Ship equipped with gas turbine and waste heat recovery-based electric propulsion system

Abstract

A ship equipped with a gas turbine and a waste heat recovery-based electric propulsion system, according to an embodiment of the present invention, enhances the efficiency of a gas turbine (142) by including a stern section (C) comprising: the gas turbine (142), disposed in an engine room (141), that generates electric power by combustion of first fuel supplied from a second fuel tank (143) or second fuel supplied from cargo tanks (TK1 to TK4) and supplies the electric power to an electric propulsion motor; the second fuel tank (143), which is disposed in an upper side free space of the engine room (141), has an upper end exposed to an upper deck (UD), and supplies the first fuel to the gas turbine (142); and a waste heat recovery system (150) that converts waste heat from exhaust gas of the gas turbine (142) into electric power and then supplies the electric power to the electric propulsion motor.

Description

A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery

[0001] One embodiment of the present invention relates to a bow arrangement structure of a ship in which the living quarters are arranged in the bow area to increase space utilization, another embodiment of the present invention relates to a ship equipped with the bow arrangement structure of an LNG carrier in which the living quarters are arranged in the bow area to increase space utilization of the bow and stern, and yet another embodiment of the present invention relates to a ship equipped with a gas turbine that improves the efficiency of the gas turbine and an electric propulsion system using waste heat recovery.

[0002] Recently, in order to comply with the IMO 2050, the strengthened greenhouse gas (GHG) and carbon dioxide reduction regulations of the International Maritime Organization (IMO), attention has begun to be paid to ammonia (NH3), which does not emit carbon dioxide.

[0003] In particular, there is a demand for the development of electric propulsion ships that produce electricity from gas turbines fueled by ammonia.

[0004] Meanwhile, when applying an ammonia gas turbine to an electric propulsion ship, the volume occupied by the ship is reduced compared to engines that use conventional diesel (HFO, MGO, MDO or LSMGO), LNG, etc. as fuel, so the ship's operating efficiency and stability can be maintained. In addition, in shipbuilding, in order to comply with IMO SOLAS regulations, the fuel tank, fuel supply system, and cabin including accommodation can be rearranged to take this into consideration.

[0005] Accordingly, a technology is required that can increase the space efficiency of the bow and stern and the efficiency of the gas turbine by relocating the living quarters located on the stern side of the cargo space of an LNG carrier while ensuring structural stability.

[0006] The technical problem to be achieved by the idea of ​​the present invention is to provide a ship's accommodation bow arrangement structure that increases space utilization by arranging the accommodation in the bow area, to provide a ship equipped with the accommodation bow arrangement structure that can improve space efficiency on the trunk deck, and to provide a ship equipped with a gas turbine and an electric propulsion system by waste heat recovery that can generate electricity through a gas turbine by combusting ammonia gas and LNG and recover waste heat of the gas turbine to improve the efficiency of the gas turbine.

[0007] In order to achieve the above-described object, one embodiment of the present invention provides a ship equipped with a gas turbine and an electric propulsion system using waste heat recovery, including a stern section, the ship including a gas turbine arranged in an engine room and generating electricity by combustion of a first fuel supplied from a second fuel tank or a second fuel supplied from a cargo tank and supplying the electricity to an electric propulsion motor; a second fuel tank arranged in an upper side of an upper space of the engine room, the upper end of which is exposed to the upper deck and supplies the first fuel to the gas turbine; and a waste heat recovery system that converts waste heat from exhaust gas of the gas turbine into electricity and supplies the electricity to the electric propulsion motor.

[0008] Here, the ship may further include a cargo area in which a cargo tank for storing and transporting LNG is arranged; and a bow area located forward of the cargo area in the forward direction and spaced apart from the upper deck of the bow by a certain height but including a wheelhouse, a bow storage area arranged below the upper deck, and a first cofferdam of a specific structure arranged between the cargo area, the accommodation area, and the bow storage area.

[0009] At this time, the waste heat recovery system may be a supercritical carbon dioxide power generation system.

[0010] Additionally, the supercritical carbon dioxide power generation system can be placed on the stern side of the engine casing.

[0011] Specifically, the supercritical carbon dioxide power generation system can be placed at a certain height apart from the sunken deck by pilotis.

[0012] And, the supercritical carbon dioxide power generation system may include a heater disposed in the engine casing or chimney to recover waste heat of exhaust gas exhausted from the gas turbine and heat carbon dioxide, a turbine that generates electricity by rotating with supercritical carbon dioxide heated by the heater, a compressor that compresses carbon dioxide, a heat exchanger that heat-exchanges carbon dioxide recovered from the turbine and carbon dioxide supplied from the compressor to the heater, a precooler that cools carbon dioxide that has passed through the heat exchanger from the turbine and supplies it to the compressor, and a preheater that heats the exhaust gas that has passed through the heater and carbon dioxide supplied from the compressor to the heater by bypassing the heat exchanger.

[0013] Additionally, the first fuel may be ammonia gas, and the second fuel may be BOG of LNG generated from the cargo tank or natural gas obtained by forcibly vaporizing LNG.

[0014] Here, the cargo tank may be a membrane tank.

[0015] Additionally, the upper surface of the second fuel tank or the upper surface of the compartment of the second fuel tank may be formed to match the height and shape of the trunk deck of the cargo tank.

[0016] Here, the fuel preparation room in which an ammonia supply system for supplying ammonia gas to the gas turbine is installed, and the cargo compressor room in which an LNG supply system for supplying LNG BOG or natural gas obtained by forcibly vaporizing LNG to the gas turbine is installed may be further included.

[0017] At this time, the fuel preparation room may be installed on the upper part of the second fuel tank, and the cargo compressor room may be installed on the upper part of the trunk deck of the cargo area.

[0018] Alternatively, both the fuel preparation room and the cargo compressor room may be installed on top of the second fuel tank.

[0019] Alternatively, both the fuel preparation room and the cargo compressor room may be installed on the upper part of the trunk deck of the cargo area.

[0020] In addition, the fuel preparation room and the cargo compressor room may be arranged separately on the port and starboard sides, respectively, or may be arranged in an area biased toward either the port or starboard side.

[0021] Additionally, a DFGE (Dual Fuel Generator Engine) may be additionally placed in the engine room, and a first fuel tank supplying fuel to the DFGE may be placed at the lower part of the upper deck of the bow area.

[0022] Here, a dual-fuel auxiliary boiler can be additionally installed in the stern area to produce the steam required on board.

