Fuel handling system and vessel comprising the same

Abstract

The present invention relates to a fuel handling system and a ship including the same, the fuel handling system including a fuel tank provided to a ship body and storing a toxic fuel, and a discharge line discharging at least any one of the fuel inside the fuel tank and the fuel leaked from the fuel tank, the discharge line extending to an outside of the ship body and delivering the fuel to an inside of an ocean around the ship body.

Description

Technical Field

[0001] The present invention relates to a fuel handling system and a ship including the fuel handling system. Background Technology

[0002] Global air pollution is becoming increasingly severe and is contributing to climate change. Because pollutants emitted from ships have a significant impact on air pollution, the International Maritime Organization (IMO), the European Union, the United States, and other organizations are strengthening regulations on ship emissions to reduce air pollution.

[0003] In the future, greenhouse gas emission regulations for ships will be strengthened in stages according to major time nodes before 2050, and it is expected that existing engines and fuels alone will be insufficient to meet pollutant control requirements.

[0004] Therefore, with the tightening of regulations on greenhouse gas emissions from ships, the existing fossil fuels currently in use are expected to become unsustainable, and finding alternative fuels that can meet the increasingly stringent regulatory requirements has become a top priority. Non-fossil fuels such as ammonia (NH3), biofuels, solar energy, and wind energy are being considered as alternative fuels.

[0005] Ammonia is a chemical substance that can be produced, stored, transported, and supplied, and ammonia-fueled ships are under development.

[0006] Existing ammonia-fueled ships store ammonia fuel in liquid form. However, since ammonia has a boiling point below room temperature (-33°C at standard atmospheric pressure), ammonia storage tanks must meet certain specifications to store it in liquid form. Furthermore, to maintain the liquid state of ammonia, the tanks must be kept at a low temperature, requiring cooling, which consumes a significant amount of energy.

[0007] In addition, liquid ammonia storage tanks may generate evaporating gas inside the tank, which may cause the internal pressure of the storage tank to rise, posing a risk of tank explosion; if liquid ammonia leaks outside the tank, it may cause an explosion, and due to the toxicity of ammonia, there is a risk of personal injury or death.

[0008] Thus, existing ammonia-fueled ships face challenges in terms of equipment and operating costs in storing liquid ammonia fuel and supplying it to the engine, and in particular, ensuring reliable safety is paramount. Summary of the Invention

[0009] The present invention is proposed to solve the problems existing in the prior art. Its purpose is to provide a fuel handling system and a ship including the system that can properly capture the fuel emitted by the various components of the system when using toxic substances such as ammonia as fuel and control the fuel emission within a safe space, thereby ensuring safety.

[0010] The fuel handling system of one aspect of the present invention includes: a fuel tank disposed on the hull and storing toxic fuel; and an exhaust pipeline for discharging at least one of the fuel inside the fuel tank and the fuel leaking from the fuel tank, the exhaust pipeline extending to the outside of the hull and delivering the fuel to the interior of the ocean surrounding the hull.

[0011] Specifically, the fuel tank may include: a storage space for storing fuel; and an insulated space disposed outside the storage space. The discharge pipeline may include: a storage space discharge pipeline for discharging fuel from the storage space to the outside; and an insulated space discharge pipeline for discharging fuel from the insulated space to the outside.

[0012] Specifically, the outlet of the storage space discharge pipeline can be located below the sea surface so that fuel can be injected into the ocean interior, and the insulated space discharge pipeline can merge into the storage space discharge pipeline.

[0013] Specifically, it may also include: a neutralization treatment unit for treating fuel discharged from the storage space and the insulation space; a seawater supply pipeline connected to the neutralization treatment unit; and a seawater pump for supplying seawater to the neutralization treatment unit, wherein the neutralization treatment unit can mix the fuel discharged from at least one of the storage space and the insulation space with seawater to reduce the fuel concentration before discharging it below the sea surface.

[0014] Specifically, it may include: a fuel supply section for supplying fuel stored in the fuel tank to the point of demand; a fuel discharge section for discharging fuel remaining in the fuel supply section, or purging the fuel supply section to discharge the fuel along with the purging gas; and a fuel neutralization section for neutralizing toxic fuel transferred from at least either the fuel supply section or the fuel discharge section, wherein the discharge line is connected to the fuel neutralization section.

[0015] The fuel handling system according to one aspect of the present invention includes: a fuel tank disposed on the hull and storing toxic fuel; a fuel supply unit for supplying the fuel stored in the fuel tank to a point of demand; a fuel discharge unit for discharging the fuel remaining in the fuel supply unit, or purging the fuel supply unit to discharge the fuel together with the purging gas; and a fuel neutralization unit for neutralizing the toxic fuel transferred from at least one of the fuel supply unit and the fuel discharge unit.

[0016] Specifically, the fuel discharge section may include: a separator into which fuel from the fuel recovery pipeline flows; a buffer tank located downstream of the separator; and a separation tank into which fuel discharged from the demand flows. The fuel neutralization section includes: a scrubber that supplies a neutralizing agent to the fuel flowing from the separator or the buffer tank to dissolve the fuel in the neutralizing agent; and a wastewater tank that stores wastewater transferred from the scrubber, which supplies a neutralizing agent to the fuel flowing from the separation tank to dissolve the fuel in the neutralizing agent, wherein at least a portion of the wastewater discharged from the scrubber is transferred to the scrubber.

[0017] Specifically, the fuel discharge section may include a discharge regulating valve that regulates the flow rate and discharge time of fuel delivered to the fuel neutralization section. The discharge regulating valve is located between the buffer tank and the scrubber to control the buffer tank in a pressurized state.

[0018] Specifically, the fuel supply unit may include: a fuel supply line for delivering fuel from the fuel tank to the demand location; a supply heat exchanger and supply pump disposed on the fuel supply line; and a fuel recovery line for recovering excess fuel from the demand location. The fuel discharge unit includes an inert gas supply unit that supplies purge gas to the fuel supply unit. When the demand location is normally stopped, the scrubber processes the recovered fuel discharged from the fuel supply line and the fuel recovery line together with the purge gas supplied by the inert gas supply unit. When the demand location is urgently stopped, the scrubber processes the residual fuel discharged from the demand location and the fuel recovery line.

[0019] Specifically, the fuel discharge section may include: a separator into which fuel from the fuel recovery pipeline flows; a buffer tank located downstream of the separator; and a separation tank into which fuel discharged from the demand flows. The fuel neutralization section includes: a first scrubber that supplies a neutralizing agent to the fuel flowing from the separator or the buffer tank to dissolve the fuel in the neutralizing agent; a second scrubber that supplies a neutralizing agent to the fuel flowing from the separation tank to dissolve the fuel in the neutralizing agent; an absorption tank integrally connected to the lower part of the second scrubber, receiving the fuel flowing into the second scrubber and storing the neutralizing agent; and a wastewater tank that stores wastewater transferred from the first scrubber and the absorption tank, at least a portion of the wastewater discharged from the absorption tank being transferred to the second scrubber.

[0020] Specifically, the fuel discharge section may include: an inert gas supply section that supplies purge gas to the fuel supply section; a fuel recovery discharge line that, when the demand point is normally stopped, transfers recovered fuel discharged from the fuel supply line and the fuel recovery line together with the purge gas supplied by the inert gas supply section to the fuel tank; and a residual fuel discharge line that, when the demand point is urgently stopped, transfers residual fuel discharged from the demand point and the fuel recovery line to the fuel tank.

[0021] Specifically, the fuel neutralization section may include: an absorption tank integrally connected to the lower part of the scrubber, receiving fuel flowing into the scrubber and storing a neutralizing agent; and a wastewater tank storing wastewater formed by dissolving fuel flowing into the fuel supply section or the fuel discharge section in the neutralizing agent, wherein gas generated from the wastewater tank is recovered to the scrubber or the wastewater tank.

[0022] Specifically, the system may include a ballast water treatment unit that electrolyzes seawater for chemical treatment of the ballast water used in the hull. The fuel neutralization unit includes: a scrubber that supplies a dissolving substance to fuel flowing in from the fuel supply unit or the fuel discharge unit to dissolve the fuel in the dissolving substance; an absorption tank integrally connected to the lower part of the scrubber that receives the fuel flowing in from the scrubber and stores the dissolving substance; a wastewater tank that stores wastewater transferred from the scrubber; and a neutralizing agent supply unit that supplies a neutralizing agent, wherein the neutralizing agent supply unit supplies the acidic substance generated by the ballast water treatment unit through the electrolysis of seawater to the absorption tank or the wastewater tank as a neutralizing agent.

[0023] Specifically, the fuel neutralization section may include: a wastewater discharge pipeline for transferring wastewater from the wastewater tank to the ocean outside the hull; and a seawater dilution section for diluting seawater into the wastewater discharged from the wastewater tank to the ocean outside the hull to reduce fuel concentration. The seawater dilution section may include a pipeline mixer that mixes seawater with the wastewater flowing in the wastewater discharge pipeline, and controls the seawater supply based on the pH value detected downstream of the point where the seawater and wastewater mix in the wastewater discharge pipeline.

[0024] Specifically, the fuel neutralization section may include a wastewater discharge section that discharges wastewater mixed with fuel and neutralizing agent. The wastewater discharge section includes: a wastewater treatment section for reducing the fuel concentration in the wastewater; and a status confirmation section for confirming the status of the wastewater treated by the wastewater treatment section.

[0025] The system includes a discharge judgment unit that determines whether wastewater, as confirmed by the status confirmation unit, can be discharged into the ocean; and a discharge monitoring unit that monitors the discharge of wastewater. The status confirmation unit receives wastewater transferred from the wastewater treatment unit at a sampling point and measures the proportion of salt produced as a neutralizing agent for acidic substances supplied to the fuel. The discharge judgment unit considers the navigation status of the ship and the regulations of the area where the ship is located to determine whether the wastewater can be discharged. The discharge monitoring unit monitors and records the wastewater discharge carried out by the discharge judgment unit.

[0026] The fuel handling system and the ship including the system of the present invention can ensure that operators are not exposed to ammonia when supplying fuel containing ammonia to the engine and reliquefying it as needed, while ensuring that operators are not exposed to ammonia when handling fuel discharge or purging operations. Attached Figure Description

[0027] Figure 1 This is a conceptual diagram of the fuel processing system involved in the first embodiment of the present invention.

[0028] Figure 2 This is a conceptual diagram of the fuel processing system involved in the first embodiment of the present invention.

[0029] Figure 3 This is a conceptual diagram of the fuel processing system involved in the first embodiment of the present invention.

[0030] Figure 4 This is a conceptual diagram of the fuel processing system involved in the first embodiment of the present invention.

[0031] Figure 5 This is a conceptual diagram of the fuel processing system involved in the first embodiment of the present invention.

[0032] Figure 6 This is a conceptual diagram of the fuel processing system according to the second embodiment of the present invention.

[0033] Figure 7 This is a conceptual diagram of the fuel processing system according to the second embodiment of the present invention.

[0034] Figure 8 This is a conceptual diagram of the fuel processing system according to the second embodiment of the present invention.

[0035] Figure 9 This is a conceptual diagram of the fuel processing system according to the second embodiment of the present invention.

[0036] Figure 10 This is a conceptual diagram of the fuel processing system according to the second embodiment of the present invention.

[0037] Figure 11This is a conceptual diagram of the fuel processing system according to the second embodiment of the present invention.

[0038] Figure 12 This is a conceptual diagram of the fuel processing system according to the third embodiment of the present invention.

[0039] Figure 13 This is a conceptual diagram of the fuel processing system according to the third embodiment of the present invention.

[0040] Figure 14 This is a conceptual diagram of the fuel processing system according to the fourth embodiment of the present invention.

[0041] Figure 15 This is a conceptual diagram of the fuel processing system according to the fifth embodiment of the present invention.

[0042] Figure 16 This is a conceptual diagram of the covering portion according to the fifth embodiment of the present invention.

[0043] Figure 17 This is a conceptual diagram of the fuel processing system according to the sixth embodiment of the present invention.

[0044] Figure 18 This is a conceptual diagram of the fuel processing system according to the seventh embodiment of the present invention.

[0045] Figure 19 This is a conceptual diagram of the fuel processing system according to the eighth embodiment of the present invention.

[0046] Figure 20 This is a partial block diagram of the fuel neutralization section in the fuel processing system according to the ninth embodiment of the present invention. Detailed Implementation

[0047] The objectives, specific advantages, and novel features of this invention will become clearer from the following detailed description and preferred embodiments, taken in conjunction with the accompanying drawings. In this specification, when labeling the constituent elements in the various drawings, the same numbering is assigned to the same constituent elements wherever possible, even if they are shown in different drawings. Furthermore, in describing this invention, detailed descriptions of related prior art are omitted if it is determined that such detailed descriptions may unnecessarily obscure the spirit of the invention.

[0048] In this invention, the (gaseous) fuel can be a substance with a boiling point below room temperature at atmospheric pressure and capable of being converted into energy. For example, the fuel may include toxic ammonia, liquefied petroleum gas, liquefied natural gas, ethane, etc., but is not limited to these. However, for convenience, the fuel will be limited to ammonia in the following description.

[0049] In the accompanying drawings of this invention, straight lines represent flow paths for various fluids such as fuel, refrigerant, heat medium, and purging gas, and can be interpreted as pipelines. Furthermore, this invention allows for the unlimited placement of pressure sensors PT, temperature sensors TT, flow sensors FT, etc., at appropriate locations, and the measured values ​​from each sensor can be used without limitation in the operation of the various configurations described below.

[0050] Furthermore, this invention includes vessels equipped with the fuel handling system described below. Here, "vessel" refers to concepts such as gas carriers, merchant ships transporting various types of cargo or personnel, FSRUs, FPSOs, bunkering vessels, and offshore platforms.

[0051] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0052] Figures 1 to 5 This is a conceptual diagram of the fuel processing system according to the first embodiment of the present invention. For reference, Figures 1 to 5 It is a diagram that illustrates at least a portion of the components included in an embodiment in the form of a conceptual diagram.

[0053] Reference Figures 1 to 5 The fuel processing system 1 according to the first embodiment of the present invention includes: a storage unit 10, a fuel supply unit 20, a fuel discharge unit 30, a fuel neutralization unit 40, an exhaust treatment unit 50, etc.

[0054] Storage section 10 stores fuel. At this time, the fuel can be ammonia or other toxic fuels, but as mentioned above, it is not limited to these. However, for convenience, ammonia, which is a toxic fuel, will be used as the fuel in the following description.

[0055] Storage unit 10 can store fuel consumed by the engine E or boiler B, etc. In this case, engine E can be an ammonia-specific engine E or an ammonia-co-fired engine E, etc. Of course, in this specification, engine E is the prime mover that consumes ammonia to obtain energy, and can include generators, turbines, fuel cells, etc.

[0056] The storage unit 10 includes a fuel tank 11, which stores fuel in a liquid state. Fuel is a substance with a boiling point below room temperature and can be liquefied at low temperatures. To store fuel in a liquid state, the storage unit 10 may be insulated on at least one side, either internally or externally. Alternatively, the fuel tank 11 may be pressurized to prevent fuel vaporization. In this case, due to the pressure in the fuel tank 11, the pressurization mechanism of the fuel supply unit 20, which will be described below, can be reduced or omitted.

[0057] Fuel tank 11 can be configured to form a cargo hold inside the ship. Alternatively, fuel tank 11 can be a separate, independent storage tank installed inside the ship or on the deck. More than one such fuel tank 11 can be installed, and when multiple fuel tanks 11 are installed, fuel can be consumed selectively or simultaneously. That is, fuel tank 11 can be of type A, type B, or type C, etc. In addition to this type of independent storage tank, fuel tank 11 can also be configured as a membrane type storage tank.

[0058] In the fuel tank 11, the fuel storage area is divided into a storage space 111, and an insulated space 112 may be provided outside the storage space 111. The storage space 111 and the insulated space 112 may be separated by a barrier or the like. However, when the barrier is damaged, fuel may leak from the storage space 111 into the insulated space 112, and the handling of this will be described in detail below.

[0059] A storage space discharge line L11 may be provided in the storage space 111 of the fuel tank 11 to discharge the gas generated inside to the outside, so as to maintain the internal pressure of the storage space 111 appropriately. In addition, an insulated space discharge line L13 may also be provided for the insulated space 112 surrounding the storage space 111 to prevent overpressure in the insulated space 112. Relief valves (not shown in the attached drawings) may be provided in the storage space discharge line L11 and the insulated space discharge line L13 respectively, and the opening pressures of the relief valves 25 of the storage space discharge line L11 and the insulated space discharge line L13 may be different.

[0060] Storage space discharge line L11 can transfer the gas discharged from storage space 111 to the outside. The outlet of storage space discharge line L11 can be located below or near the sea surface, so that the gas discharged from storage space 111 is injected into seawater.

[0061] Storage space discharge line L11 can be integrated with insulated space discharge line L13. The gas discharged from storage space discharge line L11 can be fuel, and the gas discharged from insulated space 112 can be fuel leaking through a breach in the barrier separating storage space 111 and insulated space 112. Therefore, the gases discharged from storage space discharge line L11 and insulated space discharge line L13 can have the same or similar composition, and insulated space discharge line L13 can be connected to storage space discharge line L11 to discharge the gas below the sea surface.

