fuel.

[0210] When the engine is running on ammonia as fuel, an alarm sounds due to an engine malfunction. In this situation, the supply of ammonia to the engine is stopped, and any residual ammonia inside the engine is vented outside. This can be done according to the above-mentioned reference. Figures 1A to 3BThe steps described above remove ammonia. Then, in response to the absence of ammonia residue in the engine, diesel fuel is supplied to the engine again to drive it.

[0211] When problems occur during the use of ammonia-powered engines, ammonia may no longer be used as fuel. Therefore, users should analyze the cause and perform maintenance.

[0212] After maintenance is completed, in response to the determination that the engine is in normal operating condition, the supply of diesel fuel to the engine can be stopped, and ammonia can be supplied again as fuel to drive the engine.

[0213] Figure 5 A schematic diagram illustrating the concept of a second embodiment of the present invention is shown.

[0214] Figure 6 A control flowchart of the second embodiment is shown.

[0215] and Figures 1A to 1C The first embodiment shown is different, Figure 5 The second embodiment shown can omit the second tank (40 in FIG. 1a) used for collecting high concentrations of gaseous ammonia. For example, tank 200 can serve as... Figures 1A to 1C The second box, 40.

[0216] In the second embodiment, the parts that are the same as in the first embodiment will be omitted, and the differences between the two will be described. The description in the first embodiment applies to the parts omitted in the second embodiment.

[0217] refer to Figure 5 and Figure 6 The second embodiment of the vessel includes: a fuel tank 10 for storing ammonia fuel, an engine 20 for receiving and burning the ammonia stored in the fuel tank 10, and a tank 200 for collecting liquid or gaseous ammonia discharged from the engine 20.

[0218] The vessel in this embodiment includes: a first flow path 212 through which gaseous ammonia stored in tank 200 is discharged from tank 200, and a first valve 210 for opening and closing the first flow path 212. Here, the first valve 210 may be a pressure control valve capable of controlling the pressure of tank 200. That is, the first valve 210 can close the flow path before the internal pressure of tank 200 reaches a desired pressure. When the internal pressure exceeds the desired pressure, the first valve 210 can partially open the flow path to maintain the desired pressure.

[0219] The vessel in this embodiment includes: a second flow path 222 through which liquid ammonia stored in tank 200 is discharged from fuel tank 10, and a second valve 220 for opening and closing the second flow path 222. When the second valve 220 closes the second flow path 222, the liquid ammonia stored in tank 200 is maintained in the state of being stored in tank 200. When the second valve 220 opens the second flow path 222, the liquid ammonia stored in tank 200 is discharged from tank 200.

[0220] In this embodiment, after liquid ammonia flows from engine 20 to tank 200, gaseous ammonia flows from engine 20 to tank 200. That is, the liquid ammonia and gaseous ammonia remaining in the engine can flow to tank 200 in sequence.

[0221] First, the engine 20 can stop using ammonia fuel during operation. In the second embodiment, unlike the first embodiment, a return step S15 is performed after the liquid ammonia purification step S10.

[0222] In the return step S15, the liquid ammonia stored in the tank 200 is returned to the fuel tank 10 through the return flow path 36. In the liquid ammonia purification step, the liquid ammonia remaining in the engine flows to the tank 200. Therefore, it is difficult to store additional gaseous ammonia in the tank 200 while liquid ammonia remains in it.

[0223] Therefore, the return step S15 is performed, causing the liquid ammonia in tank 200 to be discharged into fuel tank 10 through return flow path 36. Then, the high-concentration ammonia purification step S20 and the low-concentration ammonia purification step S30 are performed.

[0224] Unlike the first embodiment where the liquid ammonia from tank 200 is connected to the fuel supply line, the liquid ammonia stored in tank 200 can be returned to fuel tank 10. For example, in the first embodiment, since tank 200 only receives liquid ammonia, a suitable amount of liquid ammonia can be supplied to the fuel supply line. Alternatively, in the second embodiment, since tank 200 needs to store both liquid and gaseous ammonia, all the liquid ammonia from tank 200 can be returned to fuel tank 10, and then gaseous ammonia can be stored in tank 200. Because all the liquid ammonia is returned to fuel tank 10, the return flow path 36 can be connected to the liquid return line 67 instead of the fuel supply line.

[0225] The liquid return line 67 may be a line that connects the receiver 68 and the fuel tank 10 to each other.

[0226] The process involves storing liquid ammonia in tank 200 and then storing a high concentration of gaseous ammonia therein. The pressure in tank 200 when liquid ammonia flows from engine 20 to tank 200 is greater than the pressure in tank 200 when high concentration gaseous ammonia flows from engine 20 to tank 200.

[0227] To remove residual ammonia from engine 20, valve 18 opens a flow path, allowing nitrogen gas to be introduced into engine 20 through this path. In this regard, the first valve 210 is controlled such that during the flow of liquid ammonia from engine 20 to tank 200, tank 200 maintains a higher pressure than during the flow of high-concentration gaseous ammonia from engine 20 to tank 200.

[0228] In other words, the first valve 210 is controlled such that the internal pressure of the tank 200 is maintained at approximately 25 bar during the flow of liquid ammonia, and at approximately 5 bar during the flow of high-concentration gaseous ammonia.

[0229] When the internal pressure of the tank 200 is maintained at a high level, the ammonia stored in the tank 200 can remain in a liquid state, and the ammonia discharged from the engine 20 can also flow to the tank 200 in a liquid state. After the liquid ammonia is discharged from the engine, the gaseous ammonia still remains in the engine. Here, the first valve 210 can be controlled to reduce the pressure inside the tank 200 to approximately 5 bar. Under this condition, the gaseous ammonia remaining in the engine 20 can flow to the tank 200, and the ammonia can remain in a gaseous state in the tank 200.

[0230] During the flow of liquid ammonia from engine 20 to tank 200, the second valve 220 closes the second flow path 222. Therefore, the first valve 210 is controlled to maintain the internal pressure of tank 200 at a high pressure level, thereby keeping the ammonia in a gaseous state. After sufficient liquid ammonia has flowed into tank 200, the second valve 220 opens the second flow path 222 to allow the liquid ammonia to flow to fuel tank 10 for use as fuel.

[0231] When high-concentration gaseous ammonia flows from engine 20 to tank 200, the second valve 220 closes the second flow path 222. When the second valve 220 opens the second flow path 222 to allow sufficient flow of liquid ammonia stored in tank 200 to fuel tank 10, the second valve 220 closes, and high-concentration gaseous ammonia begins to be stored in tank 200. Because the second valve 220 is used to close the second flow path 222, the first valve 210 can be controlled so that the internal pressure of tank 200 is lower than the pressure when it stores liquid ammonia.

[0232] During the discharge of high-concentration gaseous ammonia from tank 200 to the outside of tank 200, the second valve 220 closes the second flow path 222. Conversely, the first flow path 212 is opened via the first valve 210, allowing high-concentration gaseous ammonia to be discharged from tank 200 and directed to a device capable of reliquefying the gaseous ammonia.