[0023] At this time, the dual-fuel auxiliary boiler may be placed on the 1st deck, the gas turbine may be placed on the 2nd deck, and the DFGE may be placed on the 3rd deck.

[0024] Additionally, the dual-fuel auxiliary boiler may be placed on the starboard side, the gas turbine may be placed on the port side, and the DFGE may be placed on the starboard side.

[0025] Alternatively, the dual-fuel auxiliary boiler may be arranged on the port side, the gas turbine may be arranged on the starboard side, and the DFGE may be arranged on the port side.

[0026] Additionally, BOG generated from the cargo tank can be combusted through the idle mode of the gas turbine, the GCU mode (Gas Combustion Unit mode) of the dual-fuel auxiliary boiler, or the DFGE.

[0027] In addition, the first cofferdam is formed in an 'L' shape, so as to separate the living quarters and the forward storage from the cargo tank of the cargo area.

[0028] Additionally, the above-mentioned living quarters may be supported at a certain height by a number of pilotis arranged in a specific pattern from the upper deck to form a bow mooring equipment area.

[0029] At this time, the piloti can be arranged to be aligned with the longitudinal members of the player area and the main bulkhead of the cabin of the living quarters.

[0030] Additionally, a player pump room may be arranged in a compartment at the bottom of the player warehouse.

[0031] Here, a chain locker is placed in the player pump room, and an anchor chain can be stored in the chain locker through the player mooring equipment area.

[0032] Additionally, an equipment / tank arrangement area, each of which is divided into a bow tank, a bow pump room, and a first fuel tank, a ballast water tank, a living quarters equipment room, and a heavy water storage tank, may be arranged at the bottom of the bow area.

[0033] In addition, the electric switchboard room is vertically arranged between the engine room and the second fuel tank, and the upper part of the electric switchboard room can be installed so as to be exposed to the upper deck.

[0034] At this time, a second cofferdam may be installed between the electric distribution panel room and the second fuel tank.

[0035] According to the present invention, the living quarters and wheelhouse are arranged forward to secure a smooth view for navigation, the height of each deck of the living quarters is minimized to reduce costs, the problem of securing a view when installing a wind propulsion system such as a rotor sail or wing sail on the upper deck can be solved and the number of installations can be increased, the living quarters can be isolated to secure safety when a fuel tank storing hazardous substances such as ammonia is installed at the stern, the vibration and noise generated from the engine room at the stern can be blocked without arranging a separate vibration and noise blocking structure, the space on the trunk deck can be moved efficiently, safety accidents caused by snapbacks can be prevented through a piloti structure, and the structure of the living quarters at the bow can be applied to newly built and remodeled ships.

[0036] Additionally, it has the effect of improving space efficiency on the trunk deck.

[0037] Furthermore, it has the effect of producing electricity through a gas turbine by burning ammonia gas and LNG, and recovering waste heat from the gas turbine to improve the efficiency of the gas turbine.

[0038] Figures 1 and 2 each illustrate the overall configuration of a ship arrangement according to the present invention.

[0039] Figure 3 illustrates the arrangement structure of the living quarters of a ship according to one embodiment of the present invention.

[0040] Figure 4 is an example of a plan view of the arrangement structure of the living quarters of the ship of Figure 3.

[0041] Figure 5 is an enlarged view of the stern area of ​​a ship equipped with a living quarters arrangement structure according to another embodiment of the present invention.

[0042] Figure 6 illustrates a plan view of a ship equipped with the living quarters arrangement structure of Figure 5.

[0043] Figure 7 illustrates each cross-sectional structure of the tank in Figure 6.

[0044] Figure 8 illustrates a ship equipped with a gas turbine and an electric propulsion system using waste heat recovery according to another embodiment of the present invention.

[0045] Figure 9 illustrates the configuration of a waste heat recovery system of a ship equipped with a gas turbine and an electric propulsion system using waste heat recovery of Figure 8.

[0046] Hereinafter, an embodiment of the present invention having the above-described features will be described in more detail with reference to the attached drawings.

[0047] The bow arrangement structure of a ship according to one embodiment of the present invention is a structure in which a living quarters (110) is positioned forward in the bow direction of a cargo area (A) for storing cargo, is spaced apart from an upper deck (UD) of a bow area (B) by a certain height, and includes a wheelhouse (111), a bow storage area (120) arranged below the upper deck (UD), and a cofferdam (130) of a specific structure arranged between the cargo area (A) and the living quarters (110) and the bow storage area (120), thereby arranging the living quarters (110) in the bow area (B) to increase space utilization.

[0048] At this time, the cargo may be various types of cargo, including, but not limited to, liquefied gas. Furthermore, liquefied gas may include various types of liquefied gas, such as LNG, liquefied ammonia, liquefied hydrogen, and LPG. The following description assumes LNG as one type of cargo.

[0049] Hereinafter, with reference to FIGS. 1 to 4, the living quarters arrangement structure of the ship having the aforementioned configuration will be described in detail as follows.

[0050] First, the deck house (110) is composed of a wheelhouse (111) for controlling the operation of a ship, such as an LNG carrier, a living room (112) for crew members, and a radar mast (113). Specifically, it is located forward of the forwardmost cargo tank (Tank 1) (TK1) of the cargo area (A) for storing and transporting liquefied gas, particularly LNG, and is spaced apart from the upper deck (UD) of the bow area (B) by a certain height.

[0051] Here, the living quarters (110) are moved and arranged from the conventional stern area (C) to the bow area (A), and the wheelhouse (111) is formed at the top of the bow area (B), so as to secure a smooth view for operation, and compared to the conventional stern arrangement of the living quarters (110), there is no need to form the height of the living quarters (110) high, so that the height of each deck can be minimized, and by securing a free space in the air draft of the hull exposed from the water surface, passage through a bridge of relatively low height is possible, and cost reduction can be achieved through reducing the height of the living quarters (110).

[0052] In addition, as illustrated in FIGS. 3 and 4, the living quarters (110) are supported at a certain height by a number of pilotis (114) arranged in a specific pattern from the upper deck (UD), thereby forming a bow mooring equipment area (D) at the lower portion of the living quarters (110), thereby preventing snapback through the pilotis (114) and securing an appropriate space for the arrangement of mooring equipment such as winches. Here, snapback refers to a phenomenon in which the chain of the mooring equipment breaks and damages surrounding crew members or equipment.

[0053] In addition, the arrangement and quantity of pilotis (114) can be optimally arranged and determined according to the weight of the living space (110) and the structural stability of the living space (110).