[0062] The discharge of the storage space 111 and the insulated space 112 can be controlled by a vacuum breaker (not shown in the attached drawings). The vacuum breaker can be connected between a pressure relief valve (not shown in the attached drawings) on the storage space discharge line L11 and the junction of the insulated space discharge line L13 and the storage space discharge line L11.

[0063] The storage space discharge line L11, etc., can also be connected to the fuel neutralization unit 40, which will be described below. That is, the gas discharged from the storage space 111 and the insulation space 112 can be injected into the seawater outside the ship or transferred to the fuel neutralization unit 40 for treatment, depending on the circumstances. For example, in the event of an accident such as a fire, the gas discharged from the storage space 111, etc., can be transferred to the seawater. Conversely, during normal operation of the fuel tank 11, the gas discharged through the storage space discharge line L11 can be transferred to the fuel neutralization unit 40.

[0064] The storage space discharge line L11, etc., may include at least two pressure relief valves 25 with different opening pressures. When the pressure relief valve 25 with the lower opening pressure is open, gas can be passed to the fuel neutralization section 40. Conversely, when the pressure relief valve 25 with the higher opening pressure is open, gas can be passed into the seawater. Alternatively, the storage space discharge line L11, etc., may be equipped with a three-way valve (not shown) downstream of the pressure relief valve 25. The downstream of the three-way valve can be connected to the sea surface or the fuel neutralization section 40. Therefore, by adjusting the opening of the three-way valve as needed, gas discharged from the storage space discharge line L11 can be injected into the seawater or passed to the fuel neutralization section 40.

[0065] A fuel pump (not shown in the attached drawings) may be installed inside the fuel tank 11. Alternatively, the fuel pump may be installed outside the fuel tank 11, or both inside and outside the fuel tank 11. The fuel pump delivers fuel stored in the fuel tank 11 to the fuel supply unit 20.

[0066] Fuel tank 11 can receive fuel from refueling unit 12. Refueling unit 12 includes a manifold, loading arm and other components located on the hull deck, etc., through which fuel is received from the outside and loaded into fuel tank 11.

[0067] A loading line L10 may be provided from the filling section 12 toward the fuel tank 11. The loading line L10 may be heat-insulated to prevent the liquid fuel flowing into the fuel tank 11 from vaporizing.

[0068] Fuel tank 11 can be a cargo tank located in the cargo area of ​​the ship's hull, or it can be a separate storage tank from the cargo tank. In the latter case, the refueling unit 12 can transfer fuel from the cargo tank to the fuel tank 11. Furthermore, if necessary, the refueling unit 12 can also return fuel from the fuel tank 11 to the cargo tank.

[0069] Fuel tank 11 may be connected to a reliquefaction unit 13. Fuel stored inside fuel tank 11 is heated by heat permeating into fuel tank 11, so that at least a portion of it may vaporize. The vaporized fuel expands, causing the pressure in fuel tank 11 to rise.

[0070] Gaseous fuel generated in fuel tank 11 can be discharged from fuel tank 11 and transferred to reliquefaction unit 13. Reliquefaction unit 13 can use a known refrigerant (seawater, nitrogen, mixed refrigerant, partial fuel, etc.) to cool the gaseous fuel to liquefy it. The fuel liquefied in reliquefaction unit 13 can be recycled back to fuel tank 11. For this purpose, a storage space discharge line L11 for discharging gaseous fuel from fuel tank 11 is connected to reliquefaction unit 13, and a reliquefaction line L12 is connected between reliquefaction unit 13 and fuel tank 11.

[0071] The fuel supply unit 20 supplies fuel stored in the storage unit 10 to the point of demand. The fuel supply unit 20 can supply at least liquid fuel stored in the fuel tank 11 to the engine E, etc. In particular, the fuel supply unit 20 can supply fuel to the engine E in a liquid state, and the fuel supply unit 20 can adjust the state of the supplied fuel in various ways in response to changes in the specifications of the engine E, etc.

[0072] The fuel supply unit 20 includes a supply heat exchanger 21, a supply pump 22, a filter unit 23, and a return heat exchanger. The supply heat exchanger 21 can heat or cool the fuel discharged from the fuel tank 11 so that the fuel temperature corresponds to the temperature required by the engine E, etc.

[0073] The supply heat exchanger 21 can be located between the fuel pump and the supply pump 22, which will be described below. Considering that the fuel will partially heat up when it is pressurized by the supply pump 22, the heating / cooling of the supply heat exchanger 21 can be controlled.

[0074] The supply pump 22 pressurizes the fuel discharged from the fuel tank 11 by the fuel pump. The supply pump 22 can pressurize the fuel according to the required pressure of the engine E. The supply pump 22 can be located downstream of the supply heat exchanger 21 and can receive fuel with a temperature above the boiling point. However, since the fuel has been sufficiently pressurized by the fuel pump, it will not vaporize even when heated in the supply heat exchanger 21. Therefore, the supply pump 22 can receive liquid fuel from the supply heat exchanger 21, pressurize it, and supply it to the engine E.

[0075] Of course, the arrangement of the supply pump 22 can differ from the aforementioned situation. The supply pump 22 can also be located upstream of the heat exchanger 21. Alternatively, the supply pump 22 can be located both upstream and downstream of the heat exchanger 21.

[0076] The filter section 23 is located downstream of the supply pump 22 and can filter impurities contained in the fuel. Here, impurities can refer to all substances that may affect the operation of the engine E, and can further include all substances other than fuel in the fluid supplied to the engine E.

[0077] A fuel supply line L20 extends from a fuel pump located within the fuel tank 11. A supply heat exchanger 21, a supply pump 22, and a filter section 23 may be installed on the fuel supply line L20. Therefore, after being pressurized by the fuel pump and discharged from the fuel tank 11, the fuel is heated in the supply heat exchanger 21, pressurized in the supply pump 22, and then supplied to the engine E in a liquid state.

[0078] Engine E can burn a portion of the fuel flowing into it through fuel supply line L20, thereby producing excess fuel. Excess fuel is fuel that flows into engine E but is not burned by engine E, and because at least a portion of it passes through engine E, it may mix with the lubricating oil used in engine E.

[0079] Excess fuel is recovered from engine E to fuel supply unit 20. Fuel flows into engine E through fuel supply line L20, and excess fuel can be recovered through fuel recovery line L21 extending from engine E to fuel supply unit 20.

[0080] Fuel recovery line L21 can be connected to fuel supply line L20. Because the fuel flowing through fuel recovery line L21 contains lubricating oil, it is not transferred to fuel tank 11 but can flow back into engine E. Fuel recovery line L21 can be connected upstream of fuel supply pump 22 on fuel supply line L20.

[0081] A recovery heat exchanger 24 may be installed on the fuel recovery line L21. The recovery heat exchanger 24 can cool the fuel that has been heated when passing through the engine E to a temperature suitable for flowing into the supply pump 22. That is, the recovery heat exchanger 24 can be a cooler and can share the same medium as the supply heat exchanger 21.

[0082] On the fuel supply line L20, a supply valve train (SVT) may be installed upstream of engine E, and on the fuel recovery line L21, a return valve train (RVT) may be installed downstream of engine E. The supply valve train and the return valve train can be collectively referred to as the fuel valve train (FVT).

[0083] The fuel discharge unit 30 discharges fuel between the storage unit 10 and the engine E. The fuel discharge unit 30 can drain fuel remaining in the fuel supply unit 20, etc., or purge the fuel supply unit 20, etc., to discharge fuel along with purging gas. That is, the fuel discharge unit 30 can perform both discharge and purging functions. In this case, the purging gas can be an inert gas or the like.

[0084] The fuel discharge section 30 can discharge fuel when the engine E is stopped, or it can handle fuel discharged to relieve overpressure in the storage section 10 or the fuel supply section 20, etc.

[0085] The fuel discharge section 30 may include an inert gas supply section 31, a recovered fuel discharge section 32, and a residual fuel discharge section 33. The inert gas supply section 31 supplies inert gas to the fuel supply line L20 of the fuel supply section 20 or the engine E in order to forcibly discharge the fuel remaining in the fuel supply section 20 or the engine E.

[0086] The inert gas supply unit 31 can supply nitrogen or inert gas, and can be connected to one or more locations in the fuel supply unit 20. The inert gas supply unit 31 can be connected to the fuel supply line L20 downstream of the supply pump 22, etc. In addition, the inert gas supply unit 31 can also be added to the loading line L10 between the filling unit 12 and the fuel tank 11.

[0087] The fuel recovery discharge unit 32 can recover residual fuel in the fuel supply unit 20 when the fuel supply is interrupted due to reasons such as engine E stopping. The fuel recovery discharge unit 32 can recover residual fuel in the fuel supply line L20 and the fuel recovery line L21, and recover the fuel together with inert gas.

[0088] The recovered fuel discharge section 32 includes a separator 321, a buffer tank 322, etc. The separator 321 can be branched from the fuel recovery line L21. A recovered fuel discharge line L31 can branch from the fuel recovery line L21, and the recovered fuel discharge line L31 can be connected to the fuel neutralization section 40 after passing through the separator 321 and the buffer tank 322.

[0089] When inert gas is supplied downstream of the supply pump 22 on the fuel supply line L20, a portion of the fuel remaining in the fuel supply line L20, the engine E, and the fuel in the fuel recovery line L21 can flow into the separator 321 along with the inert gas. The separator 321 can be configured as a pressurized type, which can store inert gas and fuel at a predetermined pressure above atmospheric pressure.

[0090] Separator 321 functions as a gas-liquid separator, allowing inert gas to be discharged as a gas and fuel as a liquid. The liquid discharged from separator 321 can be transferred again to fuel recovery line L21 or fuel supply line L20. The liquid transferred from separator 321 to fuel recovery line L21 can merge upstream of recovery heat exchanger 24. At this time, the liquid transferred from separator 321 to fuel recovery line L21 may contain lubricating oil introduced from engine E.

[0091] Conversely, the inert gas separated in separator 321 can be discharged to the atmosphere or transferred to fuel tank 11. As inert gas is injected, the internal pressure of fuel tank 11 may rise to a certain extent. Depending on its type, fuel tank 11 can withstand the internal pressure without discharging gaseous substances, or it can discharge gaseous substances to reliquefaction unit 13 or the outside.

[0092] A buffer tank 322 may be installed downstream of the separator 321. Like the separator 321, the buffer tank 322 can be used as a gas-liquid separator. However, since the separator 321 has already separated the inert gas, fuel, and lubricating oil, the buffer tank 322 does not need to return the liquid to the fuel supply section 20. The inert gas and fuel can flow into the buffer tank 322, which can transfer the inert gas to the fuel tank 11 and the fuel to the fuel neutralization section 40.

[0093] Inert gas discharged from separator 321 and buffer tank 322 can be transferred to fuel tank 11 through gas discharge line L33. At this time, gas discharge line L33 extends from separator 321, buffer tank 322, etc., and can merge upstream of fuel tank 11.

[0094] The gas discharge line L33 can also be connected to the reliquefaction unit 13. Inert gases discharged from the separator 321 or buffer tank 322 can be transferred to the reliquefaction unit 13 after passing through the fuel tank 11, or they can bypass the fuel tank 11 and be transferred directly to the reliquefaction unit 13.

[0095] The gas discharge line L33 can also be connected to the pressure relief valve 25 installed in the fuel supply section 20. The pressure relief valve 25 can be installed in at least one of the fuel supply line L20 and the fuel recovery line L21, or it can be directly installed in each device included in the fuel supply section 20. The pressure relief valve 25 can automatically open when overpressure occurs in the part of the fuel supply section 20 where the pressure relief valve 25 is installed, and when the pressure relief valve 25 is open, fuel and the like can be discharged.

[0096] Since the gas discharge line L33 is connected to the pressure relief valve 25, the fuel discharged from the fuel supply unit 20 to relieve overpressure can be transferred to the fuel tank 11 along with the gas discharged from the separator 321, etc. Alternatively, the fuel discharged through the pressure relief valve 25 can be transferred to the reliquefaction unit 13, where it is liquefied and then recycled back to the fuel tank 11.

[0097] Alternatively, the gas discharge line L33 can be connected to the membrane filter 34. The gas discharge line L33 can branch downstream of the separator 321 to the fuel tank 11, the reliquefaction unit 13, the membrane filter 34, etc. The gas discharged from the separator 321 can flow into the fuel tank 11, or be transferred to the reliquefaction unit 13 for liquefaction and then recycled back to the fuel tank 11, or flow into the membrane filter 34 to separate fuel and then be transferred to the fuel supply unit 20.

[0098] The membrane filter 34 can be a filter that separates inert gases such as nitrogen from fuel, and can be of the type that separates fuel based on a membrane structure. Alternatively, various physical or chemical filtration methods can be used. The inert gases separated in the membrane filter 34 can be discharged to the outside, and the fuel separated in the membrane filter 34 can be transferred to the fuel tank 11 or the fuel supply line L20. The gas discharge line L33 can be connected downstream of the membrane filter 34 to the upstream of the heat exchanger 21.

[0099] The residual fuel discharge unit 33 can recover residual fuel remaining in the engine E when the engine E stops. Both the fuel recovery discharge unit 32 and the residual fuel discharge unit 33 are used to recover residual fuel in the engine E, but they can be used at different times. For example, the fuel recovery discharge unit 32 can recover fuel when the engine E stops normally, while the residual fuel discharge unit 33 can recover fuel when the engine E stops in an emergency.

[0100] The residual fuel discharge unit 33 can recover residual fuel in engine E via the residual fuel discharge line L32, which branches off from the fuel recovery line L21. The residual fuel discharge unit 33 may include a knock-out drum 331. When inert gas is injected upstream of engine E on the fuel supply line L20, the knock-out drum 331 can recover the inert gas after passing through engine E along with the residual fuel in engine E.

[0101] Like separator 321, separator 331 functions as a gas-liquid separator. Separator 331 can separate the lubricating oil used in engine E, which can then flow back into engine E via fuel supply unit 20, etc. Furthermore, separator 331 can separate inert gases and fuel, which can then be transferred to fuel tank 11.

[0102] The aforementioned gas discharge line L33 can also be connected to the separator 331. That is, the gas discharge line L33 can transfer the inert gas discharged from the separator 331, separator 321, buffer tank 322, etc. to the fuel tank 11, reliquefaction unit 13, membrane filter 34, etc.

[0103] However, the specifications, pressure, and temperature of the separator 331, separator 321, buffer tank 322, etc., may differ. That is, the gas discharged from the separator 331 may be in a different state than the gas discharged from the separator 321. To prevent backflow, a check valve (not shown) can be installed on the gas discharge line L33.

[0104] The fuel separated in the separator 331 can be transferred to the fuel neutralization section 40. The fuel connected to the fuel neutralization section 40 from the recovered fuel discharge section 32 and the fuel connected to the fuel neutralization section 40 from the residual fuel discharge section 33 can be treated and processed differently.

[0105] The fuel neutralization section 40 neutralizes toxic fuel. The fuel neutralization section 40 can dilute or remove toxicity by supplying a neutralizing agent to the toxic fuel. Since the fuel is a toxic substance, it cannot be directly emitted into the atmosphere and can only be emitted within predetermined concentration standards (such as 25 ppm). Therefore, the fuel neutralization section 40 can mix a neutralizing agent such as water or seawater with the fuel in order to release the fuel into the atmosphere.

[0106] The fuel neutralization section 40 can limit fuel emissions, allowing fuel concentrations below a predetermined standard to be released into the atmosphere, and can store wastewater mixed with fuel and a neutralizing agent. In this case, the wastewater can be unloaded and treated when the ship is docked on land or in a port. Hereinafter, in this specification, wastewater refers to a mixture of fuel and a neutralizing agent; wastewater may be, for example, ammonia.

[0107] The fuel neutralization section 40 includes a scrubber 41, an absorption tank 42, and a wastewater tank 43. The scrubber 41, also known as the dissolution section, supplies a neutralizing agent to the fuel to dissolve it. When the fuel is ammonia, considering its high solubility in water, the scrubber 41 can be supplied with seawater or water. When using seawater as the neutralizing agent, the scrubber 41 can be made of a corrosion-resistant material, or water can be used to eliminate the possibility of corrosion.

[0108] Fuel discharged from the fuel supply unit 20, etc., can flow into the scrubber 41. The scrubber 41 is connected to a neutralizing agent supply line L41, which can be connected to the upper part of the scrubber 41. In the scrubber 41, water, which serves as a neutralizing agent, can be sprayed from the top, and fuel can flow in from the bottom. The fuel flowing into the scrubber 41 can dissolve in the water sprayed from the top, thereby generating ammonia water.

[0109] The water supplied to the scrubber 41 may be fire-fighting water provided on board the ship, or water provided in the ship's freshwater tanks, etc. That is, the neutralizing agent supplied to the scrubber 41 may be water used for other purposes on board the ship.

[0110] Fuel supplied from the fuel supply section 20 or the fuel discharge section 30 may flow into the scrubber 41. Alternatively, gas discharged from the space containing the fuel supply section 20, which serves as the fuel processing area 60, may flow into the scrubber 41. Alternatively, gas discharged from the pressure relief valve 25 may also flow into the scrubber 41.

