Ship provided with electric propulsion system based on gas turbine and waste heat recovery

Abstract

A ship provided with an electric propulsion system based on a gas turbine and waste heat recovery according to an embodiment of the present invention is provided with a stern region (C) for improving the efficiency of a gas turbine (142), the stern region (C) comprising: the gas turbine (142) disposed in an engine compartment (141) and having a gas inlet (142) formed in the engine compartment (141) and a gas outlet (142) formed in the engine compartment (141); electric power is generated by combustion of the first fuel supplied from the second fuel tank (143) or the second fuel supplied from the oil tanks (TK1-TK4) and supplied to the electric propulsion motor; a second fuel tank (143) which is disposed in a free space on an upper side of the engine compartment (141), has an upper end exposed to the upper deck (UD), and supplies the first fuel to the gas turbine (142); and a waste heat recovery system (150) that converts waste heat of exhaust gas from the gas turbine (142) into electric power and supplies the electric power to the electric propulsion motor.

Description

Technical Field

[0001] One embodiment of the present invention relates to a bow arrangement structure for a ship's living quarters to improve space utilization by arranging the living quarters in the bow area. Another embodiment of the present invention relates to a ship with the same bow arrangement structure for a liquefied natural gas (LNG) carrier, which improves space utilization at both the bow and stern by arranging the living quarters in the bow area. Yet another embodiment of the present invention relates to a ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery to enhance the efficiency of the gas turbine. Background Technology

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

[0003] In particular, the development of electric propulsion ships that generate electricity from gas turbines that use ammonia as fuel is in demand.

[0004] Furthermore, when using ammonia gas turbines in electrically propelled ships, compared to engines that use traditional diesel (heavy fuel oil (HFO), marine gas oil (MGO), marine diesel oil (MDO), or low-sulfur marine gas oil (LSMGO)) or liquefied natural gas (LNG) as fuel, the reduced volume within the ship allows for improved navigation efficiency and safety. Moreover, in shipbuilding, to comply with the IMO's International Convention for the Safety of Life at Sea (SOLAS), rearrangements can be made to include fuel tanks, fuel supply systems, and living quarters.

[0005] Therefore, the following technologies are needed: while ensuring structural safety, improve the space utilization of the bow and stern by rearranging the living quarters on the stern side of the cargo space of the LNG carrier, and enhance the efficiency of the gas turbine. Summary of the Invention

[0006] Technical issues The technical problem to be solved by the present invention is to provide a ship with an electric propulsion system based on a gas turbine and waste heat recovery: a ship with a bow arrangement structure for the living quarters to improve space utilization by arranging the living quarters in the bow area, and a ship with the same bow arrangement structure for the living quarters that can improve space efficiency on the confinement deck, which burns ammonia and LNG and generates electricity through a gas turbine, and can improve the efficiency of the gas turbine by recovering the waste heat of the gas turbine.

[0007] Technical solution To achieve the above objectives, one embodiment of the present invention provides a ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery, including a stern region comprising: a gas turbine disposed in an engine room, which generates electricity by burning a first fuel supplied from a second fuel tank or a second fuel supplied from a cargo oil tank and supplies it to an electric propulsion motor; a second fuel tank disposed in an open space on the upper side of the engine room and exposed at its upper end to the upper deck, which supplies the first fuel to the gas turbine; and a waste heat recovery system that converts waste heat from the exhaust gas of the gas turbine into electricity and supplies it to the electric propulsion motor.

[0008] It may also include: a cargo area with cargo tanks for storing and transporting LNG; and a bow area, which includes a living area, a bow warehouse, and a first isolated compartment of a specific structure. The living area is located forward of the cargo area in the bow direction, separated from the upper deck of the bow by a predetermined height, and includes a bridge. The bow warehouse is located below the upper deck, and the first isolated compartment of a specific structure is located between the cargo area, the living area, and the bow warehouse.

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

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

[0011] More specifically, the supercritical carbon dioxide power generation system can be arranged at a predetermined height from the low deck via overhead columns.

[0012] Furthermore, the supercritical carbon dioxide power generation system may include: a heater disposed in the engine casing or chimney to recover waste heat from the exhaust gas discharged from the gas turbine to heat carbon dioxide; a turbine to rotate and generate electricity by utilizing the supercritical carbon dioxide heated by the heater; a compressor to compress the carbon dioxide; a heat exchanger to exchange heat between the carbon dioxide recovered from the turbine and the carbon dioxide supplied from the compressor to the heater; a precooler to cool the carbon dioxide from the turbine through the heat exchanger and supply it to the compressor; and a preheater to exchange heat between the exhaust gas passing through the heater and the carbon dioxide supplied from the compressor to the heater via the heat exchanger and heat it.

[0013] Furthermore, the first fuel is ammonia, and the second fuel can be LNG boil-off gas (BOG) generated from the cargo oil tank or natural gas from forced LNG regasification.

[0014] The cargo oil tank may be a thin-film liquid tank.

[0015] Furthermore, the upper surface of the second fuel tank, or defined as the upper surface of the second fuel tank, can be formed to be consistent with the height and shape of the confinement deck of the cargo oil tank.

[0016] It may also include: a fuel preparation room equipped with an ammonia supply system for supplying ammonia to the gas turbine; and a cargo oil tank compressor room equipped with a BOG (Bottle-Oxide Gas) or a natural gas supply system for forced regasification of LNG to the gas turbine.

[0017] At this time, the fuel preparation room can be located above the second fuel tank, and the cargo oil tank compressor room can be located above the containment deck of the cargo area.

[0018] Alternatively, the fuel preparation chamber and the cargo oil tank compressor chamber can both be located above the second fuel tank.

[0019] Alternatively, the fuel preparation room and the cargo oil tank compressor room may both be located on the upper part of the containment deck of the cargo area.

[0020] Alternatively, the fuel preparation room and the cargo oil tank compressor room may be arranged separately to the port and starboard sides, respectively, or they may be arranged off-center to one of the port and starboard sides.

[0021] Additionally, a dual-fuel generator (DFGE) can be additionally arranged in the engine room, and a first fuel tank that supplies fuel to the DFGE can be located in the lower part of the upper deck in the bow area.

[0022] In particular, a dual-fuel auxiliary boiler for generating the steam required for the ship can be additionally arranged in the stern area.

[0023] At this time, the dual-fuel auxiliary boiler can be arranged on the first deck, the gas turbine can be arranged on the second deck, and the DFGE can be arranged on the third deck.