[0054] In addition, the piloti (114) is arranged to be symmetrically aligned with the main web of the player area (B) and the main wall of the cabin of the living quarters (110), thereby distributing the weight of the living quarters (110) evenly and ensuring structural stability and unity.

[0055] In addition, referring to FIG. 4, the piloti (114) can be arranged so as not to interfere with the anchor chain stored in the chain locker (124). For example, the piloti (114) can be arranged so as not to overlap with the path of the anchor chain, so as not to impede the mooring performance.

[0056] Additionally, as illustrated in Fig. 4, the front of the living space (110) may be formed in a conventional straight line to secure sufficient space, but may also be formed in a streamlined shape to minimize wind resistance during sailing.

[0057] Next, the player's store (bosun store) (120), as shown in Fig. 3, is located at the lower part of the upper deck (UD) to store equipment, ropes, life-saving supplies, etc. used by the crew when performing deck work.

[0058] In addition, as illustrated in FIG. 4, an elevator and stair trunk (115) that secures a passage between the upper deck (UD) and the living quarters (110) may be arranged in the direction of the ship width to secure space for a bow mooring equipment area (D), and may be arranged to be aligned with the main bulkhead of the cabin of the living quarters (110) and to support and supplement the living quarters (110) to ensure structural stability and unity.

[0059] In addition, as illustrated in FIG. 3, a bow pump room (121) is arranged in a compartment at the bottom of the bow storage (120), a fuel oil pump is arranged in the bow pump room (121), and, if requested by the ship owner, an appropriate space is secured for arranging a bow thruster, and a bulkhead (123) between the bow pump room (121) and a forepeak tank (122) can be arranged to meet the collision bulkhead IMO SOLAS regulations.

[0060] At this time, the living quarters (110) may also be placed on the stern side of the collision bulkhead (123) to meet IMO SOLAS regulations.

[0061] In addition, as illustrated in FIG. 3, a chain locker (124) and a bilge well are arranged in the bow pump room (121), and an anchor chain can be stored in the chain locker (124) through the bow mooring equipment area (D). It is preferable to position the chain locker (124) and the bilge well within the bow pump room (121) compartment in consideration of the linearity and deck area, and the installation locations of the chain locker (124) and the bilge well may vary depending on the mooring equipment arrangement and piloti arrangement.

[0062] In addition, as illustrated in FIG. 3, an equipment / tank arrangement area (E) is arranged in which a bow tank (122), a bow pump room (121), a first fuel tank, a ballast water tank, a living quarters equipment room, and a grey water holding tank are each partitioned at the bottom of the bow area (B), so that, in order to reduce the living quarters space and secure the bow storage space, a compartment or tank related to the living quarters (110) can be arranged to increase space utilization, and a trunk for pipe duct access and ventilation can be arranged.

[0063] At this time, the first fuel tank may be a tank storing fuel oil of a DFGE (Dual Fuel Generator Engine), and may be a fuel tank storing, for example, HFO, MGO, MDO, or LSMGO.

[0064] In addition, the bow tank (122) may be placed for the purpose of even trim to relieve stern trim or for propeller inspection, depending on the characteristics of the LNG carrier, and a void may be applied if there is no problem with the trim.

[0065] Next, a cofferdam (130), as shown in FIGS. 3 and 4, is formed with a specific structure and placed between the uppermost cargo tank (TK1) of the cargo area (A) and the living quarters (110) and the forward storage (120), thereby isolating the living quarters (110) and the forward storage (120) from the cargo area (A), which is a dangerous area.

[0066] That is, as illustrated in Fig. 3, the cofferdam (130) is formed in an 'L' shape to separate the living quarters (110) and the forward storage (120) from the cargo tank (TK1) of the cargo area (A) and to serve as a buffer, thereby converting the living quarters (110) and the forward storage (120) into a safety zone.

[0067] Meanwhile, if the first fuel tank in the equipment / tank arrangement area (E) is arranged as an independent tank, there is no need to install a cofferdam as in the membrane tank structure, and an 'L'-shaped cofferdam (130) can be applied to reduce the cost.

[0068] Therefore, by configuring the bow arrangement structure of the ship's accommodations as described above, the accommodations and wheelhouse can be moved to the bow to secure a smooth view for navigation, the height of each deck of the accommodations can be minimized to reduce costs, and the problem of securing a view when installing a wind-assisted propulsion system such as a rotor sail or wing sail on the upper deck can be resolved, and the number of installations can be increased.

[0069] In addition, the second fuel tank can be placed at the stern where the accommodation was previously placed due to the configuration of the ship's forward arrangement structure, thereby shortening the distance between the fuel tank and the engine room. In particular, in the case where liquefied gas is stored in the second fuel tank placed at the stern, for example, in the case where a fuel tank storing hazardous substances such as ammonia as liquefied gas fuel is installed, the accommodation can be isolated from the bow to ensure safety, and vibration and noise generated from the engine room at the stern can be blocked without placing a separate vibration and noise blocking structure, and the space on the trunk deck can be moved efficiently, and safety accidents caused by snapback can be prevented through the piloti structure, and the forward arrangement structure of the accommodation can be applied to new ships and converted ships.

[0070] Meanwhile, a vessel equipped with a bow arrangement structure according to another embodiment of the present invention includes a cargo area (A) in which cargo tanks (TK1 to TK4) for storing and transporting LNG are arranged, a bow area (B) including a residence (110) located forward of the bow of the cargo area (A) and spaced apart from the upper deck (UD) of the bow by a certain height but including a wheelhouse (111), a bow storage area (120) arranged below the upper deck (UD), and a cofferdam (130) of a specific structure arranged between the cargo area (A), the residence (110), and the bow storage area (120), and is an LNG carrier for transporting LNG, and the gist is to arrange the residence (110) of the LNG carrier in the bow area (B) to increase the space utilization of the bow and stern.

[0071] Hereinafter, with reference to FIGS. 1 to 7, a ship having the aforementioned configuration of the living quarters arrangement structure will be described in detail as follows.

[0072] First, the deck house (110) is composed of a wheelhouse (111) for controlling the operation of the LNG carrier, a living room (112) for crew members, and a radar mast (113). Specifically, it is located forward of the forwardmost cargo tank (tank 1) (TK1) of the cargo area (A) where cargo tanks (TK1 to TK4) for storing and transporting LNG are arranged, and is spaced apart from the upper deck (UD) of the bow area (B) by a certain height.