[0111] There may be one or more scrubbers 41. When multiple scrubbers 41 are provided, the gas discharged from the fuel processing area 60 can flow into any one scrubber 41a, and the gas transferred from the fuel discharge section 30 can flow into another scrubber 41b. The multiple scrubbers 41 can be distinguished as a first scrubber 41a, a second scrubber 41b, etc.

[0112] An absorption tank 42 may be provided in at least one of the scrubbers 41b (the second scrubber). The absorption tank 42 may be located at the lower part of the scrubber 41b. Fuel flowing into the scrubber 41b, after being at least partially dissolved in the neutralizing agent, may fall into the absorption tank 42. The absorption tank 42 may store a predetermined level of neutralizing agent, and fuel may flow in from inside or above the neutralizing agent in the absorption tank 42. A separate neutralizing agent supply line (not shown in the attached drawings) may be provided inside the absorption tank 42, and neutralizing agent such as water may be filled into the absorption tank 42 to a predetermined level. At this time, the level of neutralizing agent may be managed at an appropriate level by a sensor or the like installed in the absorption tank 42.

[0113] Gas discharged from the fuel processing area 60 flows into a scrubber 41 equipped with an absorption tank 42, and gas discharged from the recovered fuel discharge section 32 can flow into the absorption tank 42 located at the bottom of the scrubber 41. Alternatively, another scrubber 41 may not be equipped with an absorption tank 42, and gas discharged from the residual fuel discharge section 33 can flow into it.

[0114] The liquid level in the absorption tank 42 is monitored in real time by a level switch LS, etc. Based on the liquid level, the liquid stored in the absorption tank 42 can be transferred to the wastewater tank 43. A wastewater transfer pipeline L40 can be installed between the absorption tank 42 and the wastewater tank 43, and a wastewater transfer valve 421 can be installed on the wastewater transfer pipeline L40. The wastewater transfer valve 421 can be opened, closed, or its opening degree adjusted according to the liquid level in the absorption tank 42.

[0115] However, another scrubber 41a (the first scrubber) can be directly connected to the wastewater tank without passing through the absorption tank 42. That is, at least two scrubbers 41a and 41b can be provided with wastewater transfer lines L40 facing the wastewater tank 43, and the wastewater transfer lines L40 can pass through the absorption tank 42 on one side.

[0116] Wastewater tank 43 stores wastewater. Wastewater tank 43 can receive wastewater transferred from scrubber 41. Wastewater flowing into wastewater tank 43 may be wastewater discharged from fuel processing area 60 and collected by scrubber 41, as well as wastewater discharged from recovered fuel discharge section 32, residual fuel discharge section 33, etc. and collected by absorption tank 42 or scrubber 41, etc.

[0117] Wastewater tank 43 may store wastewater at a predetermined level, and at least a portion of the fuel contained in the wastewater may be vaporized within the wastewater tank 43. In this case, the gaseous fuel vaporized in the wastewater tank 43 may be recycled to scrubber 41 or absorption tank 42.

[0118] A gas circulation pipeline L42 can be installed between the wastewater tank 43 and the absorption tank 42. Fuel that has been dissolved by the neutralizing agent in the scrubber 41 or absorption tank 42 and then separated again in the wastewater tank 43 can flow back into the absorption tank 42 and be dissolved again by the neutralizing agent. Therefore, the concentration of fuel in the wastewater tank 43 can be controlled within a predetermined level.

[0119] A portion of the fuel vaporized in wastewater tank 43 can be discharged into the atmosphere through vent mast 44. A vent line L43 connects wastewater tank 43 and vent mast 44, and the concentration of fuel flowing along vent line L43 can be controlled to not exceed the concentrations stipulated by environmental regulations. This control can be achieved through concentration control within wastewater tank 43 and flow rate control from vent line L43. When the volume of wastewater tank 43 is sufficiently large, in addition to wastewater transferred from scrubber 41 or absorption tank 42, a neutralizing agent can be supplied to wastewater tank 43. This allows for adjustment of the fuel concentration in the gas vaporized within wastewater tank 43.

[0120] Wastewater tank 43 may be equipped using storage tanks already installed in the hull. For example, wastewater tank 43 may consist of at least one of the fore peak tank, after peak tank, or ballast tank installed in the hull.

[0121] Wastewater transfer line L40 may contain bilge water generated in fuel handling area 60. Bilge water refers to contaminants generated in fuel handling area 60, which may or may not be mixed with fuel.

[0122] A bilge well (not shown) equivalent to a bilge water treatment unit may be installed in the fuel treatment area 60, and a bilge water transfer line L60 may be installed in the bilge well. The bilge water transfer line L60 can merge with the wastewater transfer line L40 upstream of the wastewater tank 43, thereby transferring the bilge water collected in the bilge well to the wastewater tank 43.

[0123] At least a portion of the bilge water flowing along the bilge water transfer line L60 can be supplied to engine E. The fuel contained in the bilge water can be burned within engine E. However, upstream of engine E on the bilge water transfer line L60, the aforementioned membrane filter 34 can be applied. The membrane filter 34 can adsorb and separate water from low-concentration ammonia water to purify high-concentration ammonia, thereby adjusting the water content of the bilge water flowing into engine E to within a predetermined concentration (0.5%).

[0124] The exhaust treatment unit 50 processes the exhaust gas emitted from the engine E and other sources. The exhaust treatment unit 50 may be a device for purifying contaminants contained in the exhaust gas of the engine E, and may include a selective catalytic reduction device for reducing nitrogen oxides, a scrubbing device for removing sulfur oxides, etc.

[0125] The selective catalytic reduction device, which may be included in the exhaust treatment unit 50, can chemically purify nitrogen oxides using an aqueous urea solution generated from urea. In this case, the aqueous urea solution can also be generated from ammonia, and the exhaust treatment unit 50 can receive a portion of the fuel. For example, fuel from the fuel supply unit 20, fuel discharge unit 30, fuel neutralization unit 40, etc., can be transferred to the exhaust treatment unit 50 for exhaust purification.

[0126] Furthermore, the scrubbing device included in the exhaust treatment unit 50 may share the neutralizing agent used in the fuel neutralization unit 40, etc. Alternatively, the scrubbing device may use wastewater in the fuel neutralization unit 40, where the fuel concentration has been reduced to a low concentration, as a neutralizing agent.

[0127] The fuel supply unit 20 and the fuel discharge unit 30, etc., can be arranged in a separately allocated space within the ship. The space accommodating the fuel supply unit 20 and the fuel discharge unit 30, etc., can be defined as the fuel handling area 60.

[0128] The fuel handling area 60 may be located on the deck of the vessel or in a predetermined location within the hull. Furthermore, the fuel handling area 60 may be enclosed to prevent the leakage of toxic fuels.

[0129] The interior space of the fuel handling area 60 can be ventilated. Ventilation can be performed more than a predetermined number of times within a predetermined time. For this purpose, the fuel handling area 60 may be provided with an air supply unit 61, an exhaust unit 62, and an overpressure prevention unit 63, etc., and the air supply unit 61 and the exhaust unit 62, etc., may be referred to as ventilation units.

[0130] The air supply unit 61 supplies air from outside the fuel handling area 60 into the fuel handling area 60. The air supply unit 61 can use an air supply fan or the like to force outside air into the fuel handling area 60. Alternatively, the air supply unit 61 can be composed of an air supply pipe or damper, and can be configured as an exhaust unit 62 to force air from inside the fuel handling area 60 to the outside of the fuel handling area 60.

[0131] The exhaust section 62 expels air from inside the fuel handling area 60 to the outside. The exhaust section 62 may utilize an exhaust fan 621 or similar device to forcibly expel internal air from the fuel handling area 60. The exhaust section 62 may be constructed from a mushroom fan or similar device, and may include more than one mushroom fan. Alternatively, the exhaust section 62 may include an exhaust pipe or similar device, similar to an air supply pipe.

[0132] The air discharged from the exhaust section 62 may contain fuel or other contaminants that have leaked from the fuel handling area 60, depending on the circumstances. That is, since the discharged air may be toxic, it is preferable to limit its emission into the atmosphere. Therefore, the exhaust section 62 can control the exhaust flow based on whether there is a fuel leak.

[0133] The exhaust unit 62 can discharge internal air from the fuel handling area 60 to the atmosphere, or it can transfer air to the fuel neutralization unit 40. Specifically, the exhaust unit 62 may include an exhaust fan 621 for circulating internal air within the fuel handling area 60, and an exhaust fan 621 for transferring leaked fuel from the internal space of the fuel handling area 60 to the fuel neutralization unit 40. In this case, the exhaust unit 62 can regulate the pressure inside the fuel handling area 60 to a negative pressure, etc., to prevent leaked fuel in the fuel handling area 60 from escaping to the air supply unit 61. That is, after the fuel handling area 60 is controlled to a negative pressure by the exhaust unit 62, the air supply pipes of the air supply unit 61 are opened, thereby suppressing fuel leakage to the outside.

[0134] In the exhaust section 62, the exhaust fan 621 for circulating the internal air of the fuel treatment area 60 can be a mushroom-shaped fan or the like, while the exhaust fan 621 for transferring leaked fuel to the fuel neutralization section 40 can be composed of a blower, a compressor 132, an injector, or the like. For the injector, leaked fuel can be drawn in using externally supplied air or a neutralizing agent as the working fluid. That is, the exhaust fan 621 for circulating internal air and the exhaust fan 621 for transferring leaked fuel in the exhaust section 62 can be configured to have different specifications.

[0135] Alternatively, the exhaust unit 62 can utilize an exhaust fan 621 for circulating air within the fuel handling zone 60 to transfer leaked fuel in the fuel handling zone 60 to the fuel neutralization unit 40. That is, the exhaust unit 62 may not have a separate fan for transferring air to the fuel neutralization unit 40, but instead utilizes the exhaust fan 621, which is provided for air circulation, to transfer air to the fuel neutralization unit 40. In this case, the exhaust fan 621 is configured with variable control, switching between a first mode operating at a first load to circulate air within the fuel handling zone 60 and a second mode operating at a second load to transfer air from the fuel handling zone 60 to the fuel neutralization unit 40. The first mode is for ventilation of the fuel handling zone 60, while the second mode is for handling leaked fuel within the fuel handling zone 60; therefore, the second mode can be a mode with a relatively low load compared to the first mode.

[0136] Conversely, the exhaust section 62 may also use the exhaust fan 621, which is used to transfer leaked fuel, for air circulation in the fuel handling area 60.

[0137] Alternatively, the fuel processing zone 60 can be controlled to maintain a positive pressure inside relative to the outside. In this case, the exhaust section 62 may not be equipped with an exhaust fan 621, but may be composed of an exhaust pipe or damper, etc., and the exhaust air can flow freely.

[0138] The exhaust section 62 can deliver air discharged from the fuel processing zone 60 to the fuel neutralization section 40. For example, the exhaust section 62 can deliver the discharged air to the scrubber 41. The exhaust section 62 can be connected to the scrubber 41, which is integrally provided with the absorption tank 42, to deliver the discharged air to the scrubber 41. As described above, a fuel discharge section 30 can be connected to the absorption tank 42, which is integrally provided with the scrubber 41. The interior of the fuel processing zone 60 can maintain a high pressure relative to the scrubber 41, so that air can flow freely from the fuel processing zone 60 to the scrubber 41 without compression.

[0139] Air discharged from exhaust 62 and then delivered to scrubber 41 can be either vented to the outside or circulated back into fuel handling zone 60 via air supply 61. When a fuel leak occurs in fuel handling zone 60, the air delivered from exhaust 62 to scrubber 41 may contain fuel. In this case, scrubber 41 needs to control the fuel concentration below a predetermined value in order to discharge the air into the atmosphere; therefore, scrubber 41 should be sized to supply sufficient neutralizing agent to the air. That is, depending on the volume of fuel handling zone 60, air circulation volume, exhaust volume of exhaust 62, etc., scrubber 41 may need to be configured to be excessively large.

[0140] To address this issue, the scrubber 41, which receives air from the exhaust section 62, can discharge air containing a predetermined concentration or higher of fuel to the outside of the scrubber 41, and at least a portion of the air discharged from the scrubber 41 can be transferred to the air supply section 61. That is, since the air discharged from the scrubber 41 is recirculated to the fuel processing area 60, even when using a relatively small scrubber 41, it is possible to appropriately limit the fuel concentration when discharging air from the fuel processing area 60.

[0141] The scrubber 41 connected to the exhaust section 62 can be the scrubber 41 described in the fuel neutralization section 40, for example, it can be a scrubber 41 with an integrally provided absorption tank 42, or a scrubber 41 without an absorption tank 42 connected to it, etc. Alternatively, the exhaust section 62 can also deliver air to a scrubber 41 that is provided separately from the fuel neutralization section 40.

[0142] The overpressure prevention unit 63 opens when the pressure inside the fuel handling zone 60 rises above a predetermined pressure to relieve overpressure in the fuel handling zone 60. The overpressure prevention unit 63 may include a pressure relief valve (not shown in the reference numerals), which automatically opens when the predetermined pressure exceeds the predetermined pressure. In this case, air inside the fuel handling zone 60 can be released to the atmosphere. Alternatively, to address the situation where air is mixed with fuel, the overpressure prevention unit 63 may be connected to the fuel neutralization unit 40 to deliver air to the fuel neutralization unit 40.

[0143] The fuel handling zone 60 can periodically circulate internal air at the pressure before the overpressure prevention unit 63 is activated. However, when a fuel leak is detected or anticipated, the exhaust unit 62 of the fuel handling zone 60 can be controlled to not discharge the air inside the fuel handling zone 60 to the atmosphere, but instead transfer it to the fuel neutralization unit 40.

[0144] The fuel handling area 60 may be provided with a tray section 64. The tray section 64 is a structure for capturing leaked fuel within the fuel handling area 60, and may be a drip tray or the like with an opening at the top. The tray section 64 may be provided below the fuel supply section 20, fuel discharge section 30, etc., provided within the fuel handling area 60, and may be configured to cover the entire fuel supply section 20 and fuel discharge section 30, or multiple tray sections may be provided to correspond to each of the fuel supply section 20 and fuel discharge section 30 respectively.

[0145] Since the fuel handling area 60 can have a sealed shell structure to limit the emission of toxic fuel, the tray part 64 can be arranged in the lower part of the fuel supply part 20, etc., within the fuel handling area 60.

[0146] Fuel leaking from the fuel supply section 20 can be collected in the tray section 64, and the fuel collected in the tray section 64 can be recovered by the transfer pump 641. The tray section 64 can be equipped with a structure that gathers the collected fuel at one point, such as a sump 1121 or an inclined bottom surface.

[0147] Fuel collected in the collection tank 1121, etc., is transported to the transfer pump 641 via the fuel collection transfer line L50. The transfer pump 641 can transfer the fuel to the fuel supply section 20 or the fuel discharge section 30, etc. For example, the transfer pump 641 can transfer the fuel collected in the collection tank 1121 to the separator 321 or the buffer tank 322 in the fuel discharge section 30, etc. As described above, the separator 321 has a gas-liquid separation function, and the liquid separated in the separator 321 can be transferred to the fuel supply section 20 via the fuel recovery line L21, etc. Therefore, the fuel transferred by the transfer pump 641 to the separator 321 is transferred to the supply pump 22, etc., in the separator 321, and can then be supplied to the engine E.

[0148] That is, the fuel collected in the tray section 64 can be transferred to the fuel supply section 20 and used as fuel for the engine E. Therefore, even if fuel leakage occurs in the fuel supply section 20, the leaked fuel will not be emitted into the atmosphere.

[0149] For the tray section 64 to capture the fuel, the fuel needs to fall to the tray section 64; however, fuel leaking from the fuel supply section 20 may vaporize and rise. Therefore, the fuel handling area 60 may be equipped with a disaster prevention material injection section 65. The disaster prevention material injection section 65 can inject substances capable of dissolving fuel, such as water, as disaster prevention materials into the fuel supply section 20. Furthermore, the disaster prevention material injection section 65 can spray disaster prevention materials to cover all possible locations where fuel leaks may occur.

[0150] However, if disaster relief material is transferred to the tray section 64 while fuel is trapped in the tray section 64, an exothermic reaction may occur when the disaster relief material comes into contact with the fuel, causing the fuel to rapidly vaporize and diffuse, thus increasing the danger. Therefore, the fuel trapped in the tray section 64 can be forcibly discharged by the transfer pump 641, after which disaster relief material can be supplied. That is, in order to prevent fuel diffusion due to exothermic reaction when disaster relief material is transferred to the tray section 64, the transfer pump 641 can adjust the amount of fuel trapped in the tray section 64 to below a predetermined level, and the disaster relief material injection unit 65 can supply disaster relief material after the fuel discharge is completed by the transfer pump 641.

[0151] Similar to the cover 66 described below, the tray 64 can be installed in various locations, such as the fuel supply section 20, where the possibility of fuel leakage is relatively high. The tray 64 can be arranged in each specific location that is both a fuel flow section and a connection between at least two components. The tray 64 can be arranged under each specific location to catch fuel leaking from that location.

[0152] Furthermore, when the tray section 64 located in each specific location collects fuel, the fuel collected in the tray section 64 is discharged by the transfer pump 641, etc., and the disaster prevention material spraying section 65 can spray disaster prevention material onto the specific location, etc.