[0233] After the high-concentration ammonia gas flows into the tank 200, the concentration sensor 44 detects the ammonia concentration discharged from the engine 20. When the concentration sensor 44 detects a low concentration of gaseous ammonia, it can be determined that low-concentration ammonia gas is being discharged. In response, the first valve 32 is closed and the valve 45 is opened, allowing the gaseous ammonia to flow through other paths without passing through the tank 200. On the other hand, in response to the discharge of liquid ammonia and high-concentration ammonia gas from the engine 20, the valve 45 closes the flow path, allowing the liquid ammonia and high-concentration ammonia gas to be guided into the tank 200.

[0234] The second embodiment of the ship's operation includes: a first step of running and stopping the engine 20 with ammonia fuel; a second step (e.g., a liquid ammonia purification step) S10 of guiding the liquid ammonia remaining in the engine 20 to the tank 200; and a third step (e.g., a high-concentration ammonia purification step) S20 of collecting the high-concentration gaseous ammonia remaining in the engine into the tank. In this case, the tank storing gaseous ammonia is also the tank storing liquid ammonia.

[0235] Furthermore, in the second embodiment, the vessel also performs a fourth step (e.g., a low-concentration ammonia purification step) S30, which discharges low-concentration gaseous ammonia into a flow path other than the flow path leading to tank 200. The concentration of the low-concentration gaseous ammonia discharged in the fourth step is lower than the concentration of the high-concentration gaseous ammonia discharged in the third step, therefore the low-concentration gaseous ammonia discharged in the fourth step is not stored in tank 200.

[0236] In this embodiment, after the ship stores liquid ammonia in tank 200, it performs the step of returning the stored liquid ammonia to fuel tank 10. This is because when additional gaseous ammonia is stored in tank 200 while liquid ammonia is already present, not only is there insufficient space in tank 200, but the environments for storing liquid ammonia and gaseous ammonia are also different. For example, when the pressure in tank 200 decreases while liquid ammonia is stored, the liquid ammonia is converted into gaseous ammonia, thus the amount of liquid ammonia returned to fuel tank 10 may be reduced.

[0237] After liquid ammonia is returned from tank 200 to fuel tank 10, gaseous ammonia is guided to tank 200 as the pressure in tank 200 decreases.

[0238] Unlike the first embodiment, in the second embodiment, the tanks for storing liquid ammonia and the tanks for storing gaseous ammonia are not distinguished from each other. Instead, the tanks for storing liquid ammonia are used as tanks for storing gaseous ammonia, thereby simplifying the overall structure of the ship.

[0239] Figure 7 A schematic diagram illustrating the concept of a third embodiment of the present invention is shown.

[0240] In the third embodiment, the parts that are the same as in the first or second embodiment will not be described again; only the differences will be explained. The relevant descriptions in the first or second embodiment apply to the parts omitted in the third embodiment.

[0241] Unlike the first or second embodiment, the box 200 can be omitted in the third embodiment.

[0242] Figure 7 The ship in the third embodiment shown can use a non-condensable gas treatment device 330 to treat the non-condensable gases in the fuel tank 10, where ammonia fuel is stored. The non-condensable gases in the fuel tank 10 are treated so that liquid ammonia discharged from the engine 20 can be directly supplied to the fuel tank 10 along the flow path 310 without omitting any components. Figure 5 200 boxes.

[0243] The ship in the third embodiment includes: a fuel tank 10 storing ammonia fuel, an engine 20 supplying the ammonia stored in the fuel tank 10 to the engine 20 and burning the supplied ammonia, a flow path 310 guiding liquid ammonia discharged from the engine 20 to the fuel tank 10, a tank 300 collecting gaseous ammonia discharged from the engine 20, and a non-condensable gas treatment device 330 for treating non-condensable gases in the fuel tank 10.

[0244] The non-condensable gas processing device 330 includes a compressor 340 for compressing gas in the fuel tank 10, and a gas-liquid separator 360 for separating the fluid compressed by the compressor 340 into liquid and gas. A heat exchanger 350 for cooling the fluid compressed by the compressor is provided at the outlet end of the compressor. The heat exchanger 350 is located between the compressor and the gas-liquid separator 360.

[0245] The liquid ammonia separated by the gas-liquid separator 360 is guided to the fuel tank 10.

[0246] The ship in the third embodiment includes a buffer tank 370 for storing gases separated by a gas-liquid separator 360, the gases including gaseous ammonia and non-condensable gases. That is, the gas-liquid separator 360 separates liquids and gases, wherein the liquid includes liquid ammonia and the gas includes gaseous ammonia and non-condensable gases. The non-condensable gas treatment device 330 can separate non-condensable gases, such as nitrogen, that may be present in the fuel tank 10.

[0247] Gaseous ammonia and non-condensable gases discharged from the buffer tank 370 can flow to the heat exchanger 64. As the non-condensable gases flow to the heat exchanger 64, they can mix with the gaseous ammonia discharged from the engine 20. As the gaseous ammonia and non-condensable gases flow together with the gaseous ammonia discharged from the engine 20 through the heat exchanger 64 along flow paths 2-2 L2-2 and 2-3 L2-3, a portion of the gaseous ammonia can be converted into liquid ammonia. The liquid ammonia stored in the receiver 68 is returned to the fuel tank 10, and the gaseous ammonia and non-condensable gases are discharged to the outside through the vent mast 8.

[0248] The vessel in this embodiment includes a valve 312 disposed in a flow path 310 and configured to control the flow of liquid ammonia discharged from the engine 20. When the valve 312 opens the flow path, the liquid ammonia discharged from the engine 20 flows along the flow path 310 to the fuel tank 10; and when the valve 312 closes the flow path, the flow of liquid ammonia in the engine 20 is blocked, so the liquid ammonia no longer flows to the fuel tank 10.

[0249] The non-condensable gas treatment device 330 can always be driven. The non-condensable gas treatment device 330 can operate regardless of whether the engine 20 is moving. The engine 20 and the non-condensable gas treatment device 330 can be driven independently of each other.

[0250] The operation of the non-condensable gas processing unit 330 means that the compressor 340 is driven. The compressor 340 compresses the gas stored in the fuel tank 10. The compressed gas undergoes heat exchange through the heat exchanger 350. The stored fluid (including liquid and gas) is then directed to the gas-liquid separator 360.

[0251] Alternatively, the noncondensable gas treatment device 330 may be activated only when the engine 20 is driven, or when the engine is stopped.

[0252] When the non-condensable gas treatment device 330 is activated, it performs a process of compressing and cooling the gas inside the fuel tank 10. Therefore, it prevents excessive pressure build-up inside the fuel tank 10.

[0253] Furthermore, in this embodiment, since liquid ammonia flows from the engine 20 to the fuel tank 10 through flow path 310, non-condensable gases contained in the liquid ammonia, such as nitrogen, can also flow to the fuel tank 10. Because no separate tank is provided in flow path 310, the liquid ammonia discharged from the engine 20 is directly guided to the fuel tank 10 through flow path 310. When non-condensable gases are stored in the fuel tank, the pressure in the fuel tank may become excessively high. Therefore, a non-condensable gas treatment device 330 can be used to regulate the pressure in the fuel tank.

[0254] Since the gas discharged from fuel tank 10 includes non-condensable gases and toxic gaseous ammonia, it can be treated in the ship 1 by heat exchanger 64 before being discharged to the outside, instead of the conventional treatment method of direct discharge to the outside.