[0024] Alternatively, the dual-fuel auxiliary boiler can be arranged on the starboard side, the gas turbine can be arranged on the port side, and the DFGE can be arranged on the starboard side.

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

[0026] Alternatively, BOG generated from the cargo oil tank can be processed through the idle mode of the gas turbine, the gas combustion unit mode (GCU) of the dual-fuel auxiliary boiler, or the DFGE combustion treatment.

[0027] Furthermore, the first isolation compartment can be formed in an "L" shape, thereby separating the living area and the bow warehouse from the cargo oil tanks of the cargo area.

[0028] Furthermore, the living area can be supported from the upper deck at a predetermined height by multiple overhead columns arranged in a specific pattern, thereby forming a bow mooring equipment area.

[0029] At this time, the overhead columns can be arranged so that they are neatly aligned with the longitudinal and transverse components of the bow area and the main bulkhead of the living area.

[0030] Furthermore, a bow pump room can be arranged in the lower part of the bow warehouse.

[0031] An anchor chain compartment may be provided in the bow pump room, and the anchor chain passes through the bow mooring equipment area and is stored in the anchor chain compartment.

[0032] Furthermore, the lower part of the bow area may be provided with: a bow compartment; a bow pump room; and an equipment / cabin area divided into the first fuel tank, balance water tank, living quarters equipment room, and greywater storage tank.

[0033] Furthermore, the electrical distribution room can be vertically arranged between the engine room and the second fuel tank, with the upper part of the electrical distribution room exposed on the upper deck.

[0034] At this time, a second isolation compartment can be provided between the power distribution room and the second fuel tank.

[0035] Technical effect The present invention has the following effects: by moving the living quarters and the cockpit to the bow, an open field of vision for navigation is ensured, and costs are reduced by minimizing the height of the living quarters relative to the deck. It eliminates the problem of ensuring visibility when installing wind propulsion systems such as rotor propulsion and wing sail propulsion systems for the upper deck and allows for an increase in the number of systems that can be installed. In cases where fuel tanks storing hazardous substances such as ammonia are located at the stern, safety is ensured by isolating the living quarters. Even without additional vibration and noise shielding structures, vibrations and noise generated from the engine room at the stern can be shielded. It effectively moves the space on the containment deck, prevents safety accidents caused by rebound through the overhead column structure, and the bow arrangement structure of the living quarters can also be applied to newly built ships and converted ships.

[0036] In addition, it has the effect of improving the space efficiency on the trap deck.

[0037] Furthermore, it has the effect of burning ammonia and LNG to generate electricity through a gas turbine, and recovering the waste heat of the gas turbine to improve the efficiency of the gas turbine. Attached Figure Description

[0038] Figure 1 as well as Figure 2 These are diagrams illustrating the overall configuration of the ship's arrangement according to the present invention.

[0039] Figure 3 This is a diagram illustrating the bow arrangement structure of the living quarters of a ship according to an embodiment of the present invention.

[0040] Figure 4 This is an example shown Figure 3 A plan view of the bow layout of the living quarters on a ship.

[0041] Figure 5 This is an enlarged view of the stern region of a ship having a residential area bow arrangement structure according to another embodiment of the present invention.

[0042] Figure 6 This is an example showing that has Figure 5 A plan view of a ship with a residential area layout at the bow.

[0043] Figure 7 Examples are shown separately. Figure 6 A cross-sectional view of the cabin.

[0044] Figure 8 This is a diagram illustrating a ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery, according to another embodiment of the present invention.

[0045] Figure 9 This is an example shown Figure 8 A diagram showing the configuration of a waste heat recovery system for a ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery. Detailed Implementation

[0046] Hereinafter, embodiments of the present invention having the above features will be described in more detail with reference to the accompanying drawings.

[0047] According to an embodiment of the present invention, the bow arrangement structure of the living quarters of a ship aims to improve space utilization by arranging the living quarters 110 in the bow area B. The bow arrangement structure of the living quarters of the ship includes: a living quarters 110, located forward of the cargo area A where cargo is stored in the bow direction, and arranged at a predetermined height from the upper deck UD of the bow area B, including a bridge 111; a bow storage 120, arranged in the lower part of the upper deck UD; and a specific structural isolation cofferdam 130, arranged between the cargo area A and the living quarters 110 and between the cargo area A and the bow storage 120.

[0048] At this point, the goods can be of various types, including but not limited to liquefied gas. Furthermore, liquefied gas can include various types of liquefied natural gas (LNG), liquefied ammonia, liquefied hydrogen, liquefied petroleum gas (LPG), etc. The following explanation will use LNG as an example of a type of goods.

[0049] The following is for reference Figures 1 to 4 The detailed description of the bow arrangement structure of the living area of ​​the ship as described above is as follows.

[0050] First, the deck house 110 consists of the bridge 111 for controlling the navigation of the ship (e.g., an LNG carrier), the crew quarters 112, and the radar mast 113. More specifically, it is located forward of the foremost cargo tank (tank 1) TK1 in the cargo area A for storing and transporting liquefied gas (especially LNG), and is arranged at a predetermined height from the upper deck UD of the bow area B.

[0051] One approach is to move the living quarters 110 from the traditional stern area C to the bow area A, and form a cockpit 111 at the uppermost part of the bow area B to ensure a wide field of vision for navigation. Compared to the traditional arrangement of the living quarters 110 at the stern, since the living quarters 110 do not need to be formed at a high height, the height of the deck can be minimized. By ensuring the free space on the air draft of the hull exposed above the water, it is possible to pass under bridges with a lower height, and cost reduction can be achieved by reducing the height of the living quarters 110.

[0052] And, as Figure 3 as well as Figure 4 As exemplarily shown, the living quarters 110 are supported at a predetermined height from the upper deck UD by a plurality of pilotis 114 arranged in a specific pattern, thereby forming a bow mooring equipment area D in the lower part of the living quarters 110. This allows the pilotis 114 to prevent snapback and ensures adequate space for mooring equipment such as winches. Snapback refers to the phenomenon where a chain of mooring equipment breaks and strikes nearby crew or equipment.

[0053] Furthermore, the arrangement and number of overhead columns 114 can be determined based on the weight of the residential area 110 and the structural safety of the residential area 110, thereby achieving optimal arrangement.