[0153] Alternatively, when fuel is detected in the tray section 64 by a level switch LS or a gas detector GD, the disaster prevention material injection section 65 can adjust the injection pattern of the disaster prevention material so that the injection direction of the disaster prevention material is not directly towards or concentrated on the fuel side trapped in the tray section 64, but rather the disaster prevention material is injected towards the periphery of the tray section 64, thereby suppressing the diffusion of fuel from the tray section 64.

[0154] The disaster prevention material injection unit 65 can transfer disaster prevention materials to the tray unit 64 after the tray unit 64 has fully discharged the materials. To this end, the disaster prevention material injection unit 65 can adjust the injection speed or injection direction of the disaster prevention materials, and can control the injection of disaster prevention materials in conjunction with the operation of the transfer pump 641.

[0155] The disaster prevention material spraying unit 65 can be installed inside the fuel handling area 60. The fuel handling area 60 can be configured as a closed type to limit the emission of toxic fuel to the outside. The disaster prevention material spraying unit 65 can be arranged inside the fuel handling area 60 to spray disaster prevention materials at possible leakage locations.

[0156] Water used as a disaster prevention material may include fresh water or seawater used for firefighting within the ship. Additionally, fresh water or ballast water already stored in the ship can also be used as a disaster prevention material. However, when seawater is used as a disaster prevention material, there may be concerns about corrosion of the various equipment installed in the fuel handling area 60; therefore, fresh water or clean water may be used as the disaster prevention material. The disaster prevention material may be the same as or similar to the neutralizing agent in the aforementioned fuel neutralization section 40. In this case, the disaster prevention material and the neutralizing agent can be shared.

[0157] The disaster prevention material injection unit 65 can form a disaster prevention water curtain composed of disaster prevention material within the fuel processing area 60. The disaster prevention material injection unit 65 supplies disaster prevention material into the fuel processing area 60 with the aim of blocking the flow of ammonia rather than dissolving it. In this case, the particle size of the disaster prevention material sprayed by the disaster prevention material injection unit 65 can be larger than the particle size of the neutralizing agent sprayed onto the fuel from the fuel neutralization unit 40.

[0158] That is, the disaster prevention material spraying section 65 causes the disaster prevention material to fall rapidly, forming a water curtain, thereby creating an evacuation route for operators and others in the fuel handling area 60. In contrast, in the case of the fuel neutralization section 40, the neutralizing agent can be sprayed in particulate form to ensure that the fuel is fully dissolved in the neutralizing agent.

[0159] The falling speed of the disaster prevention material supplied by the disaster prevention material injection unit 65 can be set to be relatively faster than the falling speed of the neutralizing agent supplied by the fuel neutralization unit 40. This can be controlled by the particle size of the disaster prevention material and the neutralizing agent, or it can be controlled by the injection pressure of the disaster prevention material and the neutralizing agent.

[0160] When fuel leakage occurs in the fuel supply unit 20, the disaster prevention material injection unit 65 supplies disaster prevention material to the leakage point. Fuel leaking from the fuel supply unit 20 dissolves in the disaster prevention material, turning into ammonia or similar substances, and falls under gravity to be collected in the tray unit 64. The fuel collected in the tray unit 64 is in a state of dissolution in the disaster prevention material, and the transfer pump 641 can transfer the disaster prevention material and fuel together to the separator 321. In this case, in addition to fuel, some of the disaster prevention material can also be transferred to the engine E.

[0161] Alternatively, when the leaked fuel is dissolved by the disaster prevention material injection unit 65, the transfer pump 641 can transfer the fuel to the fuel neutralization unit 40 instead of the fuel supply unit 20. In this case, the fluid transferred from the transfer pump 641 to the fuel neutralization unit 40 already contains the disaster prevention material as a neutralizing agent, and therefore can be transferred to the absorption tank 42 or wastewater tank 43 for treatment. That is, the fuel collection transfer line L50 can also be connected to the scrubber 41 or absorption tank 42 of the fuel neutralization unit 40.

[0162] Alternatively, the captured fuel transfer line L50 can be connected to a storage tank containing a neutralizing agent. For example, the captured fuel transfer line L50 can be connected to the bow tip, stern tip, ballast tanks, etc., of a ship, and the fuel captured in the pallet section 64 can be transferred to the ballast tank via the transfer pump 641. In this case, the fuel can quickly dissolve in the seawater stored in the ballast tank. However, at least a portion of the ballast tanks already installed on the ship can be provided with an area for the inflow of captured fuel. This area can be structurally divided by a bulkhead 425, etc., and the divided portion can be referred to as a captured fuel processing tank, etc.

[0163] Alternatively, the fuel collection and transfer line L50 can be connected to a manifold or similar structure installed on the ship. Since the manifold can be configured to transfer fuel to the storage section 10, the fuel collected in the tray section 64 can be transferred to the fuel supply section 20 via the storage section 10. However, in this case, a separate filter (not shown) can be added to prevent foreign objects from entering the storage section 10.

[0164] Figures 6 to 11 This is a conceptual diagram of the fuel processing system according to the second embodiment of the present invention.

[0165] The following will focus on the differences between this embodiment and the previous embodiments, with omitted descriptions replaced by the foregoing content. This also applies to the other embodiments described below.

[0166] First refer to Figure 6 In the fuel processing system 1 according to the second embodiment of the present invention, the fuel discharge section 30 and the like may be different from those in the previous embodiments. The recovered fuel discharge section 32 may include a separator 321 and a buffer tank 322, etc., and the residual fuel discharge section 33 may include a separator tank 331 and a recovery tank 332.

[0167] When the engine E stops, if the inert gas supply unit 31 supplies inert gas to the fuel supply unit 20, the fuel recovery discharge unit 32 can recover fuel from the fuel supply line L20 and the fuel recovery line L21. The recovered fuel can flow into the separator 321 along with the inert gas, where the separator 321 can perform gas-liquid separation and return the liquid to the fuel supply unit 20.

[0168] The fuel and other substances separated in separator 321 can be transferred to buffer tank 322. Buffer tank 322 can perform secondary gas-liquid separation, separating fuel and inert gases, etc. The fuel and other substances separated in buffer tank 322 can be transferred to fuel neutralization section 40.

[0169] Separator 321 and buffer tank 322 are equipped with a gas discharge line L33. Unlike the gas discharge line L33 in the previous embodiment, which connects to fuel tank 11, in this embodiment, the gas discharge line L33 can be connected to separator 331. The gas discharge line L33 can also be connected to a pressure relief valve 25 located in the fuel supply unit 20. Gas discharged from the pressure relief valve 25, separator 321, buffer tank 322, etc., of the fuel supply unit 20 can be transmitted to separator 331 via the gas discharge line L33. In this case, the gas transmitted to separator 331 may contain fuel.

[0170] The residual fuel discharge unit 33 recovers fuel remaining in the engine E when the engine E stops abnormally (such as in an emergency stop). The residual fuel discharge unit 33 may include a separator tank 331 and a recovery tank 332. The separator tank 331 receives and stores the residual fuel discharged from the engine E. Compared to the previous embodiment, in this embodiment, the volume of the separator tank 331 can be set to a size capable of covering the entire amount of residual fuel. In this case, the residual fuel can be held within the separator tank 331. Alternatively, this embodiment may be for cases where the amount of residual fuel in the engine E is relatively small compared to the previous embodiments.

[0171] Separator 331 can separate lubricating oil mixed in with fuel discharged from engine E. The lubricating oil and the like can be transferred to recovery tank 332, and after passing through recovery tank 332, they can be transferred to fuel supply unit 20.

[0172] The separator 331 can be configured such that the gas present inside during normal operation is not discharged separately, and can be configured to be pressurized. The separator 331 can store inert gas, fuel, lubricating oil, etc., and then transfer them to the fuel supply unit 20 through the recovery tank 332.

[0173] The recovery tank 332 receives liquids and other substances separated from the separator 331 and transfers them to the fuel supply unit 20. The separator 331 and the recovery tank 332 are connected by a liquid discharge line L34, which can be connected from the recovery tank 332 to the fuel recovery line L21. That is, with the separator 331 as a reference, a gas discharge line L33 from the separator 321 or buffer tank 322 can be connected to one side, and a liquid discharge line L34 can extend towards the recovery tank 332 from the other side.

[0174] Similar to the separator 331, the recovery tank 332 can perform functions such as gas-liquid separation and pressurization. The liquid separated in the recovery tank 332 can be transferred to the fuel recovery line L21. However, both the separator 331 and the recovery tank 332 can retain fuel after an emergency stop of the engine E until it is restarted.

[0175] Reference Figure 7 In this embodiment, the storage space discharge pipeline L11 and the like, which are installed in the storage section 10, may not be directly connected to seawater. In the aforementioned embodiment, fuel and the like discharged from the storage space 111 and the insulation space 112 can be discharged to below the sea surface outside the ship through the storage space discharge pipeline L11 and the insulation space discharge pipeline L13. Conversely, considering environmental regulations, this embodiment allows the fuel discharged from the storage space 111 and the insulation space 112 to be discharged into the sea after passing through the neutralization treatment section 113.

[0176] Storage space discharge line L11 and insulation space discharge line L13 can be connected to neutralization treatment unit 113. Neutralization treatment unit 113 can receive fuel and the like discharged from storage space 111 that has been overpressurized by opening pressure relief valve 25, and can neutralize the fuel to reduce the fuel concentration.

[0177] Furthermore, when the barrier separating the storage space 111 and the insulation space 112 leaks, the continuous fuel leakage causes a pressure rise within the insulation space 112, opening the pressure relief valve 25 assigned to the insulation space 112. The neutralization treatment unit 113 can then receive the fuel discharged from the insulation space 112. Fuel discharged from the storage space 111 and the insulation space 112 can be transferred to a neutralization treatment unit 113 for dilution treatment. The storage space discharge line L11 and the insulation space discharge line L13 can be connected to the neutralization treatment unit 113 separately, or they can merge upstream of the neutralization treatment unit 113 and then be connected to it. In the latter case, the opening pressures of the pressure relief valve 25 installed in the storage space 111 and the pressure relief valve 25 installed in the insulation space 112 can be the same or similar.

[0178] Alternatively, the neutralization treatment unit 113 connected to the storage space discharge line L11 and the neutralization treatment unit 113 connected to the insulation space discharge line L13 can be provided separately. Since the concentration of fuel discharged from the storage space 111 and the concentration of fuel discharged from the insulation space 112 may be different, multiple neutralization treatment units 113 can be provided and respectively assigned to the storage space 111 and the insulation space 112, and different settings can be made for the fuel dilution control.

[0179] The neutralization treatment unit 113 can dilute the fuel and discharge it below the sea surface. The neutralization treatment unit 113 can utilize seawater. The neutralization treatment unit 113 can be connected to a seawater supply pipeline L14, and seawater can be supplied to the neutralization treatment unit 113 by means of a seawater pump 114 or the like.

[0180] The neutralization treatment unit 113 can reduce the fuel concentration by mixing the fuel discharged from the storage space 111, etc., with seawater. When the fuel concentration is adjusted to below the concentration that meets environmental regulations, the neutralization treatment unit 113 can discharge the mixture of seawater and fuel below the sea surface.

[0181] The neutralization treatment unit 113 can be configured with a structure similar to the scrubber 41 described in the aforementioned fuel neutralization unit 40. That is, fuel discharged from the storage space 111, etc., can be dissolved by seawater sprayed above it, temporarily stored in the neutralization treatment unit 113, and then discharged below the sea surface. Alternatively, the neutralization treatment unit 113 can have a structure similar to the absorption tank 42 of the fuel neutralization unit 40, or it can be configured as an integrated unit similar to the scrubber 41 and the absorption tank 42. In other words, the neutralization treatment unit 113 can employ various structures capable of using seawater to reduce the fuel concentration.

[0182] Reference Figure 8 In this embodiment, the fuel neutralization unit 40 may be partially integrated with the previous embodiment and may have a circulation structure. The fuel neutralization unit 40 may include a scrubber 41, an absorption tank 42, and a wastewater tank 43. Fuel transferred from the recovered fuel discharge unit 32 and the residual fuel discharge unit 33 may be transferred to the scrubber 41 or the absorption tank 42, etc. For example, the recovered fuel discharge line L31 and the residual fuel discharge line L32 may both be connected to the absorption tank 42, and the residual fuel discharge line L32 may merge upstream of the absorption tank 42 on the recovered fuel discharge line L31. In addition, air discharged from the exhaust unit 62 of the fuel processing area 60 may flow into the scrubber 41, which is integrated with the absorption tank 42.

[0183] The ammonia water generated in the scrubber 41 and absorption tank 42 is transferred to the wastewater tank 43 through the wastewater transfer line L40. The bilge water transfer line L60 and other lines can merge into the wastewater transfer line L40. The liquid level, pressure, concentration, ammonium content, pH, etc. of the absorption tank 42 can be monitored. Based on the monitoring values, the flow rate of the wastewater transfer line L40 can be adjusted by the wastewater transfer valve 421.

[0184] Wastewater tank 43 is equipped with a gas circulation line L42, and the gas generated in wastewater tank 43 can be recovered to scrubber 41 or absorption tank 42, etc. For example, gas circulation line L42 can be connected to the neutralizing agent in absorption tank 42, so that the gas discharged from wastewater tank 43 is injected into the neutralizing agent in absorption tank 42.

[0185] A wastewater circulation line L44 may be installed on the wastewater transfer line L40 connecting the absorption tank 42 and the wastewater tank 43. At least a portion of the wastewater discharged from the absorption tank 42 may flow into the wastewater pump 422 along the wastewater circulation line L44, which branches off from the wastewater transfer line L40. The wastewater pump 422 may transfer the wastewater discharged from the absorption tank 42 to the scrubber 41.

[0186] Wastewater pump 422 and wastewater circulation valve 423 can be installed in wastewater circulation pipeline L44. Similar to the aforementioned wastewater transfer valve 421, the wastewater pump 422 and wastewater circulation valve 423 can be controlled by the liquid level or pH of the absorption tank 42.

[0187] The scrubber 41 may be equipped with a neutralizing agent supply line L41 for supplying neutralizing agents such as water. In particular, the neutralizing agent supply line L41 may be connected to the wastewater circulation line L44. Since the wastewater discharged from the absorption tank 42 can be used as a neutralizing agent in the scrubber 41, the amount of neutralizing agent supplied by the neutralizing agent supply line L41 can be reduced according to the wastewater circulation volume.

[0188] In this embodiment, at least a portion of the wastewater transferred from the absorption tank 42 to the wastewater tank 43 is recycled to the scrubber 41 as a neutralizing agent. In this case, the total flow rate of wastewater into the wastewater tank 43 can be reduced.

[0189] In the aforementioned embodiments, the amount of wastewater is determined by the time or amount of neutralizing agent supplied, and therefore is independent of the amount or concentration of ammonia discharged, resulting in a large amount of wastewater. In contrast, this embodiment uses a closed loop to circulate at least a portion of the wastewater while monitoring the internal state of the absorption tank 42, so the amount of wastewater can be determined based on the amount of ammonia.

[0190] However, since ammonia may generate heat when absorbed by the neutralizing agent, the circulating wastewater can be cooled. A wastewater pump 422, a wastewater circulation valve 423, and a wastewater cooler 424 can be installed in the wastewater circulation pipeline L44. The wastewater cooler 424 can use a separate refrigerant, or a neutralizing agent with appropriate temperature, disaster prevention material, seawater, etc.

[0191] Similar to the scrubber 41, a neutralizing agent can be supplied to the absorption tank 42. Similar to the neutralizing agent supply line L41 connected to the scrubber 41, the absorption tank 42 may be equipped with a neutralizing agent supply unit 45. The neutralizing agent supply unit 45 can supply the absorption tank 42 with a substance that chemically neutralizes ammonia.

[0192] The neutralizing agent supply unit 45 may include a neutralizing agent tank 451 for storing the neutralizing agent. The neutralizing agent stored in the neutralizing agent tank 451 may be a substance such as hypochlorous acid or sulfuric acid. The neutralizing agent stored in the neutralizing agent tank 451 may be supplied to the absorption tank 42 via a neutralizing agent pump 452. The neutralizing agent pump 452 may be controlled based on the pH of the absorption tank 42, etc.

[0193] The neutralizing agent supply unit 45 may further include a neutralizing agent generating unit 453. The neutralizing agent generating unit 453 can receive a source for generating a neutralizing agent and generate the neutralizing agent using a chemical reaction or the like. The neutralizing agent generating unit 453 can utilize seawater and generate the neutralizing agent by electrolyzing the seawater. In this case, the neutralizing agent may be sodium hypochlorite or the like.

[0194] The seawater received by the neutralizing agent generating unit 453 may be ballast water or similar material provided in a ship. In this case, the neutralizing agent generating unit 453 may be a ballast water treatment unit provided in the ship. That is, the ballast water treatment unit electrolyzes seawater to perform chemical treatment such as sterilization on the ballast water, generating acidic substances such as hypochlorous acid. Sodium hypochlorite or similar substances generated in the ballast water treatment unit can be transferred to the absorption tank 42 through the neutralizing agent supply unit 45. Alternatively, the neutralizing agent generating unit 453 may also use disaster prevention materials or used neutralizing agents to generate the neutralizing agent to be supplied to the absorption tank 42. However, the neutralizing agent supplied by the neutralizing agent supply unit 45 through the ballast water treatment unit may be different from the neutralizing agent used in the scrubber 41. In this case, the neutralizing agent used in the scrubber 41 may be referred to as a dissolving substance or the like. The neutralizing agent supply unit 45 may directly supply the acidic substance to the absorption tank 52, or mix the acidic substance with a dissolving substance such as water and transfer it to the absorption tank 52 in the form of hypochlorous acid water or the like.