[0073] Here, the living quarters (110) are moved and arranged from the conventional stern area (C) to the bow area (A), and the wheelhouse (111) is formed at the top of the bow area (B), so as to secure a smooth view for operation, and compared to the conventional stern arrangement of the living quarters (110), there is no need to form the height of the living quarters (110) high, so that the height of each deck can be minimized, and by securing a free space in the air draft of the hull exposed from the water surface, passage through a bridge of relatively low height is possible, and cost reduction can be achieved through reducing the height of the living quarters (110).

[0074] In addition, as illustrated in FIGS. 3 and 4, the living quarters (110) are supported at a certain height by a number of pilotis (114) arranged in a specific pattern from the upper deck (UD), thereby forming a bow mooring equipment area (D) at the lower portion of the living quarters (110), thereby preventing snapback through the pilotis (114) and securing an appropriate space for the arrangement of mooring equipment such as winches. Here, snapback refers to a phenomenon in which the chain of the mooring equipment breaks and damages surrounding crew members or equipment.

[0075] In addition, the arrangement and quantity of pilotis (114) can be optimally arranged and determined according to the weight of the living space (110) and the structural stability of the living space (110).

[0076] In addition, the piloti (114) is arranged to be symmetrically aligned with the main web of the player area (B) and the main wall of the cabin of the living quarters (110), thereby distributing the weight of the living quarters (110) evenly and ensuring structural stability and unity.

[0077] In addition, referring to FIG. 4, the piloti (114) can be arranged so as not to interfere with the anchor chain stored in the chain locker (124). For example, the piloti (114) can be arranged so as not to overlap with the path of the anchor chain, so as not to impede the mooring performance.

[0078] Additionally, as illustrated in Fig. 4, the front of the living space (110) may be formed in a conventional straight line to secure sufficient space, but may also be formed in a streamlined shape to minimize wind resistance during sailing.

[0079] Next, the player's store (bosun store) (120), as shown in Fig. 3, is located at the lower part of the upper deck (UD) to store equipment, ropes, life-saving supplies, etc. used by the crew when performing deck work.

[0080] In addition, as illustrated in FIG. 4, an elevator and stair trunk (115) that secures a passage between the upper deck (UD) and the living quarters (110) may be arranged in the direction of the ship width to secure space for a bow mooring equipment area (D), and may be arranged to be aligned with the main bulkhead of the cabin of the living quarters (110) and to support and supplement the living quarters (110) to ensure structural stability and unity.

[0081] In addition, as illustrated in FIG. 3, a bow pump room (121) is arranged in a compartment at the bottom of the bow storage (120), a fuel oil pump is arranged in the bow pump room (121), and, if requested by the ship owner, an appropriate space is secured for arranging a bow thruster, and a bulkhead (123) between the bow pump room (121) and a forepeak tank (122) can be arranged to meet the collision bulkhead IMO SOLAS regulations.

[0082] At this time, the living quarters (110) may also be placed on the stern side of the collision bulkhead (123) to meet IMO SOLAS regulations.

[0083] In addition, as illustrated in FIG. 3, a chain locker (124) and a bilge well are arranged in the bow pump room (121), and an anchor chain can be stored in the chain locker (124) through the bow mooring equipment area (D). It is preferable to position the chain locker (124) and the bilge well within the bow pump room (121) compartment in consideration of the linearity and deck area, and the installation locations of the chain locker (124) and the bilge well may vary depending on the mooring equipment arrangement and piloti arrangement.

[0084] In addition, as illustrated in FIG. 3, an equipment / tank arrangement area (E) is arranged in which a bow tank (122), a bow pump room (121), a first fuel tank, a ballast water tank, a living quarters equipment room, and a grey water holding tank are each partitioned at the bottom of the bow area (B), so that, in order to reduce the living quarters space and secure the bow storage space, a compartment or tank related to the living quarters (110) can be arranged to increase space utilization, and a trunk for pipe duct access and ventilation can be arranged.

[0085] At this time, the first fuel tank may be a tank storing fuel oil of a DFGE (Dual Fuel Generator Engine), and may be a fuel tank storing, for example, HFO, MGO, MDO, or LSMGO.

[0086] In addition, the bow tank (122) may be placed for the purpose of even trim to relieve stern trim or for propeller inspection, depending on the characteristics of the LNG carrier, and a void may be applied if there is no problem with the trim.

[0087] Next, a cofferdam (130), as shown in FIGS. 3 and 4, is formed with a specific structure and placed between the uppermost cargo tank (TK1) of the cargo area (A) and the living quarters (110) and the forward storage (120), thereby isolating the living quarters (110) and the forward storage (120) from the cargo area (A), which is a dangerous area.

[0088] That is, as illustrated in Fig. 3, the cofferdam (130) is formed in an 'L' shape to separate the living quarters (110) and the forward storage (120) from the cargo tank (TK1) of the cargo area (A) and to serve as a buffer, thereby converting the living quarters (110) and the forward storage (120) into a safety zone.

[0089] Meanwhile, if the first fuel tank in the equipment / tank arrangement area (E) is arranged as an independent tank, there is no need to install a cofferdam as in the membrane tank structure, and an 'L'-shaped cofferdam (130) can be applied to reduce the cost.

[0090] Next, the stern area (C), referring to FIG. 5, is arranged in the engine room (141), and includes a gas turbine (142) that generates electricity by gas combustion and supplies it to an electric propulsion motor (not shown), and a second fuel tank (143) that is arranged in the upper side of the engine room (141) secured by moving the living quarters (110) to the bow area (B), but has its upper end exposed to the upper deck (UD) and supplies gas fuel to the gas turbine (142).

[0091] Here, the second fuel tank (143) can be installed in the free space created by the application of the propulsion motor of the gas turbine (142) and the engine room (141), and the gas turbine (142) can produce electricity using dual gas fuel of LNG supplied from the cargo tank (TK1 to TK4) and liquefied ammonia stored in the second fuel tank (143).

[0092] For example, in the case of an LNG carrier, a gas turbine (142) can generate electricity using BOG (Boil Off Gas) generated from a cargo tank (TK1 to TK4) during operation of the ship or natural gas obtained by forcibly vaporizing LNG, and ammonia gas from liquefied ammonia stored in a second fuel tank (143).

[0093] Meanwhile, as illustrated in FIGS. 5 and 7, the upper surface of the second fuel tank (143) or the upper surface of the compartment of the second fuel tank (143) is formed to match the height and shape of the trunk deck of the cargo tank (TK4), thereby securing structural connectivity and reinforcing the longitudinal strength of the hull, and a separate additional reinforcing structure may be installed to match the height and shape.