[0054] Furthermore, the overhead columns 114 can be arranged so that they are symmetrically and neatly arranged with the longitudinal and transverse components (main web) of the bow area B and the main wall of the living area 110, thereby evenly distributing the weight of the living area 110 to achieve structural stability and uniformity.

[0055] Furthermore, referring to Figure 4 The overhead bollard 114 can be arranged so as not to interfere with the anchor chain housed in the anchor chain compartment 124. For example, the overhead bollard 114 can be arranged so as not to overlap with the movement trajectory of the anchor chain, thereby not hindering mooring performance.

[0056] In addition, such as Figure 4 As exemplarily shown, the front of the living area 110 can be formed in a conventional straight shape to ensure sufficient space, but it can also be formed in a streamlined shape to minimize wind resistance during navigation.

[0057] Next, refer to Figure 3 The bow store 120 is located below the upper deck UD to store tools, ropes, life-saving equipment, etc. used by the crew during deck work.

[0058] And, as Figure 4As exemplarily shown, the elevator and stairwell 115 for ensuring passage between the upper deck UD and the living area 110 can be arranged along the width of the ship to ensure space for the bow mooring equipment area D, and arranged so as to be neatly aligned with the main bulkhead of the living area 110, supplementing and supporting the living area 110, thereby achieving structural stability and uniformity.

[0059] And, as Figure 3 As exemplarily shown, a bow pump room 121 can be partitioned and arranged in the lower part of the bow storage 120, and a fuel pump can be arranged in the bow pump room 121. When requested by the ship owner, this ensures adequate space for arranging the bow thruster. The bulkhead 123 between the bow pump room 121 and the forepeak tank 122 is arranged to meet the requirements of the IMO Convention for the Safety of Life at Sea (SOLAS) regarding collision bulkheads.

[0060] At this point, the living quarters 110 can also be located on the stern side in order to meet IMO SOLAS requirements, compared to the bulkhead 123 which serves as a collision bulkhead.

[0061] And, as Figure 3 As exemplarily shown, a chain locker 124 and a bilge well can be arranged in the bow pump room 121. The anchor chain passes through the bow mooring equipment area D and is stored in the chain locker 124. However, considering the ship type and deck area, it is preferable that the chain locker 124 and the bilge well are located within the defined area of ​​the bow pump room 121. Furthermore, the location of the chain locker 124 and the bilge well can vary depending on the arrangement of the mooring equipment and the arrangement of the overhead columns.

[0062] And, as Figure 3 As exemplarily shown, since the lower part of the bow area B is respectively arranged with the bow compartment 122, the bow pump room 121, and the equipment / compartment area E divided into the first fuel tank, the balance water tank, the living area equipment room, and the grey water holding tank, in order to ensure the reduction of living area space and the space of the bow warehouse, the space utilization can be improved by arranging the division or compartments of the living area 110, and it is also possible to arrange the trunk for pipe duct access and ventilation.

[0063] At this time, the first fuel tank can be a tank that stores fuel for a dual fuel generator (DFGE), or it can be a tank that stores fuel such as HFO, MGO, MDO or LSMGO.

[0064] In addition, regarding the characteristics of LNG carriers, the bow compartment 122 can be arranged for the purpose of eliminating trim (even trim) or for checking the propeller. If there are no problems with trim, it can also be used as a void compartment.

[0065] Next, refer to Figure 3 as well as Figure 4 The cofferdam 130 is arranged in a specific structure between the forward oil tank TK1 of cargo area A and the living area 110 and the bow storage 120, thereby isolating the living area 110 and the bow storage 120 from cargo area A, which is a dangerous area.

[0066] That is, such as Figure 3 As exemplarily shown, the cofferdam 130 is formed in an "L" shape to buffer the separation of the living area 110 and the bow storage 120 from the cargo oil tank TK1 of the cargo area A, thereby converting the living area 110 and the bow storage 120 into a safe area.

[0067] In addition, when the first fuel tank in the equipment / cabin layout area E is arranged as an independent compartment, it is not necessary to set up an isolation compartment with the same structure as the membrane tank, and costs can be reduced by applying an "L"-shaped isolation compartment 130.

[0068] Therefore, based on the configuration of the bow arrangement structure of the ship's living quarters as described above, an open view for navigation can be ensured by moving the living quarters and the cockpit to the bow, and costs can be reduced by minimizing the height of the living quarters relative to the deck. This eliminates the problem of ensuring visibility when installing wind-assisted propulsion systems such as rotor propulsion and wing sail propulsion systems for the upper deck, and allows for an increase in the number of systems that can be installed.

[0069] Furthermore, depending on the configuration of the bow arrangement of the ship's living quarters, a second fuel tank can be arranged at the stern where the living quarters were previously located, thereby shortening the distance between the fuel tank and the engine room. In particular, for cases where liquefied gas is stored in the second fuel tank located at the stern, such as fuel tanks containing hazardous substances like ammonia used as liquefied gas fuel, safety is ensured by isolating the living quarters from the bow. Even without additional vibration and noise shielding structures, vibrations and noise generated from the engine room at the stern can be shielded, effectively moving the space on the containment deck. The elevated column structure prevents safety accidents caused by rebound, and the bow arrangement of the living quarters can also be applied to newly built ships and converted ships.

[0070] Additionally, a vessel equipped with a bow arrangement structure for a residential area according to another embodiment of the present invention includes: a cargo area A, which is provided with cargo oil tanks TK1 to TK4 for storing and transporting LNG; and a bow area B, which includes a residential area 110, a bow storage 120, and a specially structured isolated compartment 130. The residential area 110 is located forward of the cargo area A in the bow direction and is arranged at a predetermined height from the upper deck UD of the bow and includes a bridge 111. The bow storage 120 is arranged below the upper deck UD. The specially structured isolated compartment 130 is arranged between the cargo area A, the residential area 110, and the bow storage 120. Moreover, since it is an LNG carrier for transporting LNG, the aim is to improve the space utilization of the bow and stern by arranging the residential area 110 of the LNG carrier in the bow area B.

[0071] The following is for reference Figures 1 to 7 The following is a detailed description of the vessel with a bow arrangement for residential areas as described above.

[0072] First, the deck house 110 is composed of the bridge 111 for controlling the navigation of the LNG carrier, the crew quarters 112, and the radar mast 113. More specifically, it is located forward of the bow direction of the foremost cargo tank (tank number one) TK1 in cargo area A, which houses cargo tanks TK1 to TK4 for storing and transporting LNG, and is arranged at a predetermined height from the upper deck UD of the bow area B.