[0195] Reference Figure 9 In this embodiment, a boiler B may be provided. The boiler B may be configured as at least partially replacing the fuel neutralization unit 40. The fuel neutralization unit 40 may receive air discharged from the fuel processing area 60, fuel discharged from the recovered fuel discharge unit 32 and the residual fuel discharge unit 33, bilge water from the fuel processing area 60, etc., and at least any of these may be transferred to the boiler B for combustion.

[0196] For example, boiler B may receive fuel delivered from the buffer tank 322 of the recovered fuel discharge section 32. Boiler B may receive recovered fuel and additionally receive air to burn the fuel. Boiler B may be equipped with a burner for burning the fuel and may additionally receive pilot fuel and the like to assist in fuel combustion.

[0197] Boiler B may also receive bilge water. The bilge water can flow along bilge water transfer line L60 and be transferred to wastewater tank 43, but at least a portion of the bilge water flowing towards wastewater tank 43 may be branched off and supplied to boiler B. The fuel transferred to boiler B from the recovered fuel discharge section 32 or bilge well may not be pure fuel, but may contain inert gases or neutralizing agents. Therefore, boiler B can detect the proportion of combustible substances in the recovered fuel transferred to boiler B and receive ignition fuel accordingly.

[0198] Alternatively, the exhaust treatment unit 50 may at least partially replace the fuel neutralization unit 40. In this case, recovered fuel and residual fuel may be transferred to a buffer (not shown) instead of the fuel neutralization unit 40. That is, the purge gas of the engine E (which may be mixed with fuel) is held in the buffer, which can store or absorb the purge gas. When the buffer absorbs the purge gas, a heating mechanism for discharging the purge gas may be provided inside the buffer.

[0199] During the purging of engine E, the purging gas is passed to a buffer, which temporarily stores the purging gas and passes it to the exhaust gas or exhaust treatment unit 50 of engine E the next time engine E is run. Alternatively, since the auxiliary machine GE can continue to operate during the purging of main machine ME, the purging gas of main machine ME, after being passed to the buffer, can be passed to the exhaust gas or exhaust treatment unit 50 of auxiliary machine GE.

[0200] Reference Figure 10 The fuel processing area 60 may be provided with an air supply unit 61 and an exhaust unit 62. The air supply unit 61 can inject outside air into the fuel processing area 60. When a fuel leak occurs, at least a portion of the air discharged from the exhaust unit 62 and neutralized can be circulated back to the fuel processing area 60 through the air supply unit 61.

[0201] The exhaust section 62 can exhaust air from the fuel processing area 60 to the outside. However, in this embodiment, the exhaust section 62 can deliver air from the fuel processing area 60 to the fuel neutralization section 40 without using a separate ventilation fan or the like.

[0202] However, an exhaust switching valve 622 may be provided upstream of the fuel neutralization section 40 in the exhaust section 62. The exhaust switching valve 622 may be a three-way valve or the like, and can control the air flowing from the exhaust section 62 toward the fuel neutralization section 40 to be either discharged to the atmosphere or transferred to the fuel neutralization section 40. Under normal circumstances, the air discharged from the exhaust section 62 is discharged to the atmosphere because the exhaust switching valve 622 blocks the flow path to the fuel neutralization section 40. Conversely, in the event of a fuel leak or other problem, the exhaust switching valve 622 blocks the flow path to the atmosphere, causing the air from the exhaust section 62 to be transferred to the fuel neutralization section 40.

[0203] Alternatively, the exhaust section 62 may include an exhaust port (not shown) that opens and closes independently of the pipeline leading to the fuel neutralization section 40, and the flow rates of the exhaust port and the pipeline may be controlled in conjunction. When the exhaust port is open, the flow rate between the exhaust section 62 and the fuel neutralization section 40 may be blocked; conversely, when the flow rate from the exhaust section 62 to the fuel neutralization section 40 is permitted, the exhaust port may be closed. The exhaust port may be an exhaust pipe or a damper, etc.

[0204] When the air discharge to the atmosphere and the air transfer from the exhaust section 62 to the fuel neutralization section 40 are controlled in an interconnected manner, the overpressure prevention section 63 can be omitted. When overpressure occurs in the fuel processing area 60 due to fuel leakage or other reasons, the atmosphere section can be automatically opened, and the air discharged from the atmosphere section can be transferred to the fuel neutralization section 40.

[0205] Reference Figure 11 In this embodiment, a tray section 64 may be arranged on the fuel supply section 20, etc. The fuel captured in the tray section 64 can be transferred to the separator 321, etc. of the fuel supply section 20, as described above.

[0206] However, this embodiment may include a discharge port 642 instead of a transfer pump 641 for transferring captured fuel. The discharge port 642 may be configured as a container that stores fuel internally while being pressurized. Fuel flows into the discharge port 642 along a captured fuel transfer line L50 extending from the tray portion 64, and when the pressure inside the discharge port 642 reaches a predetermined pressure or higher, the fuel can be transferred to a separator 321 or the like.

[0207] The discharge port 642 can be connected to a gas injection unit 643 to control the internal pressure. The gas injection unit 643 can inject gases such as nitrogen or inert gases into the discharge port 642. As the gas injection unit 643 allows gas to flow into the discharge port 642, the internal pressure rises, which can suppress fuel vaporization while maintaining fuel storage.

[0208] Fuel stored in the pressurized discharge port 642 can be transferred to the separator 321 of the fuel supply section 20, or to the fuel tank 11 of the storage section 10, etc. Alternatively, fuel from the discharge port 642 can be transferred to the aft tip tank or ballast tank of the ship, etc., and can be circulated back to the fuel supply section 20 through a manifold.

[0209] Figure 12 and Figure 13 This is a conceptual diagram of the fuel processing system according to the third embodiment of the present invention.

[0210] First, refer to Figure 12 In the fuel handling system 1 according to the third embodiment of the present invention, the storage unit 10 may include a hold 112 for accommodating the fuel tank 11. The hold 112 may be used as an insulated space 112 as needed. In the following description, the hold 112 and the insulated space 112 may be used interchangeably or complementaryly.

[0211] The containment 112 is located outside the storage space 111 and prevents leaked fuel from flowing outside the hull when the barrier forming the storage space 111 is damaged and fuel leaks. Fuel leaking from the storage space 111 can flow into the interior of the containment 112, which can collect and treat the leaked fuel.

[0212] The enclosure 112 may be provided with a collection tank 1121 to collect leaked fuel. The enclosure 112 may be a structure that collects leaked fuel in one place. The collection tank 1121 may be used instead of the collection tank 1121, or an inclined surface may be applied to the bottom surface of the enclosure 112 together with the collection tank 1121.

[0213] Leaked fuel that accumulates in the collection tank 1121 or similar locations within the enclosure 112 can be treated by a discharge pump 1122. The discharge pump 1122 can be located inside or outside the collection tank 1121 and connected to its interior via a pipeline. Fuel flowing into the enclosure 112 can flow along the enclosure discharge line L13. The enclosure discharge line L13 can extend from the collection tank 1121 or similar locations to the outside of the enclosure 112.

[0214] The enclosure discharge line L13 can be connected to the fuel supply unit 20 or the fuel discharge unit 30, etc. The enclosure discharge line L13 can be connected to the separator 321 or the buffer tank 322, etc. Fuel transferred from the enclosure 112 to the outside through the enclosure discharge line L13 can be transferred to the fuel supply unit 20 through the separator 321, etc.

[0215] Alternatively, containment discharge line L13 can be connected to a stern tip tank or ballast tank located on the ship. Fuel discharged from containment 112 via containment discharge line L13 can be transferred to ballast tanks, where it is dissolved by seawater stored in the ballast tanks.

[0216] The containment discharge line L13 can return at least a portion of the fuel to the storage space 111, rather than transferring the fuel to the outside of the containment 112. That is, the containment discharge line L13 can extend from the collection tank 1121, etc., and connect to the inside of the storage space 111. In this case, at least a portion of the containment discharge line L13 can be configured to pass through the outside of the containment 112, and the portion of the containment discharge line L13 located outside the containment 112 can be equipped with valves for controlling the flow of the containment discharge line L13, inspection equipment for confirming the flow of the containment discharge line L13, etc.

[0217] The enclosure 112 may be configured to release gas in the event of internal overpressure. Specifically, the enclosure 112 may be equipped with a pressure relief valve (not shown), which can be connected to the ventilation mast 44. Gas inside the enclosure 112 that has experienced overpressure is transferred to the ventilation mast 44 for treatment upon opening of the pressure relief valve 25.

[0218] However, since the overpressure inside the enclosure 112 could be caused by fuel leakage, the gas discharged from the enclosure 112 via the pressure relief valve 25 can be transferred to the fuel neutralization section 40. In this case, the gas discharged from the enclosure 112 can be treated by a scrubber 41 or the like, thus suppressing the emission of fuel above a predetermined concentration to the ventilation mast 44.

[0219] As previously described, when the containment discharge line L13 is connected to the storage space 111, fuel leaking from the storage space 111 can be injected into the interior of the storage space 111 through the containment discharge line L13. As a result, the gas flow rate from the containment 112 to the ventilation mast 44 can be reduced, and the concentration of fuel in the gas can also be reduced.

[0220] A gas detector GD may be installed inside the enclosure 112. When the gas detector GD detects fuel leaking from the storage space 111 into the enclosure 112, a discharge pump 1122 may transfer the leaked fuel to the outside of the enclosure 112. Alternatively, a neutralizing agent may be used to deal with fuel leaks inside the enclosure 112.

[0221] The bottom surface of the enclosure 112 may be filled with a neutralizing agent. The neutralizing agent can be water or seawater, and can be stored at a level sufficient to fill the collection tank 1121. When the barrier forming the storage space 111 breaks at a certain location, fuel stored in liquid form within the storage space 111 may leak towards the bottom surface within the enclosure 112. At this time, the fuel comes into contact with the neutralizing agent filled within the enclosure 112 and dissolves in it. To adequately absorb the leaked fuel, the neutralizing agent level in the enclosure 112 can be appropriately controlled. For this purpose, the enclosure 112 may be equipped with a level switch LS, which, based on the neutralizing agent height detected by the level switch LS, allows for the replenishment or external discharge of the neutralizing agent. The neutralizing agent can be discharged by a discharge pump 1122, and replenished by a neutralizing agent supply line (not shown) that may be installed in the enclosure 112.

[0222] The suction end of the discharge pump 1122 can be kept submerged in the neutralizing agent. That is, the discharge pump 1122 can be used as a submersible pump. The discharge pump 1122 is kept submerged in the neutralizing agent rather than in the cryogenic fuel, and it pumps not the leaked fuel itself, but the neutralizing agent after the leaked fuel has dissolved. Therefore, the discharge pump 1122 does not need to be designed to be cryogenic and can be designed for normal temperature.

[0223] The level of the neutralizing agent inside containment 112 can be maintained at a level that can be used to respond to emergencies in the event of a leak in storage space 111. However, since filling containment 112 with neutralizing agent will reduce the ship's buoyancy accordingly, the amount of neutralizing agent inside containment 112 should be determined and controlled taking into account factors such as the amount of fuel in storage space 111, the ship's displacement, and the loading status.

[0224] As previously mentioned, when overpressure occurs in the containment 112, the gas within the containment 112 can be transferred to the ventilation mast 44 by opening the pressure relief valve 25. Furthermore, the containment 112 may also be equipped with a relief hatch 115. The relief hatch 115 can be opened when a first pressure overpressure occurs within the containment 112. The relief hatch 115 is provided to prevent structural damage to the hull in the event of overpressure.

[0225] Conversely, the pressure relief valve 25 can open when an overpressure occurs within the containment 112 at a second pressure lower than the first pressure. The pressure relief hatch 115 can be conservatively designed based on assumptions of severe conditions that may occur within the containment 112. In contrast, the pressure relief valve 25 can be designed and applied based on a fuel leakage scenario with a relatively low flow rate compared to the scenario in which the pressure relief hatch 115 is open.

[0226] Therefore, the enclosure 112 is equipped with pressure relief valves 25 and pressure relief hatches 115 with different release pressures, and the pressure relief valves 25 are configured to discharge a lower flow rate than the pressure relief hatches 115. As a result, the gas flow rate that needs to be handled when fuel leakage occurs in the enclosure 112 can be significantly reduced.

[0227] Gas discharged to the outside of the enclosure 112 through the depressurization hatch 115 or depressurization valve 25 can be neutralized by a scrubber 41 or similar device in the fuel neutralization section 40, and then discharged through the ventilation mast 44. In this case, the scrubber 41 can be a small scrubber 41 for processing recovered fuel or a large scrubber 41 for processing residual fuel. Alternatively, the gas discharged to the outside can be discharged below the sea surface through an enclosure discharge line L13 or similar device that can be connected to the depressurization hatch 115 or depressurization valve 25, allowing the fuel to dissolve in seawater.

[0228] Therefore, in the event of a small fuel leak, the containment 112 transfers the fuel to the fuel neutralization section 40 via the pressure relief valve 25, and in the event of a large fuel leak, the gas must be released through the pressure relief hatch 115 to protect the structure. In addition, liquid fuel leaked into the containment 112 can be circulated back to the storage space 111 via the discharge pump 1122.

[0229] Reference Figure 13 In the fuel processing system 1 according to the third embodiment of the present invention, the fuel neutralization unit 40 may differ from that in the previous embodiments. The fuel neutralization unit 40 may include a scrubber 41 and a wastewater tank 43. The configuration described in the first embodiment for processing fuel discharged from the residual fuel discharge unit 33 may be configured to also process fuel discharged from the recycled fuel discharge unit 32.

[0230] The scrubber 41 can neutralize the fuel delivered through the recovered fuel discharge section 32 when the engine E stops normally and the fuel delivered through the residual fuel discharge section 33 when the engine E stops in an emergency. The scrubber 41 is connected to a neutralizing agent supply line L41 and can be configured to discharge the fuel into the atmosphere at a concentration below a predetermined concentration. In addition, the recovered fuel discharge line L31, which connects to the scrubber 41 from the recovered fuel discharge section 32, can be merged with the residual fuel discharge line L32 extending from the residual fuel discharge section 33, and can be connected to an exhaust section 62 provided in the fuel treatment area 60.

[0231] However, in order to process both recovered fuel and residual fuel using a single scrubber 41, the recovered fuel discharge section 32 may be configured to delay the delivery of fuel to the scrubber 41. Discharge regulating valves 323 may be installed downstream of the separator 321, upstream of the buffer tank 322, and downstream of the buffer tank 322 in the recovered fuel discharge section 32. The buffer tank 322 may only deliver the gas separated from the liquid to the scrubber 41, and the discharge regulating valve 323 may be controlled to allow gas to accumulate in the buffer tank 322. That is, the buffer tank 322 may be pressurized due to the discharge regulating valve 323.

[0232] The discharge regulating valve 323 can regulate the flow rate of fuel (gas) from the buffer tank 322 to the scrubber 41, allowing discharge to occur over a relatively long period of time. Therefore, sufficient time can be ensured for the scrubber 41 to neutralize the fuel, thus preventing the scrubber 41 from becoming too large, even if only a single scrubber 41 is used to process recovered and residual fuel.

[0233] In the scrubber 41, fuel is dissolved in a neutralizing agent, and the neutralizing agent containing dissolved fuel (such as ammonia) can be transferred to the wastewater tank 43 via the wastewater transfer line L40. The wastewater transfer line L40 can be connected to the aforementioned bilge water transfer line L60.

[0234] Wastewater tank 43 may be equipped with a neutralizing agent supply unit 45, which supplies the same or different neutralizing agent as that supplied to scrubber 41. The neutralizing agent supply unit 45 may supply sodium hypochlorite or the like, generated by electrolysis of seawater, to wastewater tank 43. Gas generated in wastewater tank 43 can be transmitted to ventilation mast 44 through ventilation duct L43 and discharged into the atmosphere.

[0235] The liquid stored in wastewater tank 43 can be discharged overboard when necessary. A wastewater discharge line L45 can be installed at the lower part of wastewater tank 43, allowing wastewater containing fuel at a predetermined concentration to be discharged into the sea. That is, the wastewater discharge line L45 can extend below the sea surface to inject wastewater into the seawater. Considering that fuel emission concentration regulations aim to eliminate the risk of harm to human health, wastewater tank 43 can also discharge wastewater containing fuel exceeding a predetermined concentration into the sea via the wastewater discharge line L45. In this case, since the fuel contained in the wastewater is soluble in seawater, the fuel concentration discharged onto the sea surface can be lower than the standard concentration.

[0236] Figure 14 This is a conceptual diagram of the fuel processing system according to the fourth embodiment of the present invention.

[0237] Reference Figure 14 In the fuel processing system 1 according to the fourth embodiment of the present invention, the fuel discharge performed by the fuel discharge unit 30 may be different from that in the previous embodiments.

