Crankcase vent system for dual fuel vessels

Abstract

The application discloses a crankcase breather system for a dual-fuel ship, comprising a dual-fuel internal combustion engine, a breather fan, a first breather pipeline, an oil-gas separator, a second breather pipeline, a breather gooseneck elbow and a third breather pipeline; the air inlet of the breather fan is connected with the outlet of the crankcase of the dual-fuel internal combustion engine through the first breather pipeline; the air inlet of the oil-gas separator is connected with the air outlet of the breather fan through the second breather pipeline; the axis of the second breather pipeline is inclined at an angle relative to the horizontal direction; the air inlet of the breather gooseneck elbow is connected with the air outlet of the oil-gas separator through the third breather pipeline; the breather gooseneck elbow is located in an open area above a deck; the third breather pipeline is arranged through the deck, and the air outlet of the third breather pipeline is located above the deck. In the application, the exhaust pressure relief of the breather pipeline is no longer dependent on the arrangement mode of the breather pipeline, the stable pressure relief can be ensured in different arrangement environments, and the crankcase overpressure alarm or sealing failure can be avoided.

Description

Technical Field

[0001] This application relates to the field of marine propulsion system technology, and more particularly to a crankcase ventilation system for dual-fuel ships. Background Technology

[0002] The crankcase ventilation system is an important component for ensuring the stable operation of the ship's main engine and generator. Currently, most crankcase ventilation devices adopt a natural convection structure, which achieves oil and gas discharge and pressure balance through inclined or vertically arranged ventilation pipes, oil and gas separators, and top ventilation caps. The overall structure is relatively simple and does not require additional power drive.

[0003] With the rapid development of dual-fuel ships, represented by liquefied natural gas (LNG), the crankcase vent gas may contain flammable gases. According to relevant regulations, crankcase vent pipes need to be led to safe areas such as open decks for discharge, and cannot be directly arranged in the chimney area. At the same time, in dual-fuel car carriers and other ship types, the area below the open deck is usually a garage structure. Due to space and structural limitations, it is difficult to maintain the conventional upward slope arrangement of vent pipes. They can only be laid horizontally in the garage area, making natural venting solutions unsuitable. Summary of the Invention

[0004] The purpose of this invention is to provide a crankcase venting system for dual-fuel ships that can solve the above-mentioned problems existing in the prior art.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] On the one hand, a crankcase venting system for dual-fuel ships is provided, comprising: A ventilator, wherein the air inlet of the ventilator is connected to the crankcase outlet of the dual-fuel internal combustion engine through a first ventilator pipe; An oil-gas separator, wherein the air inlet of the oil-gas separator is connected to the air outlet of the venting fan through a second venting pipe; the axis of the second venting pipe is inclined at an angle relative to the horizontal direction. A ventilated gooseneck elbow, wherein the air inlet of the ventilated gooseneck elbow is connected to the air outlet of the oil-gas separator through a third ventilated pipe; the ventilated gooseneck elbow is located in an open area above the deck; the third ventilated pipe passes through the deck, and the air outlet of the third ventilated pipe is located above the deck.

[0007] Preferably, the open area above the deck corresponds to the location of the cabin garage below the deck; the open area above the deck is located outside the funnel area above the deck.

[0008] Preferably, the axis of the first ventilator is arranged in a horizontal direction; the axis of the third ventilator is arranged in a vertical direction.

[0009] Preferably, the tilt angle of the axis of the second ventilator relative to the horizontal direction is not less than 5°.

[0010] Preferred options also include: The oil condensate collector is mounted on the deck above the deck by a bracket, and the collection port of the oil condensate collector is opposite to the air outlet of the vented gooseneck bend; the discharge port of the oil condensate collector is connected to the third venting pipe through a first discharge pipe.

[0011] Preferred options also include: The oil residue compartment is connected to the oil drain port at the bottom of the oil-gas separator via a second drain pipe.

[0012] Preferred options also include: A rain cap is installed at the vent of the breathable gooseneck bend; A fireproof net is sandwiched between the air outlet of the breathable gooseneck bend and the rainproof cap.

[0013] Preferably, the third ventilated pipe is connected to the ventilated gooseneck elbow via a flange.