[0073] In this way, the living quarters 110 can be moved from the traditional stern area C to the bow area A, and the cockpit 111 is formed at the uppermost part of the bow area B to ensure a wide field of vision for navigation. Compared with the traditional arrangement of the living quarters 110 at the stern, since the living quarters 110 do not need to be formed at a high height, the height of the deck can be minimized. By ensuring the free space on the air draft of the hull exposed above the water, it is possible to pass through bridges with lower heights, and cost reduction can be achieved by reducing the height of the living quarters 110.

[0074] And, as Figure 3 as well as Figure 4 As exemplarily shown, the living quarters 110 are supported at a predetermined height from the upper deck UD by a plurality of pilotis 114 arranged in a specific pattern, thereby forming a bow mooring equipment area D in the lower part of the living quarters 110. This allows the pilotis 114 to prevent snapback and ensures adequate space for mooring equipment such as winches. Snapback refers to the phenomenon where a chain of mooring equipment breaks and strikes nearby crew or equipment.

[0075] Furthermore, the arrangement and number of overhead columns 114 can be determined based on the weight of the residential area 110 and the structural safety of the residential area 110, thereby achieving optimal arrangement.

[0076] Furthermore, the overhead columns 114 can be arranged so that they are symmetrically and neatly arranged with the longitudinal and transverse components (main web) of the bow area B and the main wall of the living area 110, thereby evenly distributing the weight of the living area 110 to achieve structural stability and uniformity.

[0077] Furthermore, referring to Figure 4 The overhead bollard 114 can be arranged so as not to interfere with the anchor chain housed in the anchor chain compartment 124. For example, the overhead bollard 114 can be arranged so as not to overlap with the movement trajectory of the anchor chain, thereby not hindering mooring performance.

[0078] In addition, such as Figure 4 As exemplarily shown, the front of the living area 110 can be formed in a conventional straight shape to ensure sufficient space, but it can also be formed in a streamlined shape to minimize wind resistance during navigation.

[0079] Next, refer to Figure 3 The bow store 120 is located below the upper deck UD to store tools, ropes, life-saving equipment, etc. used by the crew during deck work.

[0080] And, as Figure 4As exemplarily shown, the elevator and stairwell 115 for ensuring passage between the upper deck UD and the living area 110 can be arranged along the width of the ship to ensure space for the bow mooring equipment area D, and are arranged neatly with the main bulkhead of the living area 110 to supplement and support the living area 110, thereby achieving structural stability and uniformity.

[0081] And, as Figure 3 An example is shown where a bow pump room 121 is divided and arranged in the lower part of the bow storage 120, where a fuel pump is arranged, and where adequate space is ensured for the arrangement of a bow thruster when requested by the ship owner. The bulkhead 123 between the bow pump room 121 and the forepeak tank 122 is arranged to meet the requirements of the International Maritime Organization (IMO) Convention on the Safety of Life at Sea (SOLAS) regarding collision bulkheads.

[0082] At this point, the living quarters 110 can also be located on the stern side in order to meet IMO SOLAS requirements, compared to the bulkhead 123 which serves as a collision bulkhead.

[0083] And, as Figure 3 As exemplarily shown, a chain locker 124 and a bilge well can be arranged in the bow pump room 121. The anchor chain passes through the bow mooring equipment area D and is stored in the chain locker 124. However, considering the ship type and deck area, it is preferable that the chain locker 124 and the bilge well are located within the defined area of ​​the bow pump room 121. Furthermore, the location of the chain locker 124 and the bilge well can vary depending on the arrangement of the mooring equipment and the arrangement of the overhead columns.

[0084] And, as Figure 3 As exemplarily shown, since the lower part of the bow area B is respectively arranged with the bow compartment 122, the bow pump room 121, and the equipment / cabin arrangement area E divided into the first fuel tank, the balance water tank, the living area equipment room, and the grey water holding tank, in order to ensure the reduction of living area space and the space of the bow warehouse, the space utilization can be improved by arranging the division or compartments of the living area 110, and it is also possible to arrange pipe duct access and ventilation ducts.

[0085] At this time, the first fuel tank can be a tank that stores fuel for a dual fuel generator (DFGE), or it can be a tank that stores fuel such as HFO, MGO, MDO or LSMGO.

[0086] In addition, regarding the characteristics of LNG carriers, the bow compartment 122 can be arranged for the purpose of eliminating trim (even trim) or for checking the propeller. If there are no problems with trim, it can also be used as a void compartment.

[0087] Next, refer to Figure 3 as well as Figure 4 The cofferdam 130 is arranged in a specific structure between the forward oil tank TK1 of cargo area A and the living area 110 and the bow storage 120, thereby isolating the living area 110 and the bow storage 120 from cargo area A, which is a dangerous area.

[0088] That is, such as Figure 3 As exemplarily shown, the cofferdam 130 is formed in an "L" shape to buffer the separation of the living area 110 and the bow storage 120 from the cargo oil tank TK1 of the cargo area A, thereby converting the living area 110 and the bow storage 120 into a safe area.

[0089] In addition, when the first fuel tank in the equipment / cabin layout area E is arranged as an independent compartment, it is not necessary to set up an isolation compartment with the same structure as the membrane tank, and costs can be reduced by applying an "L"-shaped isolation compartment 130.

[0090] Next, refer to Figure 5 The stern area C includes: a gas turbine 142, located in the engine room 141, which generates electricity by burning gas and supplies it to an electric propulsion motor (not shown); and a second fuel tank 143, located in the open space above the engine room 141, which is secured by moving the living area 110 to the bow area B, and exposed at its upper end to the upper deck UD, supplying gaseous fuel to the gas turbine 142.

[0091] The second fuel tank 143 can be located in the empty 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 generate electricity using dual gas fuels, namely LNG supplied from cargo oil tanks TK1 to TK4 and liquefied ammonia stored in the second fuel tank 143.

[0092] For example, in the case of an LNG carrier, the gas turbine 142 can generate electricity using boil-off gas (BOG) generated from cargo oil tanks TK1 to TK4 during the ship's voyage, natural gas from the forced vaporization of LNG, and ammonia from liquefied ammonia stored in the second fuel tank 143.