[0238] The fuel discharge unit 30 may include a fuel recovery discharge unit 32 and a residual fuel discharge unit 33. The fuel recovery discharge unit 32 recovers fuel when the engine E stops normally, and the residual fuel discharge unit 33 recovers fuel when the engine E stops in an emergency.

[0239] Unlike the previous embodiments, the recovered fuel discharge unit 32 may not be equipped with a separator 321 or a buffer tank 322, but can instead use a fuel tank 11. That is, the recovered fuel discharge line L31 can branch off from the fuel recovery line L21 and connect to the fuel tank 11. In this case, when the engine E stops, if the inert gas supply unit 31 injects inert gas into the fuel supply line L20, the fuel remaining in the fuel supply line L20 upstream of the engine E and the fuel recovery line L21 downstream of the engine E can be recovered together with the inert gas and returned to the fuel tank 11.

[0240] However, since the fuel flowing through the engine E and the fuel recovery line L21 into the fuel tank 11, it may mix with the lubricating oil used in the engine E. The fuel and lubricating oil stored in the fuel tank 11 can be resupplyed to the engine E through the fuel supply unit 20.

[0241] The fuel tank 11 is equipped with a storage space discharge line L11, through which inert gases and fuel stored in the fuel tank 11 can be discharged to the outside of the fuel tank 11. The storage space discharge line L11 can be connected to the fuel neutralization unit 40, and the fuel recovered by the recovered fuel discharge unit 32 can be transferred through the fuel tank 11 to the scrubber 41, etc., of the fuel neutralization unit 40.

[0242] The time point at which fuel is transferred from the fuel recovery discharge section 32 to the fuel tank 11 may differ from the time point at which fuel is transferred from the fuel tank 11 to the fuel neutralization section 40. That is, the fuel tank 11 can store the fuel transferred from the fuel recovery discharge section 32 and transfer it to the fuel neutralization section 40 when needed.

[0243] The fuel tank 11 can transfer fuel and inert gas, etc., from the recovered fuel discharge section 32 to the reliquefaction section 13. That is, even if the fuel is recovered from the recovered fuel discharge section 32 to the fuel tank 11, the fuel may not be transferred to the fuel neutralization section 40, but may be processed in the fuel tank 11 by means of storage or reliquefaction.

[0244] In this embodiment, the residual fuel discharge section 33, like the recovered fuel discharge section 32, may not have a separator 331 or the like, but instead utilizes the fuel tank 11. The residual fuel discharge line L32 may branch off from the fuel recovery line L21 and connect to the fuel tank 11. When the engine E stops in an emergency, the fuel remaining in the engine E is recovered to the fuel tank 11 through the residual fuel discharge line L32.

[0245] The residual fuel discharge line L32 may merge with the recovered fuel discharge line L31 upstream of the fuel tank 11. However, since the pressure of the fuel flowing along the recovered fuel discharge line L31 and the residual fuel discharge line L32 may be different, pressure regulating valves (not shown) may be installed on the recovered fuel discharge line L31 and the residual fuel discharge line L32.

[0246] However, since the recovery fuel discharge and residual fuel discharge can occur at different times, it is acceptable for the fuel delivered by the recovery fuel discharge unit 32 and the fuel delivered by the residual fuel discharge unit 33 to have different pressures, etc. However, the section where the recovery fuel discharge line L31 and the residual fuel discharge line L32 merge and connect to the fuel tank 11 can be configured to cover both the fuel pressure delivered by the recovery fuel discharge unit 32 and the fuel pressure delivered by the residual fuel discharge unit 33.

[0247] Figure 15 This is a conceptual diagram of the fuel processing system according to the fifth embodiment of the present invention. Figure 16 This is a conceptual diagram of the covering portion according to the fifth embodiment of the present invention.

[0248] Reference Figure 15 and Figure 16 The fuel handling system 1 according to the fifth embodiment of the present invention can more effectively handle fuel leakage within the fuel handling area 60.

[0249] In this embodiment, a cover 66 may be provided for parts such as the fuel supply section 20 where the possibility of fuel leakage is relatively high. A part where the possibility of fuel leakage is relatively high refers to a section where at least two components are not manufactured as a single piece, but are manufactured separately and then connected to each other. For example, valves, the suction and discharge ends of equipment, and flanges can be considered parts where the possibility of fuel leakage is relatively high.

[0250] The cover 66 can be a shell or enclosure made of hard or soft material, and may have the form of at least partially surrounding a specific area where leakage is a concern. For example, the cover 66 may be as follows: Figure 16 As shown in (a), it is composed of a waterproof fabric (Tarp) 66a having a flexible form and configured to cover the space between one side and the other.

[0251] The cover 66 can be configured to cover a valve located at the fuel supply section 20 or the fuel discharge section 30, etc. In this case, the waterproof sheet 66a can be configured as a flexible sheet covering the valve, with one end and the other end fixed upstream and downstream of the valve. The flexible sheet can be made of an ammonia-resistant film or the like. However, the waterproof sheet 66a can also be configured to surround a specific area with the flexible sheet, and the two sides of the specific area are secured by rope, wire, or Velcro. Therefore, while one end and the other end of the waterproof sheet 66a are configured to surround the pipeline upstream and downstream of the valve, a complete seal may not be possible, but a semi-enclosure is possible.

[0252] The function of the covering portion 66 using the waterproof cloth 66a is less to completely block leaking fuel than to delay the spread of fuel. When fuel leaks in the portion surrounded by the waterproof cloth 66a, small amounts of fuel can seep out through one end and the other end of the waterproof cloth 66a.

[0253] The cover 66 can cover valves or flanges where leakage is a concern, or it can cover equipment such as the fuel supply pump 22 installed in the fuel supply section 20. Multiple covers 66 can be provided for each valve or piece of equipment. Alternatively, the cover 66 can be configured to simultaneously surround two or more valves or pieces of equipment. Such covers 66 can include those installed at locations on pipelines where leakage is a concern, and those designed to cover more than one piece of equipment. The former type of cover 66 can be a small waterproof sheet 66a that is tightened at both ends, while the latter type can be a tent-type waterproof sheet 66a.

[0254] The waterproof sheet 66a may be equipped with a gas detector GD. The gas detector GD may include a gas sensor or a color-changing substance (in the form of a coating or attached tape, etc.) and a monitoring device. In the event of a fuel leak detected within the fuel handling area 60, there is a danger because the fuel may have already diffused within the fuel handling area 60. In contrast, this embodiment provides multiple covers 66 at locations or equipment where there is a risk of leakage, and provides a gas detector GD at each cover 66. This significantly reduces the area to be detected for gas leaks compared to the fuel handling area 60, thereby enabling faster and more accurate leak detection.

[0255] The waterproof fabric 66a can be configured as a part of a flexible sheet that is transparent or semi-transparent, allowing the interior of the covered portion 66 to be seen with the naked eye. A color-changing substance can be provided in the portion that can be seen with the naked eye. Alternatively, a color-changing substance can be provided at one end and the other end of the waterproof fabric 66a in a non-fully sealed structure.

[0256] The discoloration substances and other substances installed on the waterproof fabric 66a can be monitored in real time by monitoring devices such as cameras located in the fuel handling area 60. That is, the monitoring device monitors multiple waterproof fabrics 66a installed in the fuel handling area 60, and when a change in the discoloration substances in any waterproof fabric 66a is detected, it can be confirmed that a fuel leak has occurred inside the waterproof fabric 66a, and countermeasures can be taken quickly.

[0257] The waterproof sheet 66a and other covering parts 66 can be connected to the exhaust section 62 of the fuel handling area 60. When fuel leakage occurs inside the covering part 66, the fuel flowing into the covering part 66 can be discharged to the outside of the fuel handling area 60 by the operation of the exhaust fan 621, etc. The fuel discharged from the covering part 66 can be transferred to the fuel neutralization section 40, etc. for processing. In addition, gas detectors GD can be installed before and after the exhaust fan 621. Among the multiple paths for transferring fuel to the fuel neutralization section 40, gas detectors GD can be installed on at least one path for transferring fuel from the covering part 66, so that fuel leakage from the covering part 66 can be detected quickly.

[0258] Alternatively, the cover 66 may be equipped with an exhaust fan 661, which is separate from the exhaust fan 621 provided for air circulation in the fuel handling area 60. Therefore, air in the fuel handling area 60 is discharged through the exhaust fan 621, and fuel leaking into the cover 66 can be discharged through the separate exhaust fan 661. In this case, the exhaust fan 661 connected to the cover 66 only needs to cover the volume of at least one cover 66, and thus can be installed with a smaller capacity compared to the exhaust fan 621.

[0259] The exhaust fan 661 provided for the cover 66 can be installed around the perimeter of the fuel handling area 60. Alternatively, an exhaust fan 661 can be installed in each cover 66. The size of the cover 66 can vary depending on the components it encloses (valve, flange, equipment, etc.), and the exhaust fan 661 can be installed in covers 66 such as tent-type tarpaulin 66a. The exhaust fan 661 can transfer fuel leaking from equipment or the like within the cover 66 to the fuel neutralization section 40.

[0260] Alternatively, exhaust fan 661 can force the diffusion of leaked fuel within cover 66. Exhaust fan 661 can be configured to connect the interior and exterior of cover 66. Exhaust fan 661 can force the gas inside cover 66 to flow towards the fuel handling area 60 outside cover 66, thereby reducing the fuel concentration within cover 66.

[0261] The purpose of reducing the fuel concentration within the cover 66 is to prevent the accumulation of leaked fuel within the cover 66 from reaching an explosive concentration. As described below, the cover 66 may be provided with an opening 662 to delay the diffusion of fuel from the inside of the cover 66 to the outside. However, when the fuel concentration within the cover 66 rises above a predetermined level, the exhaust fan 661 can guide the fuel to diffuse forcibly from the inside of the cover 66 to the outside.

[0262] The cover section 66 may be provided with a leaky fuel discharge line L70, which is detachably installed in the cover section 66 and can be connected to the fuel neutralization section 40. An exhaust fan 661 may be installed at the inlet end of the leaky fuel discharge line L70 or downstream of the leaky fuel discharge line L70. The leaky fuel discharge line L70 can be connected to the fuel neutralization section 40 as described above.

[0263] However, when the exhaust fan 661 is used to force the diffusion of gas inside the cover 66 to reduce the concentration of fuel inside the cover 66, the leaked fuel discharge line L70 may be configured to connect the interior of the cover 66 with the interior of the fuel handling area 60.

[0264] The leaking fuel discharge line L70 may extend from multiple covers 66, and at least two may merge with each other. The aforementioned gas detector GD may be installed in the leaking fuel discharge line L70. The gas detector GD may be installed in the leaking fuel discharge line L70 before and after the exhaust fan 661, etc.

[0265] Fuel leaking from the cover section 66 can be handled by a separate scrubber (not shown) installed with the scrubber 41 of the aforementioned fuel neutralization section 40. The scrubber linked to the cover section 66 can treat the fuel with a neutralizing agent such as clean water when a leak is detected in the cover section 66, thereby significantly reducing the amount of wastewater generated by the cover section 66.

[0266] The interior of the waterproof tarpaulin 66a serving as the cover 66 can be kept under negative pressure relative to the interior of the fuel handling area 60 by the exhaust fan 661. As previously described, the cover 66, including the waterproof tarpaulin 66a, is not a gas-tight structure; therefore, when the exhaust fan 661 extracts the gas from the cover 66, air inside the fuel handling area 60 can flow into the cover 66 through the opening.

[0267] The waterproof sheet 66a uses a flexible sheet to cover valves, etc., but if negative pressure continues to act on the waterproof sheet 66a, it may shrink and fail to adequately contain leaking fuel. Therefore, the waterproof sheet 66a can be equipped with hooks, straps, frames, etc., so that it can be installed in a form that ensures a certain volume relative to valves or equipment. Thus, the cover 66 can contain leaking fuel within the cover 66 for a sufficiently long time, thereby reducing the level of danger within the fuel handling area 60.

[0268] The cover 66 can slow the spread of fuel leaking from the area covered by the cover 66. The cover 66 can contain a portion of the leaking fuel, but it is not necessarily a complete seal. The cover 66, such as the waterproof cloth 66a, covers the leaking area to an appropriate extent, which can slow the rate at which the leaking fuel flows into the fuel handling area 60.

[0269] The tarpaulin 66a may be provided with an opening 662. The opening 662 may be formed of multiple micropores and may include jet-blocking elements such as a filter membrane, and is configured to remain open at all times, allowing leaked fuel within the tarpaulin 66a to be ejected to the outside of the tarpaulin 66a and diffuse into the interior of the fuel handling area 60. However, the tarpaulin 66a allows leaked fuel to drain into the fuel handling area 60 over a relatively long period, thereby preventing a rapid escalation of the hazard level of the fuel handling area 60. That is, the opening 662 slows the diffusion of toxic substances within the fuel handling area 60 by creating a fuel injection delay of at least a predetermined time within the cover 66.

[0270] When the tarpaulin 66a has an opening 662, the leaked fuel discharge line L70 can be omitted. Alternatively, the opening 662 can be used to create a negative pressure inside the tarpaulin 66a when the exhaust fan 661 is running. Alternatively, the opening 662 can also be provided in the leaked fuel discharge line L70. In this case, when the exhaust fan 661 is running, while the leaked fuel inside the cover 66 flows, the air around the opening 662 in the fuel handling area 60 can be drawn into the leaked fuel discharge line L70 and flow along with the leaked fuel.

[0271] When a fuel leak is completely sealed, blocking the gas circulation within the sealed area can cause the fuel to concentrate internally, potentially exceeding the explosive concentration, posing a risk. In particular, even small leaks where the danger can be mitigated by fuel dilution through circulation can still lead to accidents due to concentrations exceeding toxic levels. Therefore, completely blocking circulation in a predetermined area should be carefully considered, taking into account the risks associated with the area to be circulated.

[0272] Conversely, this embodiment, by providing a semi-enclosed cover 66, can slow down diffusion while reducing the circulation speed and eliminate the danger through dilution in the event of a small leak. Furthermore, by utilizing a relatively small-capacity scrubber 41 to treat and discharge the fuel-air mixture, safety can be effectively ensured.

[0273] The cover section 66 may be equipped with a disaster prevention material spraying section 65. As previously described, the disaster prevention material spraying section 65 sprays disaster prevention material into the fuel supply section 20 within the fuel handling area 60. A separate disaster prevention material spraying section 65 may also be provided for each cover section 66.

[0274] For the waterproof cloth 66a included in the covering part 66, the disaster prevention material spraying part 65 can locally spray disaster prevention material towards the part of the waterproof cloth 66a connected to the leaked fuel discharge pipeline L70, the opening 662 on the surface of the waterproof cloth 66a, and the two ends of the waterproof cloth 66a surrounding a specific part.

[0275] When spraying fire prevention material onto the entire fuel treatment area 60, a large volume of fire prevention material needs to be sprayed in proportion to the leak location and the flow rate of the discharged gas, and the fuel absorption efficiency is not high. Conversely, when fire prevention material is sprayed towards parts such as the waterproof tarpaulin 66a where fuel is leaking, the leaking fuel can be effectively absorbed and treated even with a fire prevention material flow rate proportional to the leakage rate.

[0276] Furthermore, fuel leaked in the fuel handling area 60 can be captured in the tray section 64, etc. In this case, if disaster prevention materials are transferred, an exothermic reaction will occur in the tray section 64, resulting in the problem of forced fuel diffusion. Conversely, when the cover section 66 is used, liquid fuel will not accumulate in one place; only gaseous fuel will be discharged to the outside through the gaps in the cover section 66 and then safely absorbed and treated by the disaster prevention materials.

[0277] The fire prevention material spraying unit 65, located within the fuel handling area 60, can spray fire prevention materials toward equipment such as the supply pump 22. In this case, depending on the type or properties of the fire prevention material, the equipment may become contaminated or malfunction. Conversely, the fire prevention material spraying unit 65, located within the cover section 66, does not directly deliver fire prevention materials to the equipment enclosed by the cover section 66, but instead focuses on spraying fire prevention materials onto the portion of the cover section 66 where fuel may leak out.

[0278] That is, by providing a disaster prevention material injection section 65 corresponding to the cover section 66, and delivering the disaster prevention material to the fuel leakage portion of the cover section 66, the equipment contained within the cover section 66 can be prevented from being damaged by the disaster prevention material. Therefore, the cover section 66 can achieve the function of protecting the equipment from damage by the disaster prevention material.

[0279] Furthermore, the disaster prevention material sprayed toward the cover 66 can be clean water, etc. This is to prevent corrosion of the equipment should the disaster prevention material come into contact with it inside the cover 66. The clean water used as the disaster prevention material can be fire-fighting water installed inside the ship.

[0280] Reference Figure 16 (b) The cover 66 can be configured as a water tank 67 containing a part, such as a valve or equipment, with a relatively high possibility of leakage within the disaster prevention material. The water tank 67 is arranged to surround the valve, etc., and the inside of the water tank 67 can be filled with a disaster prevention material such as water at a predetermined level. In this case, the level of the disaster prevention material filled in the water tank 67 can be the level covering the part where fuel may leak.