[0014] Preferred options also include: The sleeve is fitted onto the third vent pipe and is located between the third vent pipe and the deck.

[0015] Preferably, the dual-fuel internal combustion engine is configured as the ship's main engine or the ship's generator.

[0016] The beneficial effects of this application are as follows: In this application, the venting fan actively draws oil and gas from the crankcase through the first venting pipe and the second venting pipe, which solves the problems of poor natural exhaust and excessive back pressure caused by the structural limitations of the garage in the cabin of dual-fuel ships. This makes the exhaust pressure relief of the venting pipe no longer dependent on the layout of the venting pipe, and can ensure stable pressure relief in different layout environments, avoiding crankcase overpressure alarms or seal failure.

[0017] In this application, the second vent pipe is set at an angle so that the condensed oil in the second vent pipe can flow to the oil-gas separator under the action of gravity, thereby avoiding the impact of condensed oil deposition on the pipe blockage and affecting the operating efficiency of the vent fan, improving the oil-gas separation effect and reducing lubricating oil loss. Attached Figure Description

[0018] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0019] Figure 1 This is a schematic diagram of the crankcase ventilation system for dual-fuel ships provided in an embodiment of this application.

[0020] Figure 2 for Figure 1 A magnified schematic diagram of part A in the diagram.

[0021] In the picture: 100. Dual-fuel internal combustion engine; 200. Ventilation fan; 300. First ventilation pipe; 400. Oil-gas separator; 500. Second ventilation pipe; 600. Ventilation gooseneck elbow; 700. Third ventilation pipe; 800. Deck; 900. Condensate collector; 110. Support; 120. First drain pipe; 130. Oil sludge tank; 140. Second drain pipe; 150. Rain cap; 160. Fireproof net; 170. Pipe sleeve. Detailed Implementation

[0022] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of this application are further described in detail below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0024] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0025] Figure 1 This is a schematic diagram of the crankcase venting system for dual-fuel ships provided in an embodiment of this application. Figure 2 for Figure 1 A magnified schematic diagram of a portion of structure A. (See diagram below.) Figure 1 and Figure 2 As shown, this embodiment provides a crankcase venting system for dual-fuel ships, including: a dual-fuel internal combustion engine 100, a venting fan 200, a first venting pipe 300, an oil-gas separator 400, a second venting pipe 500, a venting gooseneck elbow 600, and a third venting pipe 700. The air inlet of the vent fan 200 is connected to the crankcase outlet of the dual-fuel internal combustion engine 100 via a first vent pipe 300; the air inlet of the oil-gas separator 400 is connected to the air outlet of the vent fan 200 via a second vent pipe 500; the axis of the second vent pipe 500 is inclined at an angle relative to the horizontal direction; the air inlet of the vent gooseneck elbow 600 is connected to the air outlet of the oil-gas separator 400 via a third vent pipe 700; the vent gooseneck elbow 600 is located in an open area above the deck 800; the third vent pipe 700 passes through the deck 800, and the air outlet of the third vent pipe 700 is located above the deck 800.

[0026] Among them, the dual-fuel internal combustion engine (DF) refers to an internal combustion engine that can use two fuels with complementary physicochemical properties in the same working cycle to achieve stable energy output through staged ignition. Its core utilizes a combination of a high-cetane-number ignition fuel and a high-octane-number main fuel, unlike flexible fuel engines that can only switch between single fuels. It retains the core advantages of traditional compression-ignition engines—high thermal efficiency and high reliability—while achieving significant emission reductions through clean alternative fuels, making it one of the core technological routes for the transformation of the internal combustion engine industry.

[0027] It can be a diesel-natural gas (LNG / CNG) dual-fuel internal combustion engine, a diesel-methanol dual-fuel internal combustion engine, or a diesel-ammonia / hydrogen dual-fuel internal combustion engine.