[0255] Gaseous ammonia and non-condensable gases discharged from buffer tank 370 are directed to heat exchanger 64 and cooled therein in the same manner as in the embodiment described above. Here, even though the non-condensable gases are cooled while flowing through heat exchanger 64, the phase of the non-condensable gases does not turn into a liquid, and the non-condensable gases are discharged to the outside through vent mast 8.

[0256] Figure 8 A schematic diagram of a modified concept of the third embodiment is shown.

[0257] In the modified concept of the third embodiment, the parts that are the same as those in the first to third embodiments will be omitted, and only the differences will be described. The descriptions in the first to third embodiments also apply to the parts omitted in the modified concept of the third embodiment.

[0258] refer to Figure 8 The ship in this embodiment includes: a fuel tank 10 for storing ammonia fuel, an engine 20 for supplying the ammonia stored in the fuel tank 10 and burning the ammonia, a first tank 30 for collecting liquid ammonia discharged from the engine 20, a second tank 40 for collecting gaseous ammonia discharged from the engine, and a non-condensable gas treatment device 330 for treating non-condensable gases from the fuel tank.

[0259] Unlike the third embodiment, in a variation of the third embodiment, a first tank 30 is provided for storing liquid ammonia discharged from the engine 20.

[0260] The process involves collecting liquid ammonia into the first tank 30 and then collecting gaseous ammonia into the second tank 40. The liquid ammonia collected in the first tank 30 can be supplied to the engine 20 for reuse as fuel.

[0261] Since the construction and operation of the non-condensable gas processing device 330 are the same as in the third embodiment, redundant descriptions will be omitted. However, in this modified example, with Figure 7 The third embodiment shown differs in that, after storing the liquid ammonia, the gaseous ammonia discharged from the first tank 30 is also cooled by the heat exchanger 64.

[0262] Figure 9 A schematic diagram of the fourth embodiment is shown.

[0263] In the fourth embodiment, the parts that are the same as in the first to third embodiments will be omitted, and only the differences will be described. The descriptions in the first to third embodiments also apply to the parts omitted in the fourth embodiment.

[0264] Unlike the first to third embodiments, the vessel in the fourth embodiment may further include a nitrogen separator 400 for separating nitrogen, which is a non-condensable gas, from gaseous ammonia. Furthermore, the nitrogen separator 400 allows for internal nitrogen recirculation without requiring additional nitrogen supply to discharge liquid / gaseous ammonia from the engine 20.

[0265] The vessel in this embodiment includes: a fuel tank 10 for storing ammonia fuel, an engine 20 for supplying the ammonia stored in the fuel tank 10 and burning the supplied ammonia, a first tank 30 for collecting liquid ammonia discharged from the engine 20, a second tank 40 for collecting gaseous ammonia discharged from the engine 20, and a nitrogen separator 400 for separating nitrogen from the fluid discharged from the second tank 40.

[0266] Gaseous ammonia is stored in the second tank 40. Here, when collecting gaseous ammonia, it is likely that non-condensable gases such as nitrogen will also be collected. Liquid ammonia is stored in the first tank 30, and during the process or state of storing liquid ammonia in the first tank 30, the internal pressure of the first tank 30 is higher than the internal pressure of the second tank 40. Therefore, it is unlikely that the first tank 30 contains nitrogen. In this embodiment, based on this technical content, a technique for separating nitrogen from the fluid in the second tank 40 where gaseous ammonia is collected is envisioned.

[0267] Nitrogen separated by nitrogen separator 400 can be discharged into the supply path that supplies ammonia from fuel tank 10 to engine 20 and introduced into engine 20. In another example, nitrogen flows along the supply path and is injected into engine 20 when the path is opened using valve 18, or is not injected into engine 20 when the path is closed using valve 18.

[0268] The ammonia gas separated in the nitrogen separator 400 is directed to the fuel tank 10 and used as fuel to drive the engine 20.

[0269] The nitrogen separator 400 is a component that separates nitrogen and ammonia from the gas discharged from the engine 20 so that both can be reused. Therefore, the nitrogen can be reused for the purpose of discharging ammonia from the engine 20 as described above. Additionally, the ammonia can be reused to drive the engine 20.

[0270] The vessel of this embodiment includes: a first valve 32 configured to open and close a flow path extending from the engine 20 to the first tank 30; a second valve 42 configured to open and close a flow path extending from the engine 20 to the second tank 40; and a third valve 46 configured to open and close a flow path extending from the second valve 42 to the second tank 40.

[0271] The primary purpose of the first tank 30 is to store liquid ammonia discharged from the engine 20. However, depending on the circumstances, gaseous ammonia may be generated in the first tank 30 or a small amount of gaseous ammonia may be introduced into the first tank 30, and this gaseous ammonia may be conveyed to a nitrogen separator 400 for separating the gas into nitrogen and ammonia.

[0272] Gaseous ammonia discharged from engine 20 is stored in a second tank 40. The gaseous ammonia is collected first after the liquid ammonia is discharged from engine 20. Therefore, the second tank 40 stores a relatively high concentration of gaseous ammonia. During the discharge of high-concentration gaseous ammonia from engine 20, the first valve 32 closes the flow path, while the second valve 42 and the third valve 46 open the flow path, allowing the high-concentration gaseous ammonia to flow into the second tank 40. Here, the fourth valve 50 closes another flow path. The gaseous ammonia discharged from the second tank 40 can be directed to a nitrogen separator 400, which separates the gas into nitrogen and ammonia.

[0273] Gaseous ammonia from engine 20 may not be stored in separate tanks such as first tank 30 and second tank 40, but instead is directed to nitrogen separator 400. This is done after a period of time following the discharge of high-concentration gaseous ammonia from engine 20 and after the discharge of liquid ammonia. Therefore, the concentration of gaseous ammonia discharged from engine 20 is relatively low. During the discharge of low-concentration gaseous ammonia from engine 20, first valve 32 closes the flow path, second valve 42 opens the flow path, and third valve 46 closes the flow path, so that gaseous ammonia does not flow to first tank 30 and second tank 40, but flows along the flow path provided with fourth valve 50. Here, fourth valve 50 opens the flow path, allowing gaseous ammonia to flow to the flow path provided with fourth valve 50 and to nitrogen separator 400. Nitrogen and ammonia can be separated from each other in nitrogen separator 400.

[0274] The nitrogen separated in the nitrogen separator 400 can be resupplyed to the engine 20 along the nitrogen return path 19 and reused to remove residual ammonia from the engine 20.

[0275] Figure 10 A schematic example of a first application of the nitrogen separator in the fourth embodiment is shown.

[0276] refer to Figure 10 The nitrogen separator can be a PSA (Pressure Swing Adsorption) type. In this application example, an adsorbent is used to separate ammonia from the mixed gas, and the ammonia in the adsorbent is removed by reducing the pressure to regenerate the adsorbent.

[0277] The nitrogen separator in the first application example includes two adsorbents 412 and 414, a nitrogen compressor 416, a nitrogen storage tank 418, and multiple valves.

[0278] When a mixture of ammonia and nitrogen is supplied to two adsorbents 412 and 414 through valves, the two adsorbents 412 and 414 adsorb the ammonia to separate it. The nitrogen separated from the ammonia by the two adsorbents 412 and 414 is discharged from the two adsorbents 412 and 414, compressed in the nitrogen compressor 416, and stored in the nitrogen storage tank 418.