[0093] In addition, such as Figures 5 to 7 As exemplarily shown, the upper surface of the second fuel tank 143, or the upper surface defined as the second fuel tank 143, can be formed to be consistent in height and shape with the confinement deck of the cargo oil tank TK4, thereby ensuring structural connectivity and enhancing the longitudinal strength of the hull, and additional reinforcing structures can also be provided to make the height and shape consistent.

[0094] Based on the structure of the containment deck of the second fuel tank 143 and cargo oil tank TK4 as described above, part or all of the fuel preparation room 144 and / or cargo oil tank compressor room 145 can be located above the second fuel tank 143 and / or above the containment deck of cargo area A. This allows the vacant space created by moving the accommodation area 110 to the bow area B to be utilized as space for the fuel preparation room 144 and cargo oil tank compressor room 145. Specifically, an ammonia supply system for supplying ammonia to the gas turbine 142 can be located in the fuel preparation room 144, and an LNG supply system for supplying BOG or forced-gasification LNG to the gas turbine 142 can be located in the cargo oil tank compressor room 145.

[0095] And, as Figure 2 As shown, the fuel preparation room 144 and the cargo oil tank compressor room 145 can be arranged separately to the port and starboard sides, respectively, or they can be arranged off to one of the port and starboard sides.

[0096] Furthermore, preferably, the fuel preparation chamber 144 is arranged above the second fuel tank 143 and the cargo oil tank compressor chamber 145 is arranged above the cargo oil tank TK4. However, the fuel preparation chamber 144 and the cargo oil tank compressor chamber 145 may also be arranged above the second fuel tank 143, or the fuel preparation chamber 144 and the cargo oil tank compressor chamber 145 may be arranged above the cargo oil tank TK4.

[0097] Additionally, refer to Figure 5 The engine room 141 can also house the DFGE 146, which uses diesel fuel and LNG, and the first fuel tank that supplies fuel to the DFGE 146 can be located in the lower part of the bow area B (i.e., equipment / cabin area E, see reference). Figure 3 )), thereby supplementing the insufficient power supply of the gas turbine 142 by the DFGE 146, or dealing with situations where the gas turbine 142 cannot be operated.

[0098] Furthermore, a dual-fuel auxiliary boiler (not shown) using diesel fuel or LNG can be installed in the stern area C to generate and supply the steam required by the ship.

[0099] And, as Figure 5 As exemplarily shown, the dual-fuel auxiliary boiler can be arranged on the first deck (1st deck) on the starboard side, the gas turbine 142 can be arranged on the second deck (2nd deck) on the port side, and the DFGE 146 can be arranged on the third deck (3rd deck) on the starboard side, and the hatches are formed according to the decks to ensure the combustion air passage (stern side) for the gas turbine 142, thereby maximizing the use of space.

[0100] Among them, Figure 5 The terms 1st deck, 2nd deck, and 3rd deck, as commonly used in the shipbuilding and marine industry, can be understood as referring to the decks arranged sequentially along the floor direction with the upper deck UD as the reference.

[0101] Furthermore, since the gas turbine 142 operates in idle mode, the dual-fuel auxiliary boiler operates in gas combustion unit mode (GCU) and / or DFGE 146, the BOG generated from cargo oil tanks TK1 to TK4 can be combusted, thus allowing the gas combustion unit (GCU) to be selectively omitted to ensure available space.

[0102] Furthermore, referring to Figure 5 The second fuel tank 143 can be an independent compartment, such as an IMO Type A compartment, and an isolation compartment 143a can be added around the IMO Type A compartment. The power distribution room 147 is arranged vertically between the engine room 141 and the second fuel tank 143. Since the upper part of the power distribution room 147 is set in a way that is exposed on the upper deck UD, the engine room 141 and the second fuel tank 143 can be divided into two by the isolation compartment 143a and the power distribution room 147 to ensure safety, and the internal space of the engine room 141 can also be reduced.

[0103] Therefore, a ship with a living area bow arrangement structure as described above can ensure a wide field of vision for navigation by moving the living area and bridge to the bow, and can reduce costs by minimizing the height of the living area relative to the deck. It also eliminates the problem of ensuring visibility when installing wind propulsion systems such as rotor propulsion and wing sail propulsion systems that target the upper deck, and can increase the number of systems that can be installed. In the case of a second fuel tank for storing hazardous substances such as ammonia at the stern, safety is ensured by isolating the living area. Even without additional vibration and noise shielding structures, vibrations and noise generated from the engine room at the stern can be shielded. This allows for the effective movement of space on the confinement deck, and prevents safety accidents caused by rebound through the overhead column structure. Furthermore, the living area bow arrangement structure can also be applied to newly built ships and converted ships.

[0104] Furthermore, according to another embodiment of the present invention, a ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery includes a stern region C with the aim of improving the efficiency of the gas turbine 142. The stern region C includes: a gas turbine 142, arranged in an engine room 141, which generates electricity by burning a first fuel supplied from a second fuel tank 143 or a second fuel supplied from cargo oil tanks TK1 to TK4 and supplies it to an electric propulsion motor; a second fuel tank 143, arranged in a vacant space on the upper side of the engine room 141, with its upper end exposed to the upper deck UD, which supplies the first fuel to the gas turbine 142; and a waste heat recovery system 150, which converts waste heat from the exhaust gas of the gas turbine 142 into electricity and supplies it to the electric propulsion motor.

[0105] The following is for reference Figures 1 to 9 The following is a detailed description of the ship equipped with a gas turbine and waste heat recovery electric propulsion system.

[0106] First, the deck house 110 consists of the bridge 111 for controlling the navigation of the ship (e.g., an LNG carrier), the crew quarters 112, and the radar mast 113. More specifically, it is located forward of the bow direction of the foremost cargo tank (tank number one) TK1 of cargo area A, which houses cargo tanks TK1 to TK4 for storing and transporting liquefied gas (especially LNG), and is arranged at a predetermined height from the upper deck UD of the bow area B.

[0107] One approach is to move the living quarters 110 from the traditional stern area C to the bow area A, and form a cockpit 111 at the uppermost part of the bow area B to ensure a wide field of vision for navigation. Compared to the traditional arrangement of the living quarters 110 at the stern, since the living quarters 110 do not need to be formed at a high height, the height of the deck can be minimized. By ensuring the free space on the air draft of the hull exposed above the water, it is possible to pass under bridges with a lower height, and cost reduction can be achieved by reducing the height of the living quarters 110.