[0028] During the operation of the dual-fuel internal combustion engine 100 on a dual-fuel vessel, a mixture of lubricating oil droplets and combustible gas is generated in the crankcase. If this mixture accumulates over a long period, it can lead to increased pressure in the crankcase, affecting the normal operation of the dual-fuel internal combustion engine and even causing safety hazards. At this time, the vent fan 200 starts, generating negative pressure through its inlet to draw the oil-gas mixture from the crankcase of the dual-fuel internal combustion engine 100 through the first vent pipe 300, achieving forced pressure relief of the crankcase and solving the problem of poor natural venting in the horizontal pipes below the deck. The extracted oil-gas mixture is pressurized by the vent fan 200 and then transported to the oil-gas separator 400 through the second vent pipe 500. Because the axis of the second vent pipe 500 is inclined at an angle relative to the horizontal direction, during the transportation of the oil-gas mixture, the lubricating oil condensed in the second vent pipe 500 will flow towards the oil-gas separator 400 under the action of gravity, avoiding the accumulation of lubricating oil that could clog the pipe and affect the transportation efficiency. After the oil-gas mixture enters the oil-gas separator 400, it undergoes gas-liquid separation treatment. The combustible gas and air are separated, while the lubricating oil droplets are intercepted, condensed, and collected at the bottom of the oil-gas separator 400. Subsequently, it can be discharged to the ship's sludge tank through the vent pipe for centralized treatment, realizing lubricating oil recovery and meeting the ship's environmental protection requirements. The combustible gas and air separated by the oil-gas separator 400 continue to be transported through the third vent pipe 700. The third vent pipe 700 passes through the deck 800, extending from below the deck 800 to above the deck 800, transporting the gas to the vent gooseneck elbow 600 in the open area above the deck 800. Finally, the gas is discharged through the outlet of the vented gooseneck elbow 600 to the open area above the deck 800, which avoids the accumulation of combustible gas in high-temperature enclosed areas such as the chimney, effectively reducing the risk of combustion and explosion caused by combustible gas leakage in dual-fuel ships. At the same time, the structure of the vented gooseneck elbow 600 can effectively prevent rainwater and impurities from entering the pipeline, ensuring the long-term stable operation of the system.

[0029] Dual-fuel vessels generally refer to ships that use two fuels simultaneously for power output. They are one of the core ship types in the current low-carbon transformation of shipping, with diesel and liquefied natural gas (LNG) being common choices. Because LNG is a flammable and explosive low-flash-point fuel, crankcase blow-by may carry flammable gases during main engine or generator operation. Its safe handling directly affects the overall safety of the ship. Therefore, according to relevant regulations, crankcase blow-by containing flammable gases must not be introduced into high-temperature, hazardous areas such as chimneys, but must be discharged to safe areas such as open decks to avoid gas accumulation and the risk of combustion and explosion. Furthermore, in dual-fuel vessels, the area below the open deck is usually a large garage area. Due to hull structure and space limitations, the crankcase blow-by pipeline cannot be arranged in a conventional upward-sloping manner and must be arranged horizontally in the compartment below deck. Natural blow-by in horizontal pipelines is prone to problems such as high exhaust resistance, condensation, and crankcase pressure fluctuations. This makes it difficult to meet the requirements for stable operation and safe blow-by of dual-fuel main engines. In this embodiment, the venting fan actively draws oil and gas from the crankcase through the first and second venting pipes. This solves the problems of poor natural venting and excessive back pressure caused by the structural limitations of the garage in dual-fuel vessels. The venting pressure relief is no longer dependent on the layout of the venting pipes, ensuring stable pressure relief in different environments and preventing crankcase overpressure alarms or seal failures. Furthermore, the second venting pipe is angled so that condensed oil in it can flow to the oil-gas separator under gravity, preventing oil deposits from clogging the pipes and affecting the venting fan's operating efficiency, thus improving oil-gas separation and reducing lubricating oil loss.

[0030] In one embodiment, the open area above the deck 800 corresponds to the location of the cabin garage below the deck 800; the open area above the deck 800 is located outside the chimney area above the deck 800.

[0031] In one embodiment, the axis of the first venting duct 300 is arranged horizontally, which can fully adapt to the spatial structure constraints below the deck 800 of a dual-fuel vessel, especially in the garage area, facilitating the installation of the duct within a limited space and reducing the constraints of the hull structure on the arrangement of the venting system. The axis of the third venting duct 700 is arranged vertically, which facilitates the stable upward transport of the oil-gas mixture within the duct, reducing airflow resistance and the risk of liquid accumulation. It also facilitates passage through the deck 800 and connection with the upper venting gooseneck elbow 600, allowing the separated gas to be smoothly and safely discharged to the open area above the deck 800, meeting the safety venting requirements of dual-fuel vessels.