[0094] By the structure of the trunk deck of the second fuel tank (143) and the tank (TK4) as described above, part or all of the fuel preparation room (144) and / or the cargo compressor room (145) can be installed on the upper part of the second fuel tank (143) and / or the upper part of the trunk deck of the cargo area (A), so that the free space created by the living quarters (110) moved to the bow area (B) can be utilized as the arrangement space of the fuel preparation room (144) and the cargo compressor room (145). Here, the ammonia supply system that supplies ammonia gas to the gas turbine (142) is installed in the fuel preparation room (144), and the LNG supply system that supplies natural gas obtained by forcibly vaporizing BOG or LNG to the gas turbine (142) can be installed in the cargo compressor room (145).

[0095] In addition, as shown in FIG. 2, the fuel preparation room (144) and the cargo compressor room (145) may be arranged separately on the port and starboard sides, respectively, or may be arranged with an emphasis on one of the port and starboard areas.

[0096] In addition, it is preferable that the fuel preparation room (144) be arranged on top of the second fuel tank (143) and the cargo compressor room (145) be arranged on top of the cargo tank (TK4), but both the fuel preparation room (144) and the cargo compressor room (145) may be arranged on top of the second fuel tank (143), or both the fuel preparation room (144) and the cargo compressor room (145) may be arranged on top of the cargo tank (TK4).

[0097] In addition, referring to FIG. 5, a DFGE (146) using fuel oil such as diesel and LNG is additionally placed in the engine room (141), and a first fuel tank supplying fuel to the DFGE (146) can be placed in the lower part of the bow area (B), i.e., in the equipment / tank placement area (E) (see FIG. 3), so that, through the DFGE (146), power insufficient only by operating the gas turbine (142) can be supplemented, or a situation in which the gas turbine (142) cannot be operated can be prepared.

[0098] Additionally, a dual-fuel auxiliary boiler (not shown) using fuel oil such as diesel and LNG can be additionally placed in the stern area (C) to produce and supply the steam required onboard.

[0099] Meanwhile, as illustrated in FIG. 5, the dual-fuel auxiliary boiler is placed on the 1st deck on the starboard side, the gas turbine (142) is placed on the 2nd deck on the port side, and the DFGE (146) is placed on the 3rd deck on the starboard side. A hatch is formed on each deck to secure a combustion air passage (stern side) that is taken in by the gas turbine (142), thereby maximizing space utilization.

[0100] Here, the 1st deck (1st DECK), 2nd deck (2nd DECK), 3rd deck (3rd DECK), etc., shown in FIG. 5 are terms commonly used in the shipbuilding and marine field, and can be understood to refer to decks sequentially arranged in the floor direction based on the upper deck (UD) as the 1st deck, 2nd deck, and 3rd deck.

[0101] In addition, by combusting BOG generated from the cargo tanks (TK1 to TK4) through the idle mode of the gas turbine (142), the GCU mode (Gas Combustion Unit mode) of the dual-fuel auxiliary boiler, and / or the DFGE (146), the GCU (Gas Combustion Unit) can be selectively installed, thereby securing spare space.

[0102] In addition, referring to FIG. 5, the second fuel tank (143) may be an independent tank, for example, an IMO type A tank, and a cofferdam (143a) may be additionally installed around the IMO type A tank, and the electric switchboard room (147) is vertically arranged between the engine room (141) and the second fuel tank (143), and the upper part of the electric switchboard room (147) is installed to be exposed to the upper deck (UD), so that the engine room (141) and the second fuel tank (143) may be double-compartmented through the cofferdam (143a) and the electric switchboard room (147), thereby ensuring safety and reducing the internal space of the engine room (141).

[0103] Accordingly, by configuring a ship with the aforementioned forward arrangement structure of the living quarters, the living quarters and wheelhouse can be moved to the forward position to secure a smooth view for navigation, the height of each deck of the living quarters can be minimized to reduce costs, the problem of securing a view when installing a wind propulsion system such as a rotor sail or wing sail on the upper deck can be solved, the number of installations can be increased, the living quarters can be isolated to secure safety when a second fuel tank storing hazardous substances such as ammonia is installed at the stern, vibration and noise generated from the engine room at the stern can be blocked without installing a separate vibration and noise blocking structure, the space on the trunk deck can be moved efficiently, safety accidents caused by snapback can be prevented through the piloti structure, the forward arrangement structure of the living quarters can be applied to new ships and converted ships, and the space efficiency on the trunk deck can be improved.

[0104] Meanwhile, a ship equipped with a gas turbine and an electric propulsion system using waste heat recovery according to another embodiment of the present invention includes a gas turbine (142) arranged in an engine room (141) that generates electricity by combustion of a first fuel supplied from a second fuel tank (143) or a second fuel supplied from a cargo tank (TK1 to TK4) and supplies the electricity to an electric propulsion motor, a second fuel tank (143) arranged in an upper side of an open space in the engine room (141) but having an upper end exposed to an upper deck (UD) and supplying the first fuel to the gas turbine (142), and a waste heat recovery system (150) that converts waste heat from exhaust gas of the gas turbine (142) into electricity and supplies the electricity to the electric propulsion motor, and includes a stern section (C) that improves the efficiency of the gas turbine (142).

[0105] Hereinafter, with reference to FIGS. 1 to 9, a ship equipped with a gas turbine of the aforementioned configuration and an electric propulsion system using waste heat recovery will be described in detail as follows.

[0106] First, the deck house (110) is composed of a wheelhouse (111) for controlling the operation of a ship, such as a liquefied gas carrier, a living room (112) for crew members, and a radar mast (113). Specifically, it is located forward of the forwardmost cargo tank (tank 1) (TK1) of the cargo area (A) where cargo tanks (TK1 to TK4) for storing and transporting liquefied gas, particularly LNG, are arranged, and is spaced apart from the upper deck (UD) of the bow area (B) by a certain height.

[0107] Here, the living quarters (110) are moved and arranged from the conventional stern area (C) to the bow area (A), and the wheelhouse (111) is formed at the top of the bow area (B), so as to secure a smooth view for operation, and compared to the conventional stern arrangement of the living quarters (110), there is no need to form the height of the living quarters (110) high, so that the height of each deck can be minimized, and by securing a free space in the air draft of the hull exposed from the water surface, passage through a bridge of relatively low height is possible, and cost reduction can be achieved through reducing the height of the living quarters (110).