[0279] In addition, nitrogen stored in nitrogen tank 418 can be discharged when supplied to engine 20.

[0280] Figure 11 A second application example of the nitrogen separator in the fourth embodiment is shown.

[0281] refer to Figure 11 The nitrogen separator can be a TSA (temperature-switching adsorption) type. In this application example, ammonia is separated from the mixed gas using an adsorbent, and the adsorbent is regenerated by removing the ammonia from the adsorbent by reducing the pressure and increasing the temperature.

[0282] The nitrogen separator in the second application example includes two adsorbents 422 and 424, a nitrogen compressor 426, a nitrogen storage tank 428, and a heater 421.

[0283] When a mixture of ammonia and nitrogen is supplied to the two adsorbents 412 and 414 through valves, the two adsorbents 422 and 424 adsorb the ammonia gas to separate it. In this case, heat can be supplied to the two adsorbents 422 and 424 from the heater 421. The nitrogen gas separated from the two adsorbents 422 and 424 is discharged from the two adsorbents 422 and 424, compressed in the nitrogen compressor 426, and stored in the nitrogen storage tank 428.

[0284] In addition, nitrogen stored in nitrogen tank 428 can be discharged when supplied to engine 20.

[0285] Figure 12 A third application example of the nitrogen separator in the fourth embodiment is shown.

[0286] refer to Figure 12 The nitrogen separator may include a separation membrane. In this application example, the separation membrane is used to separate ammonia and nitrogen in a gas mixture.

[0287] A mixture of ammonia and nitrogen is guided through a valve to a separation membrane 432, where the ammonia and nitrogen are separated. Then, only the ammonia is supplied to the fuel tank 10, while the nitrogen is compressed in a nitrogen compressor 434 and stored in a nitrogen storage tank 436.

[0288] In addition, nitrogen stored in nitrogen tank 428 can be discharged when supplied to engine 20.

[0289] Figure 13 A fourth application example of the nitrogen separator in the fourth embodiment is shown.

[0290] refer to Figure 13 The nitrogen separator includes a cooler that condenses ammonia into a liquid. In this application example, the nitrogen separator separates ammonia and nitrogen from each other by lowering the temperature of the ammonia and nitrogen mixture to condense the ammonia into a liquid.

[0291] A mixture of ammonia and nitrogen is directed through a valve to cooler 442. The ammonia and nitrogen are separated in cooler 442. Here, the mixture is cooled to convert the ammonia into liquid ammonia. The nitrogen does not convert to liquid. Therefore, ammonia and nitrogen can be separated from each other. The separated ammonia is supplied to fuel tank 10, while the nitrogen is compressed in nitrogen compressor 446 and stored in nitrogen storage tank 448.

[0292] In addition, nitrogen stored in nitrogen tank 448 can be discharged when supplied to engine 20.

[0293] Figures 1A to 13 The embodiments shown are not mutually exclusive and can be combined with each other.

[0294] Figure 14 A schematic diagram of a technical concept that can be applied to the above-described embodiments is shown.

[0295] Figure 15 shows Figure 14 A detailed diagram. Figure 15A Specifically shown Figure 14 The first step, step 1. Figure 15B Specifically shown Figure 14 The second step, step 2. Figure 15C Specifically shown Figure 14 The third step, step 3.

[0296] Specifically, Figure 15A The first step of driving the washer is shown. Figure 15B The second step of driving the washer is shown. Figure 15C The third step of driving the washer is shown.

[0297] refer to Figure 14 As shown in Figure 15, the vessel in this embodiment includes a living quarters 510 and a scrubber 530 for purifying the air drawn in through the air inlet 520 of the living quarters 510. The scrubber 530 includes an ammonia reaction unit 534, a cleaning water storage unit 532, and a valve 536 for opening and closing the flow path of air discharged from the scrubber 530.

[0298] The living quarters 510 refer to the living or working space for the personnel operating the ship, and are installed on the ship's deck. Air is introduced through air inlets 520 and can be supplied to the interior of the living quarters 510. The scrubber 530 can purify the air drawn in from the air inlets 520 to provide purified air to the living quarters 510.

[0299] As the air supplied to the scrubber 530 circulates through the ammonia reaction unit 534 and the cleaning water storage unit 532, the ammonia content is reduced. Therefore, the ammonia-removed air is supplied to the living quarters 510.

[0300] The ammonia reaction unit 534 can increase the contact area between the air supplied to the inside of the scrubber 530 and the cleaning water, so that the ammonia and the cleaning water can mix better with each other.

[0301] The cleaning water storage unit 532 stores the cleaning water used in the scrubber 530. Ammonia is dissolved in the cleaning water storage unit 532. Therefore, when the scrubber 530 is used for an extended period of time or when a high concentration of ammonia gas is introduced into the air inlet 520, the ammonia concentration in the cleaning water storage unit 532 increases.

[0302] In order to provide ammonia-free air to the living quarters 510, the scrubber 530 operates in a variable-condition manner according to the ammonia concentration contained in the air supplied from the scrubber 530.

[0303] Since the vessel includes a fuel tank for storing ammonia fuel and an engine that supplies and burns the ammonia stored in the fuel tank, there is a possibility that ammonia may leak from the fuel tank or the engine. Ammonia is likely to leak from ammonia leak source 502, and the ammonia leaking from leak source 502 may flow to air inlet 520.

[0304] An ammonia sensor can be installed near the air inlet 520 or the scrubber 530 to detect the ammonia concentration.

[0305] In this embodiment, the scrubber 530 operates in a variable-condition manner based on the concentration of ammonia in the air, namely high concentration, medium concentration, and normal concentration. The high, medium, and normal concentrations are values ​​that can be changed based on operator or situational conditions and can be varied considering the scrubber's purification performance. The normal concentration may refer to a situation where there is almost no ammonia leakage. The medium concentration may refer to a range where ammonia has a slight effect on the human body. The high concentration may refer to a range that could sufficiently affect the human body due to problems such as engine issues.

[0306] like Figure 15A As shown, when the ammonia concentration is at the normal concentration, the first step, step 1, is executed.

[0307] When the ammonia concentration is determined to be within the normal range based on the ammonia sensor measurement, the scrubber 530 circulates the air in a closed loop, purifies the air, and supplies the purified air to the flow path. Air is drawn in from the inlet 520 by the fan 531 and circulates in a closed loop between the cleaning water storage unit 532 and the ammonia reaction unit 534, thus removing ammonia from the drawn-in air.

[0308] Here, valve 536 can open the flow path to allow purified air to flow into the living quarters 510.

[0309] like Figure 15B As shown, when the ammonia concentration is at a medium level, the second step, step 2, is executed.

[0310] When the ammonia concentration is determined to be medium based on the ammonia sensor measurement, the washer 530 is controlled to remove ammonia in a larger amount than when the ammonia concentration is normal.

[0311] Basically, as with normal concentrations, the scrubber 530 circulates air in a closed loop, purifies the air, and supplies the purified air to the flow path.

[0312] However, supplying fresh cleaning water to the cleaning water storage unit 532 prevents the ammonia concentration in the cleaning water storage unit 532 from increasing. When the ammonia concentration in the cleaning water storage unit 532 increases, ammonia is difficult to dissolve in the cleaning water storage unit 532. Even if air is circulated through the cleaning water storage unit 532, ammonia cannot be sufficiently removed from the air. Therefore, unlike... Figure 15A Additional fresh cleaning water is supplied to reduce the ammonia concentration in the cleaning water storage unit 532.