[0032] In one embodiment, the axis of the second venting pipe 500 is tilted at an angle of not less than 5° relative to the horizontal direction. This setting allows the lubricating oil formed by the condensation of the oil-gas mixture during transportation to automatically flow towards the oil-gas separator 400 under the action of gravity, effectively preventing the lubricating oil from accumulating and clogging in the pipe, or even affecting the normal operation of the venting fan, thereby improving the operational stability and oil-gas separation effect of the crankcase venting system.

[0033] In one embodiment, the system further includes an oil condenser 900, which is mounted above the deck 800 via a bracket 110, with its collection port facing the outlet of the vented gooseneck bend 600. The discharge port of the oil condenser 900 is connected to the third venting pipe 700 via a first discharge pipe 120. Since the gas emitted from the vented gooseneck bend 600 often carries a small amount of incompletely separated lubricating oil droplets, the oil condenser 900 in this embodiment can efficiently collect this lubricating oil, preventing it from dripping onto the deck 800 or being directly discharged into the ocean, causing pollution. The lubricating oil collected by the oil collector 900 flows back to the third vent pipe 700 through the first drain pipe 120, and finally enters the oil-gas separator 400 for further separation and recycling. This reduces the waste of lubricating oil and prevents it from accumulating on the vent gooseneck elbow 600 or the deck 800. It also prevents problems such as pipe blockage and poor air flow from the vent gooseneck elbow 600 caused by lubricating oil solidification, thus ensuring the stable operation of the crankcase venting system.

[0034] In this embodiment, the condensate collector 900 is installed above the deck 800 via a bracket 110, without occupying valuable compartment space below the deck 800, thus better adapting to the structural constraints of dual-fuel vessels. The bracket 110 mounting method facilitates disassembly, cleaning, and maintenance of the condensate collector 900. Furthermore, the bracket 110 can be height-adjustable, allowing adjustment of the condensate collector 900's installation position according to the installation height of the vented gooseneck bend 600, ensuring that the collection port of the condensate collector 900 is aligned with the air outlet of the vented gooseneck bend 600, thereby guaranteeing efficient condensate collection.

[0035] In one embodiment, the oil collector 900 is equipped with a filter element that can be detachably installed inside to further filter impurities in the lubricating oil and prevent impurities from flowing back to the third vent pipe 700 or the oil-gas separator 400 with the lubricating oil. At the same time, the detachable filter element is also more convenient for daily maintenance.

[0036] In one embodiment, the bottom of the condensate collector 900 is also provided with a drain valve, which is connected to the first drain pipe 120. The discharge and cleaning of condensate can be controlled by opening and closing the drain valve, which helps to improve the convenience of maintenance.

[0037] In one embodiment, a one-way valve is also provided on the first vent pipe 120, and the one-way valve is directed from the condensate collector 900 to the third vent pipe 700. The one-way valve prevents the oil-gas mixture in the third vent pipe 700 from flowing back into the condensate collector 900, thus avoiding affecting the condensate collection effect and the safety of gas emission.

[0038] In one embodiment, a flow control valve is also provided on the first discharge pipe 120 to adjust the return speed of the condensed oil and prevent a large amount of condensed oil from flowing into the oil-gas separator 400 and affecting the gas-liquid separation effect.

[0039] In one embodiment, the first vent pipe 120 is connected to the third vent pipe 700 through a flexible pipe section to better adapt to vibrations during navigation, prevent the vent pipe from breaking or leaking due to vibration, and improve the system's vibration resistance.

[0040] In one embodiment, the system further includes an oil residue tank 130. The oil residue tank 130 is connected to the oil drain port at the bottom of the oil-gas separator 400 via a second drain pipe 140. If waste oil from the oil-gas separator 400 cannot be discharged in a timely manner, it can accumulate, clog the oil drain port, and even flow back into the second venting pipe 500 or even the venting fan 200, causing component wear, pipe blockage, and affecting normal exhaust. In this embodiment, the oil residue tank 130 receives this waste oil through the second drain pipe 140, achieving centralized storage and timely discharge, preventing waste oil from leaking into the ocean or ship cabins and causing pollution, and ensuring the long-term stable operation of the core components.