[0108] In addition, as illustrated in FIGS. 3 and 4, the living quarters (110) are supported at a certain height by a number of pilotis (114) arranged in a specific pattern from the upper deck (UD), thereby forming a bow mooring equipment area (D) at the lower portion of the living quarters (110), thereby preventing snapback through the pilotis (114) and securing an appropriate space for the arrangement of mooring equipment such as winches. Here, snapback refers to a phenomenon in which the chain of the mooring equipment breaks and damages surrounding crew members or equipment.

[0109] In addition, the arrangement and quantity of pilotis (114) can be optimally arranged and determined according to the weight of the living space (110) and the structural stability of the living space (110).

[0110] In addition, the piloti (114) is arranged to be symmetrically aligned with the main web of the player area (B) and the main wall of the cabin of the living quarters (110), thereby distributing the weight of the living quarters (110) evenly and ensuring structural stability and unity.

[0111] In addition, referring to FIG. 4, the piloti (114) can be arranged so as not to interfere with the anchor chain stored in the chain locker (124). For example, the piloti (114) can be arranged so as not to overlap with the path of the anchor chain, so as not to impede the mooring performance.

[0112] Additionally, as illustrated in Fig. 4, the front of the living space (110) may be formed in a conventional straight line to secure sufficient space, but may also be formed in a streamlined shape to minimize wind resistance during sailing.

[0113] Next, the player's store (bosun store) (120), as shown in Fig. 3, is located at the lower part of the upper deck (UD) to store equipment, ropes, life-saving supplies, etc. used by the crew when performing deck work.

[0114] In addition, as illustrated in FIG. 4, an elevator and stair trunk (115) that secures a passage between the upper deck (UD) and the living quarters (110) may be arranged in the direction of the ship width to secure space for a bow mooring equipment area (D), and may be arranged to be aligned with the main bulkhead of the cabin of the living quarters (110) and to support and supplement the living quarters (110) to ensure structural stability and unity.

[0115] In addition, as illustrated in FIG. 3, a bow pump room (121) is arranged in a compartment at the bottom of the bow storage (120), a fuel oil pump is arranged in the bow pump room (121), and, if requested by the ship owner, an appropriate space is secured for arranging a bow thruster, and a bulkhead (123) between the bow pump room (121) and a forepeak tank (122) can be arranged to meet the collision bulkhead IMO SOLAS regulations.

[0116] At this time, the living quarters (110) may also be placed on the stern side of the collision bulkhead (123) to meet IMO SOLAS regulations.

[0117] In addition, as illustrated in FIG. 3, a chain locker (124) and a bilge well are arranged in the bow pump room (121), and an anchor chain can be stored in the chain locker (124) through the bow mooring equipment area (D). It is preferable to position the chain locker (124) and the bilge well within the bow pump room (121) compartment in consideration of the linearity and deck area, and the installation locations of the chain locker (124) and the bilge well may vary depending on the mooring equipment arrangement and piloti arrangement.

[0118] In addition, as illustrated in FIG. 3, an equipment / tank arrangement area (E) is arranged in which a bow tank (122), a bow pump room (121), a first fuel tank, a ballast water tank, a living quarters equipment room, and a grey water holding tank are each partitioned at the bottom of the bow area (B), so that, in order to reduce the living quarters space and secure the bow storage space, a compartment or tank related to the living quarters (110) can be arranged to increase space utilization, and a trunk for pipe duct access and ventilation can be arranged.

[0119] At this time, the first fuel tank may be a tank storing fuel oil of a DFGE (Dual Fuel Generator Engine), and may be a fuel tank storing, for example, HFO, MGO, MDO, or LSMGO.

[0120] In addition, the bow tank (122) may be placed for the purpose of even trim to relieve stern trim or for propeller inspection, depending on the characteristics of the LNG carrier, and a void may be applied if there is no problem with the trim.

[0121] Next, a cofferdam (130), as shown in FIGS. 3 and 4, is formed with a specific structure and placed between the uppermost cargo tank (TK1) of the cargo area (A) and the living quarters (110) and the forward storage (120), thereby isolating the living quarters (110) and the forward storage (120) from the cargo area (A), which is a dangerous area.

[0122] That is, as illustrated in Fig. 3, the cofferdam (130) is formed in an 'L' shape to separate the living quarters (110) and the forward storage (120) from the cargo tank (TK1) of the cargo area (A) and to serve as a buffer, thereby converting the living quarters (110) and the forward storage (120) into a safety zone.

[0123] Meanwhile, if the first fuel tank in the equipment / tank arrangement area (E) is arranged as an independent tank, there is no need to install a cofferdam as in the membrane tank structure, and an 'L'-shaped cofferdam (130) can be applied to reduce the cost.

[0124] Next, the stern section (C), referring to FIG. 8, includes a gas turbine (142) arranged in the engine room (141) and generating electricity by combustion of the first fuel supplied from the second fuel tank (143) or the second fuel supplied from the cargo tanks (TK1 to TK4) and supplying the electricity to an electric propulsion motor (not shown), a second fuel tank (143) arranged in the upper side of the engine room (141) secured by moving the living quarters (110) to the bow section (B), the upper end of which is exposed to the upper deck (UD), and supplying the first fuel to the gas turbine (142), and a waste heat recovery system (150) that converts waste heat from the exhaust gas of the gas turbine (142) into electricity and supplies it to the electric propulsion motor, so that electricity is mutually produced complementarily by the gas turbine (142) and the waste heat recovery system (150). It can be supplied by an electric propulsion motor.

[0125] Here, the first fuel may be ammonia gas, the second fuel may be natural gas obtained by forcibly vaporizing BOG or LNG generated from a cargo tank (TK1 to TK4), and the cargo tank (TK1 to TK4) may be a membrane tank.

[0126] In other words, the gas turbine (142) can generate electricity using dual gas fuel of natural gas obtained by forcibly vaporizing BOG or LNG supplied from a cargo tank (TK1 to TK4) and ammonia gas from liquefied ammonia stored in a second fuel tank (143), and the second fuel tank (143) can be installed in the free space created by applying the propulsion motor of the gas turbine (142) and the engine room (141).

[0127] That is, in the case of an LNG carrier, the gas turbine (142) can generate electricity using BOG (Boil Off Gas) generated from cargo tanks (TK1 to TK4) during operation of the ship or natural gas obtained by forcibly vaporizing LNG, and ammonia gas from liquefied ammonia stored in the second fuel tank (143).