[0108] And, as Figure 3 as well as Figure 4 As exemplarily shown, the living quarters 110 are supported at a predetermined height from the upper deck UD by a plurality of pilotis 114 arranged in a specific pattern, thereby forming a bow mooring equipment area D in the lower part of the living quarters 110. This allows the pilotis 114 to prevent snapback and ensures adequate space for mooring equipment such as winches. Snapback refers to the phenomenon where a chain of mooring equipment breaks and strikes nearby crew or equipment.

[0109] Furthermore, the arrangement and number of overhead columns 114 can be determined based on the weight of the residential area 110 and the structural safety of the residential area 110, thereby achieving optimal arrangement.

[0110] Furthermore, the overhead columns 114 can be arranged so that they are symmetrically and neatly arranged with the longitudinal and transverse components (main web) of the bow area B and the main wall of the living area 110, thereby evenly distributing the weight of the living area 110 to achieve structural stability and uniformity.

[0111] Furthermore, referring to Figure 4 The overhead bollard 114 can be arranged so as not to interfere with the anchor chain housed in the anchor chain compartment 124. For example, the overhead bollard 114 can be arranged so as not to overlap with the movement trajectory of the anchor chain, thereby not hindering mooring performance.

[0112] And, as Figure 4 As exemplarily shown, the front of the living area 110 can be formed in a conventional straight shape to ensure sufficient space, but it can also be formed in a streamlined shape to minimize wind resistance during navigation.

[0113] Next, refer to Figure 3 The bow store 120 is located below the upper deck UD to store tools, ropes, life-saving equipment, etc. used by the crew during deck work.

[0114] And, as Figure 4As exemplarily shown, the elevator and stairwell 115 for ensuring passage between the upper deck UD and the living area 110 can be arranged along the width of the ship to ensure space for the bow mooring equipment area D, and arranged so as to be neatly aligned with the main bulkhead of the living area 110, supplementing and supporting the living area 110, thereby achieving structural stability and uniformity.

[0115] And, as Figure 3 As exemplarily shown, a bow pump room 121 can be partitioned and arranged in the lower part of the bow storage 120, and a fuel pump can be arranged in the bow pump room 121. When requested by the ship owner, this ensures adequate space for arranging the bow thruster. The bulkhead 123 between the bow pump room 121 and the forepeak tank 122 is arranged to meet the requirements of the IMO Convention for the Safety of Life at Sea (SOLAS) regarding collision bulkheads.

[0116] At this point, the living quarters 110 can also be located on the stern side in order to meet IMO SOLAS requirements, compared to the bulkhead 123 which serves as a collision bulkhead.

[0117] And, as Figure 3 As exemplarily shown, a chain locker 124 and a bilge well can be arranged in the bow pump room 121. The anchor chain passes through the bow mooring equipment area D and is stored in the chain locker 124. However, considering the ship type and deck area, it is preferable that the chain locker 124 and the bilge well are located within the defined area of ​​the bow pump room 121. Furthermore, the location of the chain locker 124 and the bilge well can vary depending on the arrangement of the mooring equipment and the arrangement of the overhead columns.

[0118] And, as Figure 3 As exemplarily shown, since the lower part of the bow area B is respectively arranged with the bow compartment 122, the bow pump room 121, and the equipment / compartment area E divided into the first fuel tank, the balance water tank, the living area equipment room, and the grey water holding tank, in order to ensure the reduction of living area space and the space of the bow warehouse, the space utilization can be improved by arranging the division or compartments of the living area 110, and it is also possible to arrange the trunk for pipe duct access and ventilation.

[0119] At this time, the first fuel tank can be a tank that stores fuel for a dual fuel generator (DFGE), or it can be a tank that stores fuel such as HFO, MGO, MDO or LSMGO.

[0120] In addition, regarding the characteristics of LNG carriers, the bow compartment 122 can be arranged for the purpose of eliminating trim (even trim) or for checking the propeller. If there are no problems with trim, it can also be used as a void compartment.

[0121] Next, refer to Figure 3 as well as Figure 4 The cofferdam 130 is arranged in a specific structure between the forward oil tank TK1 of cargo area A and the living area 110 and the bow storage 120, thereby isolating the living area 110 and the bow storage 120 from cargo area A, which is a dangerous area.

[0122] That is, such as Figure 3 As exemplarily shown, the cofferdam 130 is formed in an "L" shape to buffer the separation of the living area 110 and the bow storage 120 from the cargo oil tank TK1 of the cargo area A, thereby converting the living area 110 and the bow storage 120 into a safe area.

[0123] In addition, when the first fuel tank in the equipment / cabin layout area E is arranged as an independent compartment, it is not necessary to set up an isolation compartment with the same structure as the membrane tank, and costs can be reduced by applying an "L"-shaped isolation compartment 130.

[0124] Next, refer to Figure 8 The stern region C may include: a gas turbine 142, located in the engine room 141, which generates electricity by burning a first fuel supplied from the second fuel tank 143 or a second fuel supplied from cargo oil tanks TK1 to TK4 and supplies it to the electric propulsion motor (not shown); a second fuel tank 143, located in the open space above the engine room 141 secured by moving the living quarters 110 to the bow region B, with its upper end exposed to the upper deck UD, which supplies the first fuel to the gas turbine 142; and a waste heat recovery system 150, which converts the waste heat from the exhaust gas of the gas turbine 142 into electricity and supplies it to the electric propulsion motor, thereby enabling the gas turbine 142 and the waste heat recovery system 150 to complement each other in generating electricity and supplying it to the electric propulsion motor.

[0125] The first fuel is ammonia, and the second fuel gas can be BOG generated from cargo oil tanks TK1 to TK4 or natural gas from forced LNG vaporization. Cargo oil tanks TK1 to TK4 can be membrane tanks.

[0126] In other words, the gas turbine 142 can generate electricity using a dual-gas fuel consisting of natural gas supplied from cargo oil tanks TK1 to TK4 (BOG or forced gasification of LNG) and ammonia from liquefied ammonia stored in the second fuel tank 143, and the second fuel tank 143 can be arranged in the empty space created by the application of the propulsion motors 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 the boil-off gas (BOG) generated from the cargo oil tanks TK1 to TK4 during the ship's voyage, or the natural gas from the forced gasification of LNG, and the ammonia from the liquefied ammonia stored in the second fuel tank 143.