[0041] In one embodiment, a shut-off valve and a check valve are sequentially installed on the second discharge pipe 140, with the check valve flowing from the oil-gas separator 400 to the oil residue tank 130. In this embodiment, the shut-off valve enables a controllable switch for waste oil discharge, facilitating the closure of the pipeline during maintenance of the oil-gas separator 400 to the oil residue tank 130, preventing waste oil leakage. Furthermore, the check valve effectively prevents waste oil and oil-gas in the oil residue tank 130 from flowing back to the oil-gas separator 400, avoiding contamination of the separated gas or affecting the gas-liquid separation effect.

[0042] In one embodiment, a diversion path is provided connecting the first drain pipe 120 and the second drain pipe 140, and a control valve is installed on the diversion path. In this embodiment, the diversion path enables the linkage between the condensate collector 900 and the oil sludge tank 130. When the lubricating oil collected by the condensate collector 900 contains a large amount of impurities and does not need to be returned to the third vent pipe 700 or the oil-gas separator 400, the control valve on the diversion path is opened, allowing the condensate in the condensate collector 900 to flow through the diversion path into the second drain pipe 140, and then into the oil sludge tank 130 for storage. When it is necessary to return the lubricating oil to the third vent pipe 700 or the oil-gas separator 400, the control valve on the diversion path is closed, allowing the lubricating oil to flow along its original path, avoiding interference from the diversion path with the original condensate return path.

[0043] Furthermore, the connection point between the diversion channel and the second discharge pipe 140 is located on the side of the check valve near the oil residue tank 130. The check valve on the second discharge pipe 140 can effectively prevent waste oil and oil gas in the oil residue tank 130 from flowing back into the diversion channel, thus preventing contamination of the condensate collector 900 or the original condensate return path.

[0044] In one embodiment, a level sensor is installed inside the oil sludge tank 130. The level sensor is electrically connected to the ship's central control system to collect real-time data on the waste oil level within the tank and feed it back to the system. Specifically, the level sensor collects real-time data on the waste oil level in the tank 130 and sends it to the ship's central control system. When the real-time level is below a preset threshold, normal monitoring continues. When the real-time level is above the preset threshold, the central control system issues a warning signal, requiring personnel to promptly clean and transfer the waste oil in the tank 130 to bring the real-time level below the preset threshold. Generally, the preset threshold for the level data can be set to 80% to 90% of the rated volume of the tank 130 to prevent waste oil overflow.

[0045] Furthermore, the bottom of the oil sludge tank 130 may also be equipped with a drain outlet, which is connected to the ship's waste oil treatment device through a pipeline.

[0046] In one embodiment, the system further includes a rain cap 150 and a fireproof net 160. The rain cap 150 is installed at the vent of the ventilated gooseneck bend 600; the fireproof net 160 is sandwiched between the ventilated gooseneck bend 600 and the rain cap 150. The ventilated gooseneck bend 600 serves as the terminal for gas emission, and its vent is located in an open area above the deck 800. In operation, combustible gas and air separated by the oil-gas separator 400 are transported to the ventilated gooseneck bend 600 through the third vent pipe 700, and finally discharged externally through the ventilated gooseneck bend 600. The fireproof net 160, sandwiched between the air outlet of the venting gooseneck elbow 600 and the rain cap 150, can effectively intercept external ignition sources such as open flames and sparks near the deck, preventing external ignition sources from entering the pipeline through the venting gooseneck elbow 600 and igniting any residual flammable gases in the pipeline, thus reducing the risk of ignition in dual-fuel vessels. Simultaneously, the rain cap 150 in this embodiment can effectively prevent rainwater, waves, debris, etc., from flowing back through the venting gooseneck elbow 600 to the third venting pipeline 700 or even components such as the oil-gas separator 400, avoiding pipeline corrosion and affecting the gas-liquid separation effect, thereby improving the overall reliability and safety of the crankcase venting system.