[0313] Here, the valve 536 can open the flow path so that purified air can be supplied to the living quarters 510.

[0314] like Figure 15C As shown, when the ammonia concentration is high, the third step, step 3, is executed.

[0315] When the ammonia concentration is determined to be high based on the measurement of the ammonia sensor, valve 536 blocks the flow path, thereby preventing air discharged from the scrubber 530 from being supplied to the flow path.

[0316] When the ammonia concentration is high, it is difficult to remove ammonia from the air even when using the scrubber 530, so it is not recommended to supply such air to the living quarters 510 where the operators live. Therefore, when a high concentration of ammonia is detected, unlike when the ammonia concentration is medium or normal, air can be prevented from being supplied to the cleaning water storage unit 532 and the ammonia reaction unit 534 by operating the fan 531.

[0317] Here, the valve 536 blocks the flow path, thereby preventing outside air from being introduced into the living quarters 510.

[0318] Figure 16 shows a schematic diagram of another technical concept that can be applied to the above-described embodiments.

[0319] Figures 17 to 19 The technical concept shown in Figure 16 is illustrated in detail.

[0320] Figure 16A It is a side view of the ship. Figure 16B This is a top view of the ship. (For example...) Figure 16B As shown, the air intakes include a first air intake 523 located on the right side of the living quarters 510 when viewed along the ship's forward direction, and a second air intake 526 located on the left side of the living quarters 510. When viewed along the ship's forward direction, the first air intake 523 is located in front of the second air intake 526. The first air intake 523 is located on the right side compared to the second air intake 526. Air flowing on the right side of the living quarters 510 is drawn into the first air intake 523. The second air intake 526 is located on the left side compared to the first air intake 523. Air flowing on the left side of the living quarters 510 is drawn into the second air intake 526.

[0321] The first air inlet 523 and the second air inlet 526 can be separated from each other and located in different positions, and can draw in air flowing in different parts of the living quarters 510. Therefore, if any air inlet malfunctions, the other air inlet can be used to supply air to the living quarters 510.

[0322] Air drawn in through the first air inlet 523 and the second air inlet 526 is guided to the scrubber 530 via the duct 512. Two streams of air drawn in from the two air inlets can merge in a single duct 512, and the merged air is purified by the scrubber 530 located within the duct 512. The two streams of air drawn in from the two air inlets are supplied to a shared scrubber, thereby purifying the merged air.

[0323] The vessel in this embodiment includes a first damper 522 for blocking air drawn in from the first air inlet 523 and a second damper 527 for blocking air drawn in from the second air inlet 526.

[0324] Additionally, a controller (not shown) can control a fan 528 installed in duct 512 to regulate the amount of air drawn in from each air inlet. The fan 528 can be installed in duct 512 and can be shared by two air inlets. When air is drawn in under the action of the fan 528, two streams of air are drawn in from each of the two air inlets.

[0325] Sensors are installed near each air inlet to detect the ammonia concentration in the air drawn in through the inlet or in the air surrounding the inlet. The ammonia concentration is detected using these sensors. When the ammonia concentration in the air drawn in from each inlet is high, the opening degree of each air inlet 523 and 526 is reduced using dampers 522 and 527.

[0326] When the ammonia concentration in the air drawn in from either the first air inlet 523 or the second air inlet 526 is high, the air flow rate drawn in by the fan 528 can be reduced.

[0327] refer to Figure 18 and Figure 19 Under normal circumstances, that is, when the ammonia detection sensor does not detect ammonia in the air or detects ammonia concentration in the air as normal, each of the first air inlet 523 and the second air inlet 526 is 100% open, the fan 528 is running at 100%, and in S100, air is drawn in through each of the first air inlet 523 and the second air inlet 526.

[0328] For example, it can be assumed that in S110, the concentration sensed by the right-side ammonia sensor located on the right side is a hazardous concentration. Here, this hazardous concentration can be classified as follows: Figure 19 The three concentration ranges are shown. In response, the opening degree of each air inlet and the capacity of the fan can be changed. When the ammonia concentration detected by the ammonia concentration sensor is high, the damper of the corresponding air inlet is controlled to reduce the opening degree of the air inlet, and the capacity of the fan 528 is reduced to reduce the amount of air drawn into the living quarters 510 through the air inlets.

[0329] Since the ammonia sensor on the right side detected a dangerous concentration, in S120, the first damper 522 on the right side closes the first air inlet 523, while the second damper 527 keeps the second air inlet 526 in a 100% open state.

[0330] In S130, the ammonia concentration detected by the ammonia sensor is divided into three ranges, and the capacity of the fan 528 is controlled to maintain the capacity set in the corresponding range.

[0331] In S140, the ammonia concentration in the ammonia sensor located near the second air inlet 526 on the right side is continuously monitored, and changes in the detected ammonia concentration are checked. When the ammonia concentration detected by the ammonia sensor exceeds the danger range, the process is terminated, the first air inlet 523 is opened 100%, and the fan 528 is also controlled to operate at 100% capacity. A deviation from the danger range may mean that the ammonia concentration level is below [a certain threshold]. Figure 19 The third range shown.

[0332] Although the above description uses an example of increased ammonia concentration on the right side of living quarters 510, this can be similarly applied to an increase in ammonia concentration on the left side of living quarters 510. In this case, the second air inlet is closed instead of the first air inlet.

[0333] Figures 20 to 21 A schematic diagram of another technical concept that can typically be applied to the above-described embodiments is shown.

[0334] As described above, the ship in this embodiment includes a fuel tank 10 for storing ammonia fuel and an engine 20 for supplying the ammonia stored in the fuel tank 10 and igniting the ammonia.

[0335] Therefore, depending on the circumstances, ammonia may leak from various sources in addition to fuel tank 10 and engine 20.

[0336] In this embodiment, a technology is proposed to prevent operators from being harmed by leaked ammonia gas.

[0337] The vessel in this embodiment includes: a partitioned workspace 600 where ammonia leakage may occur; doors 610 and 620 through which operators can enter and exit the workspace 600; locks 614 and 624 to lock the doors and prevent them from being opened; alarm buttons 612 and 622 to check whether an operator has entered the workspace when the operator enters through the doors; a gas detector 630 installed in the workspace to detect the ammonia concentration therein; and a fan 640 to ventilate the workspace with outside air. In one example, the vessel may include an operator detection sensor 650 for detecting whether an operator has entered the workspace.

[0338] Alarm buttons 612 and 622 or operator detection sensor 650 can be used to determine whether there is an operator in the workspace 600.

[0339] The door may include a first door 610 and a second door 620. Therefore, an operator can enter the work space through either the first door 610 or the second door 620, and then exit the work space through either the first door 610 or the second door 620.

[0340] The alarm buttons include a first alarm button 612 located on the first door 610 and a second alarm button 622 located on the second door 620. Operators can use each alarm button to check whether they have entered or left the workspace 600. The first alarm button 612 and the second alarm button 622 can be linked together, allowing operators to use one of them to check entry and the other to check exit.