[0128] Meanwhile, as illustrated in FIGS. 7 and 8, the upper surface of the second fuel tank (143) or the upper surface of the compartment of the second fuel tank (143) is formed to match the height and shape of the trunk deck of the cargo tank (TK4), thereby securing structural connectivity and reinforcing the longitudinal strength of the hull, and a separate additional reinforcing structure may be installed to match the height and shape.

[0129] By the structure of the trunk deck of the second fuel tank (143) and the tank (TK4) as described above, part or all of the fuel preparation room (144) and / or the cargo compressor room (145) can be installed on the upper part of the second fuel tank (143) and / or the upper part of the trunk deck of the cargo area (A), so that the free space created by the living quarters (110) moved to the bow area (B) can be utilized as the arrangement space of the fuel preparation room (144) and the cargo compressor room (145). Here, the ammonia supply system that supplies ammonia gas to the gas turbine (142) is installed in the fuel preparation room (144), and the LNG supply system that supplies natural gas obtained by forcibly vaporizing BOG or LNG to the gas turbine (142) can be installed in the cargo compressor room (145).

[0130] In addition, as shown in FIG. 2, the fuel preparation room (144) and the cargo compressor room (145) may be arranged separately on the port and starboard sides, respectively, or may be arranged with an emphasis on one of the port and starboard areas.

[0131] In addition, it is preferable that the fuel preparation room (144) be arranged on top of the second fuel tank (143) and the cargo compressor room (145) be arranged on top of the cargo tank (TK4), but both the fuel preparation room (144) and the cargo compressor room (145) may be arranged on top of the second fuel tank (143), or both the fuel preparation room (144) and the cargo compressor room (145) may be arranged on top of the cargo tank (TK4).

[0132] In addition, referring to FIG. 8, a DFGE (146) using fuel oil such as diesel and LNG is additionally placed in the engine room (141), and a first fuel tank supplying fuel to the DFGE (146) can be placed in the lower part of the bow area (B), i.e., in the equipment / tank placement area (E) (see FIG. 3), so that, through the DFGE (146), power insufficient only by operating the gas turbine (142) can be supplemented, or a situation in which the gas turbine (142) cannot be operated can be prepared.

[0133] Additionally, a dual-fuel auxiliary boiler (not shown) using fuel oil such as diesel and LNG can be additionally placed in the stern area (C) to produce and supply the steam required onboard.

[0134] Meanwhile, as illustrated in Fig. 8, the dual-fuel auxiliary boiler is placed on the 1st deck on the starboard side, the gas turbine (142) is placed on the 2nd deck on the port side, and the DFGE (146) is placed on the 3rd deck on the starboard side. A hatch is formed on each deck to secure a combustion air passage to be taken in by the gas turbine (142), thereby maximizing space utilization.

[0135] In addition, by combusting BOG generated from the cargo tanks (TK1 to TK4) through the idle mode of the gas turbine (142), the GCU mode (Gas Combustion Unit mode) of the dual-fuel auxiliary boiler, and / or the DFGE (146), the GCU (Gas Combustion Unit) can be selectively installed, thereby securing spare space.

[0136] In addition, referring to FIG. 8, the second fuel tank (143) may be an independent tank, for example, an IMO type A tank, and a cofferdam (143a) may be additionally installed around the IMO type A tank, and the electric switchboard room (147) is vertically arranged between the engine room (141) and the second fuel tank (143), and the upper part of the electric switchboard room (147) is installed to be exposed to the upper deck (UD), so that the engine room (141) and the second fuel tank (143) may be double-compartmented through the cofferdam (143a) and the electric switchboard room (147), thereby ensuring safety and reducing the internal space of the engine room (141).

[0137] Meanwhile, the waste heat recovery system (150) may be a supercritical carbon dioxide (sCO2) power generation system that produces electricity through a Brayton cycle having two constant pressure processes and two isentropic processes, and the working fluid maintains a supercritical state while going through compression, heating, expansion, and cooling processes through the Brayton cycle. Here, the waste heat recovery system (150) is not limited to a supercritical carbon dioxide power generation system, and may also produce electricity through a turbine using steam generated by heat exchange with waste heat.

[0138] That is, as illustrated in FIG. 8, the supercritical carbon dioxide power generation system is placed adjacent to the stern side of the engine casing (151) and spaced apart from the sunken deck (SD) by a piloti (152) at a certain height, so that it can be placed without interference from mooring equipment, etc., thereby increasing space utilization, and can also be installed in a space independent from the engine room (141) to ensure the stability of the engine room (141).

[0139] Specifically, referring to FIGS. 8 and 9, the supercritical carbon dioxide power generation system comprises: a heater (153) disposed in an engine casing (151) and a chimney to recover waste heat of exhaust gas exhausted from a gas turbine (142) and heat circulating carbon dioxide; a turbine (154) that generates electricity by rotating by the supercritical state of carbon dioxide heated by the heater (153); a compressor (155) that compresses the circulating carbon dioxide; a heat exchanger (recuperator) (156) that heat-exchanges carbon dioxide recovered from the turbine (154) and carbon dioxide supplied from the compressor (155) to the heater (153); a precooler (157) that cools carbon dioxide that has passed through the heat exchanger (156) from the turbine (154) using seawater and supplies it to the compressor (155); and a precooler (157) that cools exhaust gas that has passed through the heater (153) and carbon dioxide from the compressor (155), It can be configured as a preheater (158) that heats by exchanging heat with carbon dioxide supplied to the heater (153) by bypassing the heat exchanger (156).

[0140] In addition, the waste heat recovery system (150) may be placed on the opposite side (starboard or port) to the side (port or starboard) on which the gas turbine (142) is placed in order to secure space (stern side) for intake of combustion air of the gas turbine (142). For example, when the gas turbine (142) is placed on the port side, the waste heat recovery system (150) may be placed on the starboard side, and conversely, when the gas turbine (142) is placed on the starboard side, the waste heat recovery system (150) may be placed on the port side.

[0141] Therefore, by configuring a ship equipped with a gas turbine and an electric propulsion system using waste heat recovery as described above, electricity is generated through a gas turbine by burning ammonia gas and LNG, waste heat from the gas turbine is recovered to improve the efficiency of the gas turbine, the accommodation and wheelhouse are moved to the bow to secure a smooth view for navigation, the height of each deck of the accommodation is minimized to reduce costs, the visibility problem can be solved when installing a wind propulsion system such as a rotor sail or wing sail on the upper deck, and the number of installations can be increased, the accommodation can be isolated to secure safety when a second storage tank for storing hazardous substances such as ammonia is installed at the stern, and vibration and noise generated from the engine room at the stern can be blocked without installing a separate vibration and noise blocking structure, the space on the trunk deck can be moved efficiently, safety accidents caused by snapbacks can be prevented through the piloti structure, and the bow arrangement structure of the accommodation can be applied to new and converted ships. It may be applicable and may improve space efficiency on the trunk deck.