[0281] The water tank 67 can be configured as an open type with an opening at the top, and a disaster prevention material spraying unit 65 can be installed at the top. Alternatively, it can be configured as an enclosed type with a hatch at the top, as needed. The water tank 67 can be installed individually for each structure with a leakage point, or it can be configured as an integrated form covering two or more devices.

[0282] The disaster prevention material supplied to the water tank 67 may consist of clean water or the like, to prevent corrosion of equipment immersed in the water tank 67. Clean water may be supplied to the water tank 67 from a clean water tank installed on the ship. When maintenance is required on the internal submerged parts of the water tank 67, the disaster prevention material can be discharged. The disaster prevention material discharged from any water tank 67 can be transferred to another water tank 67, allowing for circulation between the water tanks 67.

[0283] The water tank 67 may be equipped with a level switch LS for measuring the level of disaster prevention materials. Based on the measurement value of the level switch LS, disaster prevention materials may be added to the water tank 67, or at least a portion of the disaster prevention materials may be discharged. Furthermore, the pH value of the disaster prevention materials filling the water tank 67 may be monitored by a pH sensor or similar device. Based on the pH value of the disaster prevention materials, it can be determined whether fuel leakage has occurred in the portion of the water tank 67 that is submerged.

[0284] Figure 17 This is a conceptual diagram of the fuel processing system according to the sixth embodiment of the present invention.

[0285] Reference Figure 17 In the fuel processing system 1 according to the sixth embodiment of the present invention, the wastewater treatment part of the fuel neutralization section 40 may be modified.

[0286] The fuel neutralization unit 40 includes a scrubber 41 and a wastewater tank 43. The scrubber 41 may be provided with a neutralizing agent supply line L41, which can supply neutralizing agent at at least two locations in the scrubber 41.

[0287] The interior of the scrubber 41 can be divided into multiple zones by partition walls 425. These zones can be arranged sequentially, allowing the neutralizing agent and fuel to move sequentially from one zone to another. The scrubber 41 can receive fuel transferred from the residual fuel discharge section 33, etc., and the fuel transferred from the residual fuel discharge section 33 can be transferred to any zone.

[0288] Each zone can be filled with a predetermined level of neutralizing agent, and the level of neutralizing agent in each zone can be different. The zone from which fuel flows in from the residual fuel discharge section 33 can have the highest level of neutralizing agent, and the neutralizing agent mixed with fuel moves between zones accordingly, so the level of neutralizing agent in each zone can be adjusted. With this in mind, the scrubber 41 in this embodiment can also be referred to as an absorption tank 42.

[0289] The scrubber 41 can discharge gas to the outside in at least one area. The gas discharged from the scrubber 41 can be passed to the ventilation mast 44 or the like and discharged into the atmosphere. However, the fuel concentration can be monitored for the gas discharged from the scrubber 41. The area in the scrubber 41 where the gas is discharged can be located on the opposite side from the fuel inflow area.

[0290] Wastewater transfer lines L40 may be installed in each zone of the scrubber 41. Wastewater transfer lines L40 may be installed in each zone, or in all zones except the fuel inflow zone. When wastewater transfer lines L40 are installed in each zone, the wastewater transfer lines L40 in the fuel inflow zone may remain closed to allow the fuel to be fully absorbed by the neutralizing agent, and may be opened when necessary.

[0291] Wastewater transfer lines L40 extending from each area of ​​the scrubber 41 can be connected to the wastewater tank 43. The neutralizing agent supplied to each area and the fuel dissolved in the neutralizing agent can be stored inside the wastewater tank 43 along the wastewater transfer lines L40.

[0292] Wastewater tank 43 may be equipped with a wastewater discharge line L45. A wastewater transfer line L40 extending from scrubber 41 may be connected to the top of wastewater tank 43, and the wastewater discharge line L45 may extend from the bottom of wastewater tank 43. The wastewater discharge line L45 may be connected to stripping unit 431.

[0293] The stripping unit 431 can separate fuel by injecting air into the wastewater discharged from the wastewater tank 43. The stripping unit 431 can be configured as a tower or tower-shaped structure, with wastewater sprayed downwards from the upper part of the stripping unit 431. Air can be injected from the lower part of the stripping unit 431 by the air injection unit 432.

[0294] When air is injected into the stripping section 431, wastewater sprayed from the top inside the stripping section 431 comes into contact with the air, and the fuel and neutralizing agent can be separated. The neutralizing agent separated from the wastewater can be discharged through the bottom of the stripping section 431. A neutralizing agent discharge line L47 may be provided at the bottom of the stripping section 431, and the neutralizing agent discharged along the neutralizing agent discharge line L47 can be transferred to the neutralizing agent supply line L41 of the scrubber 41 for reuse.

[0295] The fuel separated from the wastewater can be discharged from the top of the stripping section 431 at a concentration below a predetermined level. Within the stripping section 431, the fuel in the wastewater is mixed with air and diluted, transforming it into a dilution gas. The fuel concentration of the dilution gas can be monitored and controlled in real time. The dilution gas discharged upwards from the stripping section 431 can be managed to be below 25 ppm when it diffuses into areas accessible to personnel. Furthermore, the neutralizing agent discharged from the bottom of the stripping section 431 and reused can have a fuel concentration below 1 ppm. This concentration control can be achieved by an air injection section 432 connected to the stripping section 431. That is, the air injection section 432 can control the air injection (flow rate, pressure, speed, etc.) into the stripping section 431 to control the fuel concentration discharged upwards from the stripping section 431 to be below a first value, and to control the fuel concentration in the neutralizing agent discharged downwards from the stripping section 431 to be below a second value, which is less than the first value.

[0296] The path through which the dilution gas is discharged upward from the stripping section 431 can merge with the path through which gas is discharged from at least any region of the scrubber 41. That is, the dilution gas discharged from the stripping section 431 can merge into the path through which gas is discharged from the scrubber 41.

[0297] The air injection unit 432 separates wastewater into fuel and neutralizing agent by injecting air into the stripping unit 431. The air injection unit 432 can utilize a fan (not shown in the accompanying drawings) or similar means to deliver external air into the interior of the stripping unit 431. The air injection unit 432 can be connected to the lower part of the stripping unit 431 via an air injection line L46. When wastewater is sprayed from above inside the stripping unit 431, the air injected from below comes into contact with the wastewater, and the fuel in the wastewater can be separated.

[0298] However, when using the stripping section 431, the use of acidic substances as neutralizing agents can be excluded in the scrubber 41, etc., and water or the like can be used to dissolve the ammonia. This is because when acidic substances are used in the scrubber 41, the volatility of ammonia is reduced, which may lead to incomplete stripping.

[0299] Conversely, in the embodiments using the gas circulation line L42 described above, the scrubber 41 or absorption tank 42 can utilize neutralizing agents such as acidic substances to reduce the volatility of ammonia. That is, since the wastewater mixed with ammonia and neutralizing agent (acidic substance) is in a state where the volatility of ammonia has been reduced, a closed loop configuration between the wastewater tank 43 and the scrubber 41 is feasible.

[0300] Figure 18 This is a conceptual diagram of the fuel processing system according to the seventh embodiment of the present invention.

[0301] Reference Figure 18 In the fuel processing system 1 according to the seventh embodiment of the present invention, the wastewater treatment part of the fuel neutralization section 40 may be modified.

[0302] The fuel neutralization unit 40 includes a scrubber 41 and a wastewater tank 43. The wastewater tank 43 may be equipped with a wastewater discharge pipeline L45 for discharging wastewater to the outside of the ship, i.e., the ocean. In this case, the wastewater discharge pipeline L45 may be equipped with a seawater dilution unit 433.

[0303] The seawater dilution unit 433 can mix seawater, which acts as a neutralizing agent, into the wastewater. For wastewater discharged from the wastewater tank 43 to the outside along the wastewater discharge pipeline L45, the seawater dilution unit 433 can mix a sufficient amount of seawater to reduce the fuel concentration. The seawater dilution unit 433 can be configured as an in-line mixer or the like, which can mix seawater into the wastewater flowing in the wastewater discharge pipeline L45.

[0304] Downstream of the seawater dilution point in wastewater discharge pipeline L45, pH and other parameters can be detected by sensors. Based on the detected values, the seawater supply to the seawater dilution unit 433 can be controlled. The detected pH can be managed to maintain a pH difference of less than 2 compared to seawater.

[0305] When wastewater is stored in wastewater tank 43, the wastewater can remain in its stored state within the tank, except for the discharge of fuel gas containing a concentration below a predetermined level through ventilation duct L43. In this case, since the wastewater needs to be continuously stored during ship navigation, it is essential to ensure that wastewater tank 43 has sufficient volume. However, by incorporating a seawater dilution unit 43, the wastewater stored in wastewater tank 43 can be sufficiently diluted with seawater and reduced to a predetermined concentration before disposal.

[0306] Therefore, the seawater dilution unit 433 can reduce the volume of the wastewater tank 43. In addition, the seawater dilution unit 433 utilizes seawater that is readily available during ship navigation and only operates when wastewater needs to be discharged, thus resulting in low operating costs.

[0307] Wastewater tank 43 may be equipped with a neutralizing agent supply unit 45. Wastewater tank 43 may be connected to a neutralizing agent tank 451, and the neutralizing agent may be hypochlorous acid, sulfuric acid, etc. Sulfuric acid, etc., stored in neutralizing agent tank 451 is injected into wastewater tank 43 when needed. When it is confirmed that the pH concentration of wastewater tank 43 has decreased due to sulfuric acid, the wastewater can be discharged to the outside.

[0308] When fuel is discharged into the ocean, the alkalinity of ammonia can cause marine life to die. This problem can be addressed by mixing sulfuric acid into the wastewater. However, when ammonia comes into contact with sulfuric acid and neutralizes, ammonium may be produced, which can trigger red tides, but the adverse effects on marine life can be significantly mitigated.

[0309] Figure 19 This is a conceptual diagram of the fuel processing system according to the eighth embodiment of the present invention.

[0310] Reference Figure 19 The fuel processing system 1 according to the eighth embodiment of the present invention includes a storage unit 10, a fuel supply unit 20, a fuel discharge unit 30, a fuel neutralization unit 40, etc.

[0311] The storage unit 10 may be a fuel tank 11, from which a fuel pump installed in the fuel tank 11 extends a fuel supply line L20. A line for recovering fuel to the fuel tank 11 may be installed at a location on the fuel supply line L20 to regulate the load on the fuel pump.

[0312] Fuel tank 11 can be connected to reliquefaction unit 13 via storage space discharge line L11. When gaseous fuel in fuel tank 11 reaches a predetermined level or above, storage space discharge line L11 can transfer gaseous fuel to reliquefaction unit 13.

[0313] The reliquefaction unit 13 includes a buffer 131, a compressor 132, a cooler 133, a receiver 134, and an intercooler 135. The buffer 131 temporarily stores the gaseous fuel discharged from the fuel tank 11. As a gas-liquid separator that separates the gaseous and liquid phases, the buffer 131 separates the fuel discharged from the fuel tank 11 into gas and liquid phases, supplying only the gaseous fuel other than the liquid phase to the compressor 132, thereby preventing damage to the compressor 132.

[0314] Compressor 132 is located downstream of buffer 131 and compresses gaseous fuel generated from fuel tank 11. Depending on the type of compressor 132, a single-stage or multi-stage compressor 132 can be used. A multi-stage compressor 132 can have multiple compression stages connected in series along the fuel flow direction to form a multi-stage compressor 132 (e.g., two or more stages). An intercooler 135 can be connected to the intermediate stage between the first compression stage and the second compression stage.

[0315] As described below, the intercooler 135 is a cooling device that uses depressurized fuel as a refrigerant without the need for a separate refrigerant, and can cool the low-pressure fuel flowing in from the compressor 132. Therefore, the intercooler 135 can achieve cooling in the intermediate stage of the compressor 132.

[0316] Cooler 133 uses a refrigerant to cool the fuel compressed in compressor 132. The refrigerant in cooler 133 can be seawater, etc., and at least a portion of the fuel can be liquefied in cooler 133. Alternatively, cooler 133 can use a refrigerant other than seawater (nitrogen, LNG, LPG, propane, R134a, CO2, ammonia, etc.) to cool the fuel.

[0317] Receiver 134 temporarily stores the fuel that has liquefied during the cooling process of cooler 133. Receiver 134 can be located downstream of cooler 133 and upstream of intercooler 135, similar to buffer 131, to achieve gas-liquid separation.

[0318] Receiver 134 can transfer liquefied fuel from cooled fuel to intercooler 135. In addition, receiver 134 can prevent vaporization by directly storing internally vaporized fuel to build up pressure.

[0319] Intercooler 135 allows a portion of the fuel downstream of cooler 133 to exchange heat with the rest. Intercooler 135 has a branch extending upstream of intercooler 135 based on the fuel flow direction and a space for accommodating fuel depressurized by a pressure-reducing valve (not shown in the attached figures).

[0320] Furthermore, the intercooler 135 may contain a coil-shaped cooling flow path through which the fuel cooled in the cooler 133 passes. The cooling flow path passes through the fuel contained within the intercooler 135 after passing through a pressure reducing valve. Therefore, the intercooler 135 can achieve liquefaction through non-contact heat exchange between fuels without the need for additional refrigerant.

[0321] Furthermore, the intercooler 135 can function as the intercooler 133 of the compressor 132 upstream of the cooler 133. The intercooler 135 can use depressurized fuel to cool a portion of the fuel compressed by the multiple compression stages of the compressor 132, and can transfer gaseous fuel generated by heat exchange to the compressor 132. In addition, the intercooler 135 can recover liquid fuel to the fuel tank 11.

[0322] The fuel supply unit 20 can be configured to supply fuel to the main engine ME for propulsion and the auxiliary engine GE for power generation, respectively. First, observe the fuel flow in the main engine ME. The fuel passes through the filter unit 23, the supply heat exchanger 21, the supply pump 22, etc., and then flows into the main engine ME via the supply valve assembly. Furthermore, excess fuel discharged from the main engine ME can be merged upstream of the supply heat exchanger 21 and then transferred back to the main engine ME. However, as needed, at least a portion of the fuel pressurized by the supply pump 22 can be returned upstream of the supply heat exchanger 21. This can be used to regulate the load on the supply pump 22 and the temperature of the fuel flowing into the supply pump 22, etc.

[0323] Observing the fuel flow of the auxiliary engine GE, the fuel can branch downstream of the filter section 23 and flow into the auxiliary engine GE through the supply heat exchanger 21, supply pump 22, filter section 23, and supply valve group. Of course, the arrangement of the filter section 23 can be modified in various ways depending on the specifications of the main engine ME and the auxiliary engine GE.

[0324] Excess fuel discharged from the auxiliary engine GE can be transferred upstream of the supply pump 22 via a return valve assembly and a return heat exchanger. Furthermore, downstream of the supply pump 22, fuel can be transferred to the return heat exchanger and then recycled back to the supply pump 22.

[0325] The fuel discharge unit 30 can handle fuel discharged from the main engine ME and the auxiliary engine GE. The fuel discharge unit 30 can be separately installed for the main engine ME and the auxiliary engine GE. The fuel discharge unit 30 for the main engine ME includes a separator 321 and a buffer tank 322. The separator 321 can be directly connected to the fuel recovery line L21. Therefore, fuel discharged from the main engine ME and recirculated to the supply pump 22 can pass through the separator 321. The separator 321 can perform gas-liquid separation during fuel recovery and can separate nitrogen, lubricating oil, etc.

[0326] Conversely, the fuel discharge section 30 distributed to the auxiliary engine GE may include a separator 321, a separator tank 331, and a recovery tank 332. The separator 321, similar to that of the main engine ME, may be connected to the fuel recovery line L21, so that excess fuel discharged from the auxiliary engine GE can be transferred to the return heat exchanger after passing through the separator 321.

[0327] The liquid phase separated in separator 321 can be transferred to the return heat exchanger and then re-flow into the auxiliary engine GE. Conversely, the gas phase separated in separator 321 can be transferred to separator tank 331. Separator tank 331 can separate lubricating oil and other substances discharged from the auxiliary engine GE.

[0328] The liquid phase separated in separator 331 can be transferred to recovery tank 332 by gravity, and the gas phase separated in recovery tank 332 can be recycled back to separator 331. Alternatively, the gas phase separated in separator 321 can be transferred to separator 331 or recovery tank 332.

[0329] The fuel discharge section 30 can handle fuel or gas discharged from the fuel valve assembly. For example, during purging of the fuel valve assembly supplied to the main engine ME, the mixture of fuel and inert gas discharged from the fuel valve assembly can be transferred to a separate purging canister 35. The purging canister 35 can temporarily store fuel and inert gases such as nitrogen, and then transfer the gas to the fuel neutralization section 40. Alternatively, the mixture can also be transferred to the fuel neutralization section 40 or the buffer tank 322.

[0330] Conversely, during the purging of the fuel valve assembly supplied to the auxiliary engine GE, the mixture of fuel and inert gas discharged from the fuel valve assembly can be transferred to the separator 331, etc. The mixture can merge on the fuel discharge line L30 connecting the separator 321 to the separator 331, and the gas in the separator 331 can be transferred to the fuel neutralization section 40.

[0331] The fuel discharge section 30 may include an inert gas supply section 31 for supplying inert gas for purging or the like. The inert gas supply section 31 may use nitrogen or the like to purge the fuel supply section 20, the reliquefaction section 13, etc.