[0341] The workspace 600 can be a CPR (cargo compressor compartment).

[0342] Reference Figure 20 In S200, the ammonia concentration detected in the work path or enclosed area, i.e., the work space, is checked to see if it exceeds the hazardous concentration.

[0343] When the ammonia concentration exceeds the dangerous concentration, various measures can be taken to ensure the safety of operators.

[0344] First, in S210, the presence of an operator in the workspace is detected by alarm buttons 612 and 622 and operator detection sensor 65.

[0345] When there are operators in the workspace, in S220, the fan 640 for ventilating the interior of the workspace 600 operates at 100% to 50% capacity, thereby increasing the ventilation rate.

[0346] In S230 and S240, the fan continues to operate when an operator is detected in the workspace. When no operator is detected, the fan capacity is reduced, and all doors are locked by locks 614 and 624 that lock the respective doors.

[0347] In S250 and S280, the gas detector 630 continuously checks whether the ammonia concentration in the workspace 600 has decreased to a level below the danger level. When the ammonia concentration decreases to a level below the danger level, locks 614 and 624 are unlocked, allowing the operator to enter the workspace through all doors.

[0348] When it is determined in S210 that no operator is detected in the workspace, in S260, all doors are locked using locks 614 and 624, and the fan is operated. Here, the fan capacity is in the range of 30% to 70%. Alternatively, the fan can be operated at 100% or lower.

[0349] The gas detector 630 continuously monitors whether the ammonia concentration in the workspace 600 has decreased to a level below the danger level. In S270 and S280, when the ammonia concentration decreases to a level below the danger level, locks 614 and 624 are unlocked, allowing the operator to enter the workspace through all doors.

[0350] In this embodiment, when the ammonia concentration in the work space 600 is greater than or equal to a predetermined value and there are no operators in the work space 600, the locks 614 and 624 lock the doors 610 and 620 to prevent operators from entering the work space 600.

[0351] Conversely, when the ammonia concentration in the workspace 600 decreases to a predetermined value or lower, the locks 614 and 624 unlock the doors, allowing the operator to enter the workspace through the doors 610 and 620.

[0352] When the ammonia concentration in the work area is equal to or greater than a predetermined value, the fan operates faster when there are operators in the work area than when there are no operators, thus ensuring the safety of the operators.

[0353] Figure 22 A schematic diagram is shown of another technical concept that can typically be applied to the above embodiments.

[0354] The vessel in this embodiment includes a vented mast 8 for venting gases and a living quarters 510. The distance between the living quarters 510 and the propeller 2 can be greater than the distance between the propeller 2 and the vented mast 8.

[0355] Viewed along the ship's direction of travel, the ventilated mast 8 and the living quarters 510 are arranged sequentially to each other.

[0356] Exhaust gas is discharged from the vent mast 8. If the exhaust gas flows into the living quarters 510, which serve as the living or working space for the operators, it could adversely affect them. Therefore, the living quarters 510 are positioned forward and the vent mast 8 is positioned aft along the ship's direction of travel, so that the exhaust gas discharged from the vent mast 8 does not flow into the living quarters 510.

[0357] Figure 23 illustrates a schematic diagram of another technical concept that can typically be applied to the above-described embodiments. Figure 23A A side view of the ship is shown, and Figure 23B A top view of the ship is shown.

[0358] The vessel in this embodiment includes a living quarters 510, an engine room 700 located below the living quarters and housing the engine, an engine control room 710 located below the living quarters and housing equipment for controlling the engine, and a passageway 720 connecting the engine control room 710 to the living quarters 510.

[0359] In other words, the engine compartment 700 and the engine control room 710 are isolated from each other. The engine control room 710 is isolated from the engine compartment 700 by a partition wall 712, thereby preventing operators from entering the engine control room 710 from the engine compartment 700. Therefore, even in the event of a leak of gas, such as ammonia, from the engine compartment 700, the gas can be prevented from being introduced into the engine control room 710.

[0360] A staircase connecting the upper living quarters 510 and the lower engine control room 710 may be arranged in the passageway 720. The staircase connects two spaces at different vertical heights, allowing operators to move between them. Therefore, the upper living quarters 510 and the lower engine control room 710 are connected by a staircase, enabling operators to access the engine control room 710 from the living quarters 510.

[0361] This invention is not limited to the embodiments described above. As will be understood from the appended claims, those skilled in the art can make modifications to this invention, and such modifications fall within the protection scope of this invention.

[0362] [First Embodiment] [Item 1 of Example 1] A vessel comprising: Fuel tank containing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; A first tank for collecting liquid ammonia discharged from the engine; and A second tank for collecting gaseous ammonia discharged from the engine; Liquid ammonia is first collected in the first tank, and then gaseous ammonia is collected in the second tank.

[0363] [Item 2 of Example 1] The vessel as described in item 1, Specifically, when the concentration of gaseous ammonia collected in the second chamber decreases to a value lower than or equal to a predetermined reference value, the low-concentration gaseous ammonia is collected into a flow path different from the flow path connected to the first chamber and the second chamber.

[0364] [Item 3 of Example 1] The vessels described in item 2 also include: A first valve configured to open and close a flow path extending from the engine to the first housing; and A second valve is configured to open and close a flow path extending from the engine to the second housing; When the first valve opens the flow path, the second valve closes the flow path.

[0365] [Item 4 of Example 1] The vessel as described in item 3 includes a third valve configured to open and close a flow path extending from the second valve to the second tank.

[0366] [Item 5 of Example 1] As described in item 4, When a high concentration of gaseous ammonia is discharged from the engine, the second valve opens the flow path, and the third valve also opens the flow path.

[0367] [Item 6 of Example 1] As described in item 4, Specifically, when a low concentration of ammonia gas is discharged from the engine, the second valve opens the flow path, and the third valve closes the flow path.

[0368] [Item 7 of Example 1] Vessels as described in item 3, Specifically, when ammonia is discharged from the engine, the second valve closes the flow path; and After a predetermined time has elapsed, the second valve opens the flow path.

[0369] [Item 8 of Example 1] As described in item 4, Specifically, when gaseous ammonia is discharged from the engine, the third valve opens the flow path; and After a predetermined time has elapsed, the third valve closes the flow path.

[0370] [Item 9 of Example 1] The vessel as described in item 1, The pressure in the first chamber is maintained at a higher level than that in the second chamber.

[0371] [Item 10 of Example 1] Ships as described in item 9, The vessel includes a flow path for supplying nitrogen to the first tank to maintain the pressure of the first tank.

[0372] [Item 11 of Example 1] The vessel as described in item 1, The vessel includes a flow path configured to direct ammonia collected in the first tank to a fuel supply pump.

[0373] [Item 12 of Example 1] A method for controlling a ship, wherein the ship, which burns ammonia fuel in its engine, includes: a fuel tank storing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; A first tank for collecting liquid ammonia discharged from the engine; and A second tank is used to collect gaseous ammonia discharged from the engine. The method includes the first step of driving the engine with ammonia fuel and then stopping it; The second step involves guiding the remaining liquid ammonia in the engine to the first tank; and The third step involves collecting the gaseous ammonia remaining in the engine into the second container.