[0128] In addition, such as Figure 7 as well as Figure 8 As exemplarily shown, the upper surface of the second fuel tank 143, or the upper surface defined as the second fuel tank 143, can be formed to be consistent in height and shape with the confinement deck of the cargo oil tank TK4, thereby ensuring structural connectivity and enhancing the longitudinal strength of the hull, and additional reinforcing structures can also be provided to make the height and shape consistent.

[0129] Based on the structure of the containment deck of the second fuel tank 143 and cargo oil tank TK4 as described above, part or all of the fuel preparation room 144 and / or cargo oil tank compressor room 145 can be located above the second fuel tank 143 and / or above the containment deck of cargo area A. This allows the vacant space created by moving the accommodation area 110 to the bow area B to be utilized as space for the fuel preparation room 144 and cargo oil tank compressor room 145. Specifically, an ammonia supply system for supplying ammonia to the gas turbine 142 can be located in the fuel preparation room 144, and an LNG supply system for supplying BOG or forced-gasification LNG to the gas turbine 142 can be located in the cargo oil tank compressor room 145.

[0130] And, as Figure 2 As shown, the fuel preparation room 144 and the cargo oil tank compressor room 145 can be arranged separately to the port and starboard sides, respectively, or they can be arranged off to one of the port and starboard sides.

[0131] Furthermore, preferably, the fuel preparation chamber 144 is arranged above the second fuel tank 143 and the cargo oil tank compressor chamber 145 is arranged above the cargo oil tank TK4. However, the fuel preparation chamber 144 and the cargo oil tank compressor chamber 145 may also be arranged above the second fuel tank 143, or the fuel preparation chamber 144 and the cargo oil tank compressor chamber 145 may be arranged above the cargo oil tank TK4.

[0132] Additionally, refer to Figure 8 The engine room 141 can also house the DFGE 146, which uses diesel fuel and LNG, and the first fuel tank that supplies fuel to the DFGE 146 can be located in the lower part of the bow area B (i.e., equipment / cabin area E, see reference). Figure 3 )), thereby supplementing the insufficient power supply of the gas turbine 142 by the DFGE 146, or dealing with situations where the gas turbine 142 cannot be operated.

[0133] Furthermore, a dual-fuel auxiliary boiler (not shown) using diesel fuel or LNG can be installed in the stern area C to generate and supply the steam required by the ship.

[0134] And, as Figure 8 As exemplarily shown, the dual-fuel auxiliary boiler can be arranged on the first deck on the starboard side, the gas turbine 142 can be arranged on the second deck on the port side, and the DFGE 146 can be arranged on the third deck on the starboard side. The hatches are formed along the decks to ensure the combustion air passage (stern side) for the gas turbine 142, thereby maximizing space utilization.

[0135] Furthermore, since the gas turbine 142 operates in idle mode, the dual-fuel auxiliary boiler operates in gas combustion unit mode (GCU) and / or DFGE 146, the BOG generated from cargo oil tanks TK1 to TK4 can be combusted, thus allowing the gas combustion unit (GCU) to be selectively omitted to ensure available space.

[0136] Furthermore, referring to Figure 8 The second fuel tank 143 can be an independent compartment, such as an IMO Type A compartment, and an isolation compartment 143a can be added around the IMO Type A compartment. The power distribution room 147 is arranged vertically between the engine room 141 and the second fuel tank 143. Since the upper part of the power distribution room 147 is set in a way that is exposed on the upper deck UD, the engine room 141 and the second fuel tank 143 can be divided into two by the isolation compartment 143a and the power distribution room 147 to ensure safety, and the internal space of the engine room 141 can also be reduced.

[0137] Alternatively, the waste heat recovery system 150 can be a supercritical carbon dioxide (sCO2) power generation system that generates electricity using a Brayton cycle with two isobaric processes and two isentropic processes. During the compression, heating, expansion, and cooling processes of the Brayton cycle, the operating fluid remains in a supercritical state. The waste heat recovery system 150 is not limited to a supercritical carbon dioxide power generation system; it can also generate electricity using steam produced through heat exchange with waste heat.

[0138] That is, such as Figure 8 As exemplarily shown, the supercritical carbon dioxide power generation system is located near the stern side of the engine casing 151 and is arranged at a predetermined height separated from the low deck (sunken deck) SD by an overhead column 152, thereby being configured to be unaffected by mooring equipment, etc., so as to improve space utilization. It can also be arranged in a space independent of the engine room 141 to ensure safety.

[0139] To be more detailed, refer to Figure 8 as well as Figure 9 A supercritical carbon dioxide power generation system can be constructed using the following structure: a heater 153, arranged in the engine casing 151 and chimney, to recover waste heat from the exhaust gas discharged from the gas turbine 142 and heat the circulating carbon dioxide; a turbine 154, which rotates by utilizing the supercritical state of the carbon dioxide heated by the heater 153 and generates electricity; a compressor 155, which compresses the circulating carbon dioxide; a heat exchanger 156, which exchanges heat between the carbon dioxide recovered from the turbine 154 and the carbon dioxide supplied from the compressor 155 to the heater 153; a precooler 157, which uses seawater to cool the carbon dioxide from the turbine 154 through the heat exchanger 156 and supplies it to the compressor 155; and a preheater 158, which exchanges heat between the exhaust gas passing through the heater 153 and the carbon dioxide supplied from the compressor 155 to the heater 153 via the heat exchanger 156 and heats it.

[0140] Furthermore, to ensure sufficient space (stern side) for the intake of combustion air for the gas turbine 142, the waste heat recovery system 150 can be installed on the side (port or starboard) where the gas turbine 142 is located and on the opposite side (starboard or port). For example, when the gas turbine 142 is located on the port side, the waste heat recovery system 150 can be located on the starboard side, and conversely, when the gas turbine 142 is located on the starboard side, the waste heat recovery system 150 can be located on the port side.

[0141] Therefore, based on the above-described configuration of a ship equipped with a gas turbine and a waste heat recovery electric propulsion system, ammonia and LNG are burned and electricity is generated through the gas turbine. The waste heat of the gas turbine is recovered to improve the efficiency of the gas turbine. Furthermore, by moving the living quarters and the bridge to the bow, an open view for navigation can be ensured. Costs are reduced by minimizing the height of the living quarters relative to the deck. The problem of ensuring visibility when installing wind propulsion systems such as rotor propulsion and wing sail propulsion on the upper deck is eliminated, and the number of systems that can be installed can be increased. In the case of a second fuel tank for storing hazardous substances such as ammonia at the stern, safety is ensured by isolating the living quarters. Even without additional vibration and noise shielding structures, vibrations and noise generated from the engine room at the stern can be shielded. This allows for effective movement of the space on the deck. The elevated column structure prevents safety accidents caused by rebound. Moreover, the bow arrangement structure of the living quarters can also be applied to newly built ships and converted ships.