[0142] The embodiments described in this specification and the configurations illustrated in the drawings are only the most preferred embodiments of the present invention and do not represent all of the technical ideas of the present invention. Therefore, it should be understood that there may be various equivalents and modified examples that can replace them at the time of filing this application.

Claims

1. A gas turbine placed in the engine room that generates electricity by combustion of first fuel supplied from a second fuel tank or second fuel supplied from a cargo tank and supplies it to an electric propulsion motor; The second fuel tank, which is arranged in the upper side of the engine room with the upper end exposed to the upper deck and supplies the first fuel to the gas turbine; and Including a stern section, which includes a waste heat recovery system that converts waste heat from the exhaust gas of the gas turbine into electric power and supplies it to the electric propulsion motor; A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

2. In paragraph 1, A cargo area where cargo tanks for storing and transporting LNG are placed; and A bow section, characterized in that it further includes a bow section, which is located forward of the bow section in the direction of the cargo section and is spaced apart from the upper deck of the bow by a certain height but includes a wheelhouse, a bow storage section located below the upper deck, and a first cofferdam of a specific structure located between the cargo section, the residence section, and the bow storage section. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

3. In paragraph 2, The above waste heat recovery system is characterized by being a supercritical carbon dioxide power generation system. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

4. In paragraph 3, The above supercritical carbon dioxide power generation system is characterized in that it is placed on the stern side of the engine casing. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

5. In paragraph 4, The above supercritical carbon dioxide power generation system is characterized in that it is placed at a certain height apart from the sunken deck by pilotis. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

6. In paragraph 4, The above supercritical carbon dioxide power generation system is, A heater disposed in the engine casing or chimney to recover waste heat from exhaust gas discharged from the gas turbine and heat carbon dioxide; A turbine that rotates and generates electricity by supercritical carbon dioxide heated by the above heater, A compressor that compresses carbon dioxide, A heat exchanger for exchanging heat between carbon dioxide recovered from the turbine and carbon dioxide supplied to the heater from the compressor; A precooler that cools carbon dioxide that has passed through the heat exchanger from the turbine and supplies it to the compressor, and It is characterized by including a preheater that heats the exhaust gas passing through the heater and the carbon dioxide supplied to the heater by bypassing the heat exchanger from the compressor. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

7. In paragraph 2, The first fuel is ammonia gas, and the second fuel is BOG of LNG generated from the cargo tank or natural gas forcibly vaporized LNG. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

8. In paragraph 7, The above cargo tank is characterized in that it is a membrane tank. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

9. In paragraph 2, The upper surface of the second fuel tank or the upper surface of the compartment of the second fuel tank is characterized in that it is formed to match the height and shape of the trunk deck of the cargo tank. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

10. In paragraph 9, A fuel preparation room in which an ammonia supply system for supplying ammonia gas to the above gas turbine is installed, and It is characterized by further including a cargo compressor room in which an LNG supply system for supplying LNG BOG or natural gas forcibly vaporized LNG by the above gas turbine is installed. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

11. In Article 10, The above fuel preparation room is installed on the upper part of the second fuel tank, The above cargo compressor room is characterized in that it is installed on the upper part of the trunk deck of the cargo area. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

12. In paragraph 10, The above fuel preparation room and the cargo compressor room are both characterized in that they are installed on top of the second fuel tank. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

13. In paragraph 10, The above fuel preparation room and the cargo compressor room are both characterized in that they are installed on the upper part of the trunk deck of the cargo area. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

14. In paragraph 10, The above fuel preparation room and the above cargo compressor room are arranged separately on the port and starboard sides, respectively, or Characterized by being arranged in a biased manner toward either the port or starboard area, A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

15. In paragraph 2, DFGE is additionally installed in the above engine room, The first fuel tank supplying fuel to the DFGE is characterized in that it is arranged at the lower part of the upper deck of the bow area. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

16. In paragraph 15, It is characterized by the additional placement of a dual-fuel auxiliary boiler in the above stern area to produce the steam required on board. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

17. In paragraph 16, The above dual fuel auxiliary boiler is placed on the 1st deck. The above gas turbine is placed on the 2nd deck, The above DFGE is characterized in that it is placed on the 3rd deck. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

18. In paragraph 16, The above dual fuel auxiliary boiler is placed on the starboard side. The above gas turbine is placed on the port side, The above DFGE is characterized in that it is placed on the starboard side. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

19. In paragraph 16, The above dual fuel auxiliary boiler is placed on the port side. The above gas turbine is placed on the starboard side, The above DFGE is characterized in that it is placed on the port side. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

20. In paragraph 16, It is characterized in that the BOG generated from the cargo tank is combusted through the idle mode of the gas turbine, the GCU mode (Gas Combustion Unit mode) of the dual fuel auxiliary boiler, or the DFGE. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

21. In paragraph 2, The above first cofferdam is formed in an 'L' shape, and is characterized by separating the living quarters and the bow storage from the cargo tank of the cargo area. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

22. In paragraph 2, The above-mentioned living quarters are characterized in that they are supported at a certain height by a number of pilotis arranged in a specific pattern from the upper deck to form a bow mooring equipment area. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

23. In paragraph 22, The above piloti is characterized in that it is arranged so as to be aligned with the longitudinal members of the above player area and the main bulkhead of the cabin of the above living quarters. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

24. In paragraph 22, Characterized in that the player pump room is arranged in a compartment at the bottom of the player warehouse. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

25. In paragraph 24, A chain locker is placed in the above player pump room, and the anchor chain is stored in the chain locker through the above player mooring equipment area. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

26. In paragraph 15, At the bottom of the above player area, Player tank, Player pump room, and It is characterized in that the first fuel tank, the ballast water tank, the living quarters equipment room, and the heavy water storage tank are each arranged in an equipment / tank arrangement area. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

27. In paragraph 1, The electric switchboard room is vertically arranged between the engine room and the second fuel tank, and the upper part of the electric switchboard room is installed so as to be exposed to the upper deck. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

28. In paragraph 27, Characterized in that a second cofferdam is installed between the above electric distribution panel room and the second fuel tank. A ship equipped with a gas turbine and an electric propulsion system using waste heat recovery.

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