[0374] [Item 13 of Example 1] The method described in item 12 includes: After the third step, The fourth step is used to discharge gaseous ammonia into a flow path other than the flow path leading to the first and second boxes; In the fourth step, the concentration of gaseous ammonia discharged is lower than that of gaseous ammonia discharged in the third step.

[0375] [Item 14 of Example 1] The method described in item 13 includes After the second step, The liquid ammonia stored in the first tank is returned to the fuel supply pump.

[0376] [Item 15 of Example 1] As described in item 13, The second step includes: Nitrogen gas is injected into the first chamber to maintain the pressure in the first chamber at a level equal to or higher than a predetermined pressure.

[0377] [Item 16 of Example 1] As described in item 13, The second step includes: Nitrogen gas is injected into the engine so that liquid ammonia remaining in the engine can be expelled from the engine.

[0378] [Second Embodiment] [Item 1 of Example 2] A vessel includes: a fuel tank storing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; and A tank for collecting liquid or gaseous ammonia discharged from the engine. The liquid ammonia flows from the engine to the tank, and then the gaseous ammonia flows from the engine to the tank.

[0379] [Item 2 of Example 2] The vessel as described in item 1, Wherein, when the liquid ammonia flows from the engine to the tank, the pressure of the tank is greater than the pressure of the tank when the gaseous ammonia flows from the engine to the tank.

[0380] [Item 3 of Example 2] The vessel as described in item 1, The liquid ammonia is collected in the tank, and then a high concentration of gaseous ammonia is collected in the tank. The process involves collecting high-concentration gaseous ammonia and then collecting low-concentration ammonia in a flow path different from the flow path leading to the box.

[0381] [Item 4 of Example 2] Vessels as described in item 3, including A first flow path through which the gaseous ammonia stored in the tank is discharged from the tank; and A first valve is configured to open and close the first flow path; The first valve is a pressure control valve.

[0382] [Item 5 of Example 2] As described in item 4, Wherein, the first valve is controlled such that: When liquid ammonia flows from the engine to the tank, the pressure in the tank is maintained at a level greater than the tank pressure when gaseous ammonia flows from the engine to the tank.

[0383] [Item 6 of Example 2] Vessels as described in item 3 include: A second flow path through which the liquid ammonia stored in the tank is discharged from the fuel tank; and The second valve is configured to open and close the second flow path.

[0384] [Item 7 of Example 2] Ships as described in item 6, Specifically, when liquid ammonia flows from the engine to the tank, the second valve closes the second flow path.

[0385] [Item 8 of Example 2] Ships as described in item 6, Specifically, when gaseous ammonia flows from the engine to the box, the second valve closes the second flow path.

[0386] [Item 9 of Example 2] Ships as described in item 6, Specifically, when gaseous ammonia is discharged from the tank to the outside of the tank, the second valve closes the second flow path.

[0387] [Item 10 of Example 2] A method for controlling a ship, the ship comprising: a fuel tank storing ammonia fuel, An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; and A tank for collecting liquid or gaseous ammonia discharged from the engine; The method includes the first step of driving the engine with ammonia fuel and then stopping it; The second step involves guiding the residual liquid ammonia in the engine to the tank; and The third step is to collect the gaseous ammonia remaining in the engine into the box.

[0388] [Item 11 of Example 2] The method described in item 10 includes: After the third step, The fourth step is to discharge gaseous ammonia into a flow path other than the aforementioned container; The concentration of gaseous ammonia discharged in the fourth step is lower than the concentration of gaseous ammonia discharged in the third step.

[0389] [Item 12 of Example 2] The method described in item 11 includes: After completing the second step and before proceeding to the third step, The liquid ammonia stored in the first tank is returned to the fuel tank.

[0390] [Item 13 of Example 2] As described in item 12, The third step is performed after the return step is completed, while the pressure of the box is reduced.

[0391] [Item 14 of Example 2] As described in item 10, The second step includes blocking the outlet flow path of the box to control the pressure increase of the box.

[0392] [Item 15 of Example 2] As described in item 10, The second step includes injecting nitrogen gas into the engine to expel any remaining liquid ammonia from the engine.

[0393] [Third Embodiment] [Item 1 of Example 3] A vessel includes: a fuel tank storing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; A flow path for guiding liquid ammonia discharged from the engine to the fuel tank; A tank for collecting ammonia discharged from the engine; and A non-condensable gas treatment device configured to treat non-condensable gases in the fuel tank.

[0394] [Item 2 of Example 3] The vessel as described in item 1, The non-condensable gas treatment device includes: A compressor for compressing the gas in the fuel tank; and A gas-liquid separator used to separate fluids compressed by the compressor into liquids and gases.

[0395] [Item 3 of Example 3] As described in item 2, The liquid ammonia separated from the fluid by the gas-liquid separator is guided to the fuel tank.

[0396] [Item 4 of Example 3] Vessels as described in item 3 include: A buffer tank configured to store the gas separated from the fluid by the gas-liquid separator; The gas includes gaseous ammonia and non-condensable gases.

[0397] [Item 5 of Example 3] As described in item 4, In this process, gaseous ammonia and non-condensable gases discharged from the buffer tank are mixed with gaseous ammonia discharged from the engine, and the mixture flows.

[0398] [Item 6 of Example 3] Vessels as described in item 2 include: A heat exchanger is installed at the outlet end of the compressor to cool the fluid discharged from the compressor.

[0399] [Item 7 of Example 3] Ships as described in item 6, The heat exchanger is located between the compressor and the gas-liquid separator.

[0400] [Item 8 of Example 3] Vessels as described in item 1 include: A valve disposed in the flow path and configured to control the flow of liquid ammonia discharged from the engine.

[0401] [Item 9 of Example 3] As described in item 8, When the valve opens the flow path, the liquid ammonia discharged from the engine flows to the fuel tank; When the valve closes the flow path, it blocks the flow of liquid ammonia in the engine.

[0402] [Item 10 of Example 3] The vessel as described in item 1, The non-condensable gas treatment device is always in operation.

[0403] [Item 11 of Example 3] Ships as described in item 10, The non-condensable gas treatment device is driven simultaneously with the engine.

[0404] [Item 12 of Example 3] Ships as described in item 10, When the engine stops, the non-condensable gas treatment device is activated.

[0405] [Item 13 of Example 3] A vessel comprising: a fuel tank storing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; A first tank for collecting liquid ammonia discharged from the engine; A second tank for collecting gaseous ammonia discharged from the engine; and A non-condensable gas processing device configured to extract non-condensable gases from the fuel tank; The liquid ammonia is collected in the first tank, and then the gaseous ammonia is collected in the second tank.

[0406] [Item 14 of Example 3] Ships as described in item 13, The non-condensable gas treatment device includes: A compressor for compressing the gas in the fuel tank; and A gas-liquid separator used to separate fluids compressed by the compressor into liquids and gases.

[0407] [Item 15 of Example 3] Ships as described in item 13, The liquid ammonia separated from the fluid by the gas-liquid separator is guided to the fuel tank.

[0408] [Fourth Embodiment] [Item 1 of Example 4] A vessel comprising: living quarters; and A scrubber for purifying the air drawn in through the air intake of the living quarters; The washer includes: Ammonia reaction unit; Cleaning water storage unit; and A valve configured to open and close the flow path through which air discharged from the washer flows; When the air supplied to the scrubber circulates through the ammonia reaction unit and the cleaning water storage unit, the ammonia content decreases. The scrubber operates under varying conditions based on the concentration of ammonia in the air supplied to it.