[0047] In one embodiment, the third vent pipe 700 and the vent gooseneck elbow 600 are connected by a flange. The flange connection in this embodiment ensures a secure connection between the third vent pipe 700 and the vent gooseneck elbow 600, guaranteeing the airtightness of the connection and preventing leakage of flammable gas from the pipe.

[0048] In one embodiment, the system further includes a sleeve 170. The sleeve 170 is fitted onto the third vent pipe 700 and is located between the third vent pipe 700 and the deck 800. The sleeve 170, fitted at the junction of the third vent pipe 700 and the deck 800, not only ensures the watertightness of the compartment, preventing corrosion of equipment inside the compartment by rainwater and seawater seeping in from above the deck, but also reduces the impact of ship vibration on the third vent pipe 700, helps to fix the third vent pipe 700, improves the stability of the pipe arrangement, prevents the pipe from shifting due to its own weight or vibration, and ensures normal exhaust of the crankcase ventilation system.

[0049] In one embodiment, the dual-fuel internal combustion engine 100 is configured as the main engine or generator of a ship. As the primary power source for a dual-fuel ship, the main engine or generator has a high oil content and combustible gas content in its crankcase blow-by. The crankcase ventilation system provided in this embodiment can meet the crankcase ventilation requirements, ensuring the stable operation of the ship's main engine and generator.

[0050] In the description herein, it should be understood that the terms "upper," "lower," "left," "right," and other orientations or positional relationships are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used merely for descriptive distinction and have no special meaning.

[0051] In the description of this specification, references to terms such as "an embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0052] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0053] The technical principles of this application have been described above with reference to specific embodiments. These descriptions are merely for explaining the principles of this application and should not be construed as limiting the scope of protection of this application in any way. Based on this explanation, those skilled in the art can readily conceive of other specific embodiments of this application without inventive effort, and these embodiments will all fall within the scope of protection of this application.

Claims

1. A crankcase venting system for dual-fuel ships, characterized in that, include: A ventilation fan (200) has its air inlet connected to the crankcase outlet of a dual-fuel internal combustion engine (100) via a first ventilation pipe (300). An oil-gas separator (400) has its inlet connected to the outlet of the ventilation fan (200) via a second ventilation pipe (500); the axis of the second ventilation pipe (500) is inclined at an angle relative to the horizontal direction. A ventilated gooseneck elbow (600) has its air inlet connected to the air outlet of the oil-gas separator (400) via a third ventilated pipe (700). The ventilated gooseneck elbow (600) is located in an open area above the deck (800). The third ventilated pipe (700) passes through the deck (800), and its air outlet is located above the deck (800).

2. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, The open area above the deck (800) corresponds to the location of the cabin garage below the deck (800); the open area above the deck (800) is located outside the chimney area above the deck (800).

3. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, The axis of the first ventilated pipe (300) is arranged in the horizontal direction; the axis of the third ventilated pipe (700) is arranged in the vertical direction.

4. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, The axis of the second ventilator (500) is tilted at an angle of not less than 5° relative to the horizontal direction.

5. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, Also includes: The oil condensate collector (900) is mounted above the deck (800) via a bracket (110), and the collection port of the oil condensate collector (900) is opposite to the air outlet of the vented gooseneck elbow (600); the vent of the oil condensate collector (900) is connected to the third venting pipe (700) via a first venting pipe (120).

6. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, Also includes: The oil sludge compartment (130) is connected to the oil drain port at the bottom of the oil-gas separator (400) via a second drain pipe (140).

7. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, Also includes: A rain cap (150) is installed at the vent of the breathable gooseneck bend (600); Fireproof netting (160) is sandwiched between the air outlet of the breathable gooseneck bend (600) and the rain cap (150).

8. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, The third ventilated pipe (700) is connected to the ventilated gooseneck elbow (600) via a flange.

9. The crankcase venting system for dual-fuel ships according to claim 1, characterized in that, Also includes: The sleeve (170) is fitted onto the third vent pipe (700) and is located between the third vent pipe (700) and the deck (800).

10. The crankcase venting system for dual-fuel vessels according to any one of claims 1 to 9, characterized in that, The dual-fuel internal combustion engine (100) is configured as the main engine of the ship or the generator of the ship.

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