[0142] The embodiments and configurations shown in the accompanying drawings described in this specification are only the most preferred embodiments of the present invention and do not represent all the technical ideas of the present invention. Therefore, it should be understood that at this point in the application, there may be a variety of equivalents and modifications that can replace these.

Claims

1. A vessel equipped with an electric propulsion system based on a gas turbine and waste heat recovery, including a stern area, The stern region includes: The gas turbine, located in the engine room, generates electricity by burning a first fuel supplied from a second fuel tank or a second fuel supplied from a cargo oil tank and supplies it to an electric propulsion motor. The second fuel tank, located in the open space on the upper side of the engine room and with its upper end exposed to the upper deck, supplies the first fuel to the gas turbine; and The waste heat recovery system converts the waste heat from the exhaust gas of the gas turbine into electricity and supplies it to the electric propulsion motor.

2. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery as described in claim 1, characterized in that, Also includes: The cargo area includes oil tanks for storing and transporting liquefied natural gas; and The bow area includes a living area, a bow warehouse, and a first isolated compartment with a specific structure. The living area is located forward of the cargo area in the bow direction, separated from the upper deck of the bow by a predetermined height, and includes a bridge. The bow warehouse is located below the upper deck, and the first isolated compartment with a specific structure is located between the cargo area and the living area and the bow warehouse.

3. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery as described in claim 2, characterized in that, The waste heat recovery system is a supercritical carbon dioxide power generation system.

4. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery as described in claim 3, characterized in that, The supercritical carbon dioxide power generation system is located on the stern side of the engine casing.

5. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 4, characterized in that, The supercritical carbon dioxide power generation system is arranged at a predetermined height from the lower deck via overhead columns.

6. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 4, characterized in that, The supercritical carbon dioxide power generation system includes: A heater, arranged in the engine casing or chimney, recovers waste heat from the exhaust gas from the gas turbine to heat carbon dioxide; A turbine that rotates and generates electricity by utilizing supercritical carbon dioxide heated by the heater; The compressor compresses carbon dioxide; A heat exchanger that exchanges heat between carbon dioxide recovered from the turbine and carbon dioxide supplied from the compressor to the heater; A precooler cools carbon dioxide from the turbine through the heat exchanger and supplies it to the compressor; and The preheater heats the exhaust gas passing through the heater by exchanging heat with carbon dioxide supplied to the heater from the compressor via the heat exchanger.

7. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 2, characterized in that, The first fuel is ammonia, and the second fuel is either vaporized liquefied natural gas generated from the cargo oil tank or natural gas from forced vaporization of liquefied natural gas.

8. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 7, characterized in that, The cargo oil tank is a thin-film liquid tank.

9. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 2, characterized in that, The upper surface of the second fuel tank is defined as being formed such that it is consistent with the height and shape of the containment deck of the cargo oil tank.

10. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 9, characterized in that, Also includes: The fuel preparation chamber is equipped with an ammonia supply system for supplying ammonia to the gas turbine; and The cargo oil tank compressor room is equipped with a liquefied natural gas supply system that supplies liquefied natural gas vapor or forced gasification of liquefied natural gas to the gas turbine.

11. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 10, characterized in that, The fuel preparation chamber is located above the second fuel tank, and the cargo oil tank compressor room is located above the containment deck of the cargo area.

12. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 10, characterized in that, The fuel preparation room and the cargo oil tank compressor room are both located on the upper part of the second fuel tank.

13. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 10, characterized in that, The fuel preparation room and the cargo oil tank compressor room are both located on the upper part of the containment deck of the cargo area.

14. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 10, characterized in that, The fuel preparation room and the cargo oil tank compressor room are arranged separately to the port and starboard sides, respectively. It is positioned biased towards one of the port and starboard areas.

15. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 2, characterized in that, An additional dual-fuel generator is installed in the engine room. A first fuel tank that supplies fuel to the dual-fuel generator is located in the lower part of the upper deck in the bow region.

16. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 15, characterized in that, An additional dual-fuel auxiliary boiler is arranged in the stern area to generate the steam required for the ship's interior.

17. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 16, characterized in that, The dual-fuel auxiliary boiler is located on the first deck. The gas turbine is located on the second deck. The dual-fuel generator is located on the third deck.

18. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 16, characterized in that, The dual-fuel auxiliary boiler is located on the starboard side. The gas turbine is located on the port side. The dual-fuel generator is located on the starboard side.

19. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 16, characterized in that, The dual-fuel auxiliary boiler is located on the port side. The gas turbine is located on the starboard side. The dual-fuel generator is located on the port side.

20. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 16, characterized in that, The evaporated gas generated from the cargo oil tank is processed by combustion in the no-load mode of the gas turbine, the gas combustion device mode of the dual-fuel auxiliary boiler, or the dual-fuel generator.

21. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 2, characterized in that, The first isolation compartment is formed in an "L" shape, thereby separating the living area and the bow warehouse from the cargo oil tanks of the cargo area.

22. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 2, characterized in that, The living area is supported from the upper deck by multiple overhead columns arranged in a specific pattern at a predetermined height, thereby forming the bow mooring equipment area.

23. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 22, characterized in that, The arrangement of the overhead columns ensures that they are neatly aligned with the longitudinal and transverse components of the bow area and the main bulkhead of the living quarters.

24. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 22, characterized in that, A bow pump room is located in the lower part of the bow warehouse.

25. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 24, characterized in that, An anchor chain hold is provided in the bow pump room, and the anchor chain passes through the bow mooring equipment area and is stored in the anchor chain hold.

26. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 15, characterized in that, The following are respectively arranged in the lower part of the bow area: Foreboard cabin; Bow pump room; and The equipment / cabin layout area is divided into the first fuel tank, balance water tank, living area equipment room, and greywater storage tank.

27. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 1, characterized in that, The electrical control room is vertically arranged between the engine room and the second fuel tank, with its upper part exposed on the upper deck.

28. The ship equipped with an electric propulsion system based on a gas turbine and waste heat recovery according to claim 27, characterized in that, A second isolation compartment is provided between the power distribution room and the second fuel tank.

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