[0409] [Item 2 of Example 4] The vessel as described in item 1, The scrubber operates under varying conditions based on different concentrations of ammonia in the air; these different concentrations include high concentration, medium concentration, and normal concentration.

[0410] [Item 3 of Example 4] As described in Article 2, When the concentration of ammonia in the air is at a normal level, The scrubber circulates and purifies air in a closed loop and provides the purified air to the flow path.

[0411] [Item 4 of Example 4] As described in Article 2, When the concentration of ammonia in the air is medium, The scrubber circulates and purifies air in a closed loop, and then supplies the purified air to the flow path. New cleaning water is supplied to the cleaning water storage unit.

[0412] [Item 5 of Example 4] As described in Article 2, Among them, when the concentration of ammonia in the air is high, The valve blocks the flow path so that air discharged from the washer is not supplied to the flow path.

[0413] [Item 6 of Example 4] A vessel comprising: living quarters; and A scrubber that purifies the air drawn in through the air inlet of the living quarters; The air inlet includes: Viewed along the vessel's direction of travel, the first air intake is located on the right side of the living quarters; and Viewed along the direction of the ship's advance, the second air intake is located on the left side of the living quarters; The air drawn in from the first air inlet and the second air inlet is guided to the scrubber via a pipe.

[0414] [Item 7 of Example 4] Vessels as described in item 6 include: A first damper configured to block air drawn in from the first air inlet; and A second damper is configured to block air drawn in from the second air inlet.

[0415] [Item 8 of Example 4] Vessels as described in item 7, When the ammonia concentration in the air drawn in from each air inlet is high, the opening degree of each air inlet is reduced by reducing the dampers.

[0416] [Item 9 of Example 4] Vessels as described in item 6 include: A fan configured to regulate the air volume drawn in from each of the first and second air inlets.

[0417] [Item 10 of Example 4] Ships as described in item 9, Specifically, when the ammonia concentration in the air drawn in from one of the first and second air inlets is high, the airflow rate drawn in during the operation of the fan is reduced.

[0418] [Item 11 of Example 4] A vessel comprising: a fuel tank storing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; Separated workspaces where ammonia leaks are likely to occur; Doors that allow or prohibit entry into the workspace; A lock that prevents the door from being opened; An alarm button is used to confirm the operator's entry and exit when the operator enters the work space through the door; A gas detector installed within the work space for sensing the concentration of ammonia therein; and A fan configured to ventilate the workspace with outside air; Specifically, when the ammonia concentration in the work space is equal to or higher than a predetermined value, and there are no operators in the work space, the lock locks the door.

[0419] [Item 12 of Example 4] As described in item 11, Wherein, when the ammonia concentration in the work space is equal to or greater than a predetermined value, When there are operators in the workspace, the fan operates faster than when there are no operators in the workspace.

[0420] [Item 13 of Example 4] As described in item 11, Specifically, when the ammonia concentration in the work area decreases to a predetermined value or lower, The lock releases the door from its lock.

[0421] [Item 14 of Example 4] As described in item 11, The entrance doors include a first entrance door and a second entrance door. The alarm button includes: The first alarm button is located at the first entrance door; The second alarm button is located at the second entrance door; The first alarm button and the second alarm button are linked to each other, so that the operator can confirm entry by pressing one of the first alarm button and the second alarm button, and confirm exit by pressing one of the first alarm button and the second alarm button.

[0422] [Item 15 of Example 4] The vessels described in item 11 include: A ventilated mast; and Living quarters; Wherein, the distance between the living quarters and the propeller is greater than the distance between the propeller and the ventilated mast; Along the direction the ship is traveling, The living quarters are located at the front. The ventilated mast is located at the rear.

Claims

1. A vessel comprising: Fuel tank containing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; A first tank for collecting liquid ammonia discharged from the engine; as well as A second tank for collecting gaseous ammonia discharged from the engine; The liquid ammonia is first collected in the first tank, and then the gaseous ammonia is collected in the second tank.

2. The ship according to claim 1, characterized in that: When the concentration of gaseous ammonia collected in the second chamber decreases to a value lower than or equal to a predetermined reference value, the low-concentration gaseous ammonia is collected into a flow path different from the flow path connected to the first and second chambers.

3. The ship according to claim 2, characterized in that: Also includes: A first valve is configured to open and close a flow path extending from the engine to the first housing; as well as A second valve is configured to open and close a flow path extending from the engine to the second housing; When the first valve opens the flow path, the second valve closes the flow path.

4. The ship according to claim 3, characterized in that: It also includes a third valve configured to open and close a flow path extending from the second valve to the second tank.

5. A vessel comprising: Fuel tank containing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; as well as A tank for collecting liquid or gaseous ammonia discharged from the engine. In this process, the liquid ammonia first flows from the engine to the tank, and then the gaseous ammonia flows from the engine to the tank.

6. The ship according to claim 5, characterized in that: The pressure in the tank when the liquid ammonia flows from the engine to the tank is greater than the pressure in the tank when the gaseous ammonia flows from the engine to the tank.

7. The ship according to claim 5, characterized in that: First, liquid ammonia is collected in the box, and then, high-concentration gaseous ammonia is collected in the box. In this process, high-concentration gaseous ammonia is collected in the box, and then low-concentration ammonia is collected into a flow path different from the flow path leading to the box.

8. The vessel according to claim 7, comprising: The gaseous ammonia stored in the box is discharged to the outside of the box via a first flow path; The first valve is configured to open and close the first flow path; The first valve is a pressure control valve.

9. A vessel comprising: Fuel tank containing ammonia fuel; An engine configured to receive ammonia stored in the fuel tank and burn the received ammonia; A flow path for guiding liquid ammonia discharged from the engine to the fuel tank; A tank for collecting ammonia discharged from the engine; as well as A non-condensable gas treatment device configured to treat non-condensable gases within the fuel tank.

10. The ship according to claim 9, characterized in that: The non-condensable gas treatment device includes: A compressor for compressing the gas in the fuel tank; and A gas-liquid separator configured to separate the fluid compressed by the compressor into liquid and gas.

11. The ship according to claim 10, characterized in that: The liquid ammonia separated from the fluid by the gas-liquid separator is directed to the fuel tank.

12. The ship according to claim 11, characterized in that: Also includes: A buffer tank configured to store the gas separated by the gas-liquid separator therein; The gas contains gaseous ammonia and non-condensable gases.

13. A vessel comprising: Living quarters; as well as A scrubber for purifying the air drawn in through the air intake of the living quarters; The washing machine includes: Ammonia reaction unit; Cleaning water storage unit; and A valve configured to open and close the flow path through which air discharged from the washer flows; When the air supplied to the washer circulates through the ammonia reaction unit and the cleaning water storage unit, the ammonia content decreases. The scrubber operates under varying conditions based on the ammonia concentration in the air it supplies.

14. The ship according to claim 13, characterized in that: The scrubber operates under varying conditions based on different concentrations of ammonia in the air, including high, medium, and normal concentrations.

15. The ship according to claim 14, characterized in that: When the ammonia concentration in the air is at a normal level, the scrubber circulates the air in a closed loop, purifies the air, and provides the purified air to the flow path.

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