[0332] The inert gas supply unit 31 can be connected upstream of the supply heat exchanger 21 on the fuel supply line L20 that supplies fuel to the main engine ME, and upstream of the supply heat exchanger 21 on the fuel supply line L20 that supplies fuel to the generator engine E. Upstream of the main engine ME and the auxiliary engine GE, the fuel supply line L20 can be provided with a bypass line L22 that bypasses the engine E and connects to the fuel recovery line L21, through which inert gas can be transferred.

[0333] Furthermore, the inert gas supply unit 31 can be connected to the reliquefaction unit 13, or upstream of the boiler B on the storage space discharge pipeline L11, etc. The purging process performed by the inert gas supply unit 31 will be described below.

[0334] First, the fuel supply valve 26 in the fuel supply section 20, which supplies fuel to the front end of the heat exchanger 21, can be closed, and the residual liquid fuel distributed in front of the fuel supply valve 26 can be discharged into the fuel tank 11. Then, inert gas is injected into the front end of the fuel supply valve 26 in the fuel supply section 20 through the inert gas supply section 31, thereby purging the residual fuel in front of the fuel supply valve 26 into the fuel tank 11.

[0335] Subsequently, the pressure in the fuel supply line L20, fuel recovery line L21, and other pipelines downstream of the fuel supply valve 26 leading to the fuel neutralization section 40 can be reduced, causing the fuel in that path to vaporize. At this time, the pressure in the pipeline can be reduced from 20 bar to approximately 1 bar.

[0336] Subsequently, the inert gas supply unit 31 supplies inert gas downstream of the fuel supply valve 26. For reference, the inert gas supply unit 31 is configured to supply inert gas upstream and downstream of the fuel supply valve 26 respectively. The inert gas injected downstream of the fuel supply valve 26 can purge any residual fuel in the pipeline from the fuel supply unit 20 to the fuel neutralization unit 40 to the fuel neutralization unit 40.

[0337] The process of depressurizing the pipeline downstream of the fuel supply valve 26 to the fuel neutralization section 40, and transferring fuel from that area to the fuel neutralization section 40, can be performed separately for the portion of the fuel supply section 20 that is allocated to the main engine ME and the portion that is allocated to the generator engine E.

[0338] Furthermore, the reliquefaction section 13 and the like can also be purged. The inert gas supply section 31 can supply inert gas upstream of the buffer 131 in the reliquefaction section 13, thereby purging the residual fuel on the reliquefaction line L12 to the fuel neutralization section 40. Additionally, inert gas can also be supplied to the portion of the storage space discharge line L11 connected to the boiler B, so that the residual fuel in that path is transferred to the fuel neutralization section 40.

[0339] The fuel neutralization unit 40 includes a scrubber 41, a wastewater tank 43, etc. The fuel neutralization unit 40 receives fuel-mixed gas from the fuel discharge unit 30, which supplies fuel to the main engine ME and auxiliary engine GE, and neutralizes it. The scrubber 41 can be connected to a fuel discharge line L30 from a buffer tank 322, a purge tank 35, a separator tank 331, etc., and can neutralize the fuel using a neutralizing agent such as clean water.

[0340] Furthermore, the gas discharged from the reliquefaction unit 13 can flow into the scrubber 41. The reliquefaction unit 13 is provided with a receiver 134, in which unliquefied fuel, i.e., non-condensable gas, is generated, and the non-condensable gas can be transferred to the scrubber 41.

[0341] The scrubber 41 can discharge gas below a predetermined fuel concentration into the atmosphere. The scrubber 41 can be connected to a ventilation mast 44 or the like via a ventilation duct L43. After the fuel concentration of the gas flowing into the scrubber 41 is reduced by the neutralizing agent, it can be ventilated and discharged along the ventilation duct L43.

[0342] In the scrubber 41, the ammonia water formed by the fuel dissolving in the neutralizing agent can be transferred to the wastewater tank 43 through the wastewater transfer pipeline L40. At least a portion of the gas in the wastewater tank 43 can be circulated back to the scrubber 41 through the gas circulation pipeline L42.

[0343] Gaseous fuel discharged from fuel tank 11 can flow into wastewater tank 43. Gaseous fuel discharged from fuel tank 11 in order to relieve overpressure or other reasons can be reliquefied in reliquefaction section 13 or dissolved in wastewater stored in wastewater tank 43 for treatment.

[0344] Gaseous fuel discharged from fuel tank 11 can be transferred to reliquefaction unit 13, wastewater tank 43, or scrubber 41, or it can be transferred to boiler B for combustion. That is, the storage space discharge line L11 can be connected to reliquefaction unit 13, boiler B, scrubber 41, or wastewater tank 43, etc. A compressor 132 can be installed upstream of boiler B on the storage space discharge line L11. The compressor 132 can be configured separately from the compressor 132 of reliquefaction unit 13. Alternatively, a line can be connected downstream of the compressor 132 of reliquefaction unit 13 to boiler B.

[0345] Figure 20 This is a partial block diagram of the fuel neutralization section in the fuel processing system according to the ninth embodiment of the present invention.

[0346] Reference Figure 20 In the fuel handling system 1 according to the ninth embodiment of the present invention, the fuel neutralization unit 40 may include a wastewater discharge unit 46 to treat wastewater. The wastewater discharge unit 46 may be configured to safely treat wastewater stored in the wastewater tank 43, etc., and the wastewater may be a neutralizing agent containing dissolved fuel, or bilge water transferred from the fuel handling area 60, etc. The wastewater discharge unit 46 can separate fuel from the wastewater and discharge wastewater while monitoring the fuel concentration, and this process can be monitored and recorded.

[0347] The wastewater discharge unit 46 includes a wastewater treatment unit 461, a status confirmation unit 462, a discharge judgment unit 463, and a discharge monitoring unit 464. The wastewater treatment unit 461 can separate fuel and other substances from wastewater stored in the wastewater tank 43. In this case, fuel separation can utilize boiling point differences. The wastewater treatment unit 461 can be built into the wastewater tank 43 to separate fuel and neutralizing agents from the wastewater; the wastewater tank 43 can constitute at least a part of the wastewater treatment unit 461. Furthermore, the wastewater treatment unit 461 can separate fuel and other substances after receiving wastewater stored in the wastewater tank 43. Therefore, the wastewater treatment unit 461 can be designed to allow fuel gasification while temporarily storing wastewater, and can have temperature regulation functions such as heating.

[0348] Furthermore, the wastewater treatment unit 461 can separate the lubricating oil contained in the fuel that is transferred to the fuel neutralization unit 40. That is, the wastewater treatment unit 461 can additionally have an oil-water separation function. The wastewater treatment unit 461 can utilize density differences and use partitions (not shown) or the like to separate lubricating oil and neutralizing agents into oil and water.

[0349] The fuel separated in the wastewater treatment unit 461 can be recycled to the scrubber 41 of the fuel neutralization unit 40, or transferred to the fuel supply unit 20 and supplied to the engine E, or transferred to the ventilation mast 44 and discharged into the atmosphere. Alternatively, the fuel separated in the wastewater treatment unit 461 can be reinjected into the wastewater tank 43 and then separated again by the wastewater treatment unit 461.

[0350] In addition to separating fuel from wastewater, or as a substitute for fuel separation, the wastewater treatment unit 461 can dilute the fuel. For example, the wastewater treatment unit 461 can mix a neutralizing agent or seawater into the wastewater. The wastewater treatment unit 461 may include the aforementioned seawater dilution unit 433, etc. That is, the wastewater treatment unit 461 can sufficiently reduce the fuel concentration by mixing seawater into the wastewater inside the wastewater tank 43 or the wastewater discharged from the wastewater tank 43.

[0351] The status verification unit 462 can verify the status of wastewater that has been separated from fuel or diluted by at least the wastewater treatment unit 461. The status values ​​verified for the wastewater can be flow rate, pH, fuel concentration (ppm), etc., and pressure or temperature can also be measured.

[0352] At least a portion of the wastewater transferred from the wastewater treatment unit 461 can be transferred to a sampling point, where the fuel concentration is measured by the status verification unit 462. Furthermore, the status verification unit 462 can detect the flow rate of the wastewater transferred from the wastewater treatment unit 461 using a flow monitor or similar device.

[0353] The status confirmation unit 462 can measure turbidity. Turbidity may include the proportion of salts such as ammonium present in the wastewater. As mentioned earlier, a neutralizing agent such as hypochlorous acid or sulfuric acid may be supplied to the wastewater tank 43. In this case, ammonium may be generated when the ammonia fuel is neutralized. Since ammonium may have a certain impact on the marine environment, the wastewater discharge unit 46 can also measure the proportion of substances such as ammonium in addition to fuel and neutralizing agents.

[0354] The discharge determination unit 463 can determine whether wastewater can be discharged into the ocean based on the fuel concentration, pH, turbidity, etc., in the wastewater confirmed by the status confirmation unit 462. For example, when the fuel concentration of wastewater treated by the wastewater treatment unit 461 is confirmed by the status confirmation unit 462 to be below 1 ppm, the discharge determination unit 463 can output a conclusion that the wastewater can be discharged into the ocean; when the fuel concentration of the wastewater is confirmed to be above 1 ppm, it can conclude that the wastewater can be discharged after additional treatment such as dilution. Alternatively, the discharge determination unit 463 can determine that the wastewater cannot be discharged when the fuel concentration is confirmed to be above a predetermined ppm.

[0355] The discharge judgment unit 463 can determine the discharge of wastewater by considering the ship's navigation status. The discharge judgment unit 463 can determine whether the wastewater is permissible for discharge based on factors such as speed, draft, and marine environment. Furthermore, the discharge judgment unit 463 can determine whether the sea area where the ship is located permits wastewater discharge. Ships will navigate in various sea areas, each of which may be subject to different environmental regulations. Therefore, the discharge judgment unit 463 can consider the confirmed status value of the wastewater, the regulations of the current ship location area, or the areas the ship will pass through on its route, to formulate a wastewater discharge decision and a wastewater discharge plan.

[0356] For example, the discharge judgment unit 463 can comprehensively consider navigation status values ​​such as the ship's navigation route, regulatory values ​​of the navigation area, and wastewater status values ​​input by the status confirmation unit 462 in real time or at predetermined intervals, and calculate plans such as whether or not wastewater will be discharged, the discharge time point, and the discharge amount.

[0357] Furthermore, the discharge judgment unit 463 can predict future wastewater state values ​​based on the wastewater state values ​​transmitted by the state confirmation unit 462. That is, the discharge judgment unit 463 can take into account the wastewater neutralization treatment method and the trend of wastewater state value changes, and roughly predict how the wastewater state will change during the ship's navigation, thereby preventing deviations from regulations during the discharge of wastewater into the ocean.

[0358] When the discharge judgment unit 463 determines that the wastewater can be discharged into the ocean, the discharge monitoring unit 464 can monitor and record the discharge of wastewater in real time. At this time, the monitoring values ​​may include wastewater concentration, turbidity, discharge volume, discharge temperature, ocean conditions, ship navigation status, etc.

[0359] The outlet for wastewater discharge into the ocean can be located above the sea surface. In this case, the discharge monitoring unit 464 can capture and record the discharge status of the wastewater in the form of images or the like in real time.

[0360] However, considering the toxicity of the fuel contained in the wastewater, the wastewater outlet can be located below sea level. Even in this case, the discharge monitoring unit 464 can continuously photograph and monitor the portion of the wastewater discharge.

[0361] In addition to the foregoing embodiments, the present invention also covers all embodiments resulting from the combination of the foregoing embodiments with known technologies.

[0362] The present invention has been described in detail above through specific embodiments, but this is only for the purpose of illustrating the present invention. The present invention is not limited thereto. Within the scope of the technical concept of the present invention, those skilled in the art can make various modifications or improvements, which will be obvious.

[0363] Simple variations or modifications of this invention are all within the scope of this invention, and the specific scope of protection of this invention will be defined by the appended technical solutions.

Claims

1. A fuel processing system, wherein, include: Fuel tanks, located on the hull and storing toxic fuel; and A discharge line for discharging at least one of the fuel inside the fuel tank and the fuel leaking from the fuel tank. The discharge pipeline extends outward from the hull and delivers fuel into the ocean surrounding the hull.

2. The fuel handling system according to claim 1, wherein, The fuel tank includes: Storage space, for storing fuel; and An insulated space is located outside the storage space. The discharge pipeline includes: Storage space discharge lines discharge fuel from the storage space to the outside; and The insulated space discharge pipeline discharges the fuel from the insulated space to the outside.

3. The fuel handling system according to claim 2, wherein, The outlet of the storage space discharge pipeline is located below the sea surface so that the fuel can be injected into the ocean. The discharge pipeline of the insulated space merges into the discharge pipeline of the storage space.

4. The fuel handling system according to claim 2, wherein, Also includes: The neutralization treatment unit processes the fuel discharged from the storage space and the insulation space; A seawater supply pipeline is connected to the neutralization treatment unit; as well as A seawater pump supplies seawater to the neutralization treatment unit. The neutralization treatment unit mixes the fuel discharged from at least one of the storage space and the insulation space with seawater to reduce the fuel concentration before discharging it below the sea surface.

5. The fuel handling system according to claim 1, wherein, include: The fuel supply unit supplies the fuel stored in the fuel tank to the point of demand; A fuel discharge section discharges residual fuel in the fuel supply section, or purges the fuel supply section to discharge fuel along with purge gas; and A fuel neutralization section neutralizes toxic fuel transmitted from at least one of the fuel supply section and the fuel discharge section. The discharge line is connected to the fuel neutralization section.

6. A fuel processing system, in, include: Fuel tanks, located on the hull, store toxic fuel; The fuel supply unit supplies the fuel stored in the fuel tank to the point of demand; A fuel discharge section discharges residual fuel in the fuel supply section, or purges the fuel supply section to discharge fuel along with purge gas; and A fuel neutralization section neutralizes toxic fuel delivered from at least one of the fuel supply section and the fuel discharge section.

7. The fuel handling system according to claim 6, wherein, The fuel discharge section includes: Separator, into which fuel from the fuel recovery line flows; A buffer tank is located downstream of the separator; and The fuel discharged from the demand location flows into the separator tank. The fuel neutralization section includes: The scrubber supplies a neutralizing agent to the fuel flowing from the separator or the buffer tank to dissolve the fuel in the neutralizing agent; and Wastewater tank, storing wastewater transferred from the scrubber. The scrubber supplies a neutralizing agent to the fuel flowing in from the separator, so that the fuel dissolves in the neutralizing agent. At least a portion of the wastewater discharged from the scrubber is transferred to the scrubber.

8. The fuel handling system according to claim 7, wherein, The fuel discharge section includes a discharge regulating valve that regulates the flow rate and discharge time of fuel delivered to the fuel neutralization section. The discharge regulating valve is located between the buffer tank and the washer to control the buffer tank to a pressurized state.

9. The fuel handling system according to claim 7, wherein, The fuel supply unit includes: A fuel supply line delivers fuel from the fuel tank to the point of demand; A heat exchanger and a fuel supply pump are provided, located in the fuel supply pipeline; and Fuel recovery pipelines recover excess fuel from the point of demand. The fuel discharge section includes an inert gas supply section that supplies purge gas to the fuel supply section. When the scrubber normally stops at the required point, it processes the recovered fuel discharged from the fuel supply line and the fuel recovery line along with the purge gas supplied by the inert gas supply unit. When the scrubber stops in an emergency at the demand point, it processes the residual fuel discharged from the demand point and the fuel recovery line.

10. The fuel handling system according to claim 6, wherein, The fuel discharge section includes: Separator, into which fuel from the fuel recovery line flows; A buffer tank is located downstream of the separator; and The fuel discharged from the demand location flows into the separator tank. The fuel neutralization section includes: The first scrubber supplies a neutralizing agent to the fuel flowing in from the separator or the buffer tank, so as to dissolve the fuel in the neutralizing agent; The second scrubber supplies a neutralizing agent to the fuel flowing in from the separation tank so that the fuel dissolves in the neutralizing agent; An absorption tank, integrally connected to the lower part of the second scrubber, receives fuel flowing into the second scrubber and stores a neutralizing agent; and A wastewater tank stores wastewater transferred from the first scrubber and the absorption tank. At least a portion of the wastewater discharged from the absorption tank is transferred to the second scrubber.

11. The fuel handling system according to claim 6, wherein, The fuel discharge section includes: An inert gas supply unit supplies purging gas to the fuel supply unit; When the fuel recovery discharge line normally stops at the required location, the recovered fuel discharged from the fuel supply line and the fuel recovery line, along with the purging gas supplied by the inert gas supply unit, is transferred to the fuel tank; and The residual fuel discharge line, in the event of an emergency stop at the demand point, transfers the residual fuel discharged from the demand point and the fuel recovery line to the fuel tank.

12. The fuel handling system according to claim 7, wherein, The fuel neutralization section includes: An absorption tank, integrally connected to the lower part of the scrubber, receives fuel flowing into the scrubber and stores a neutralizing agent; and A wastewater tank stores wastewater formed by dissolving fuel in a neutralizing agent as it flows into the fuel supply section or the fuel discharge section. The gas generated from the wastewater tank is recovered to the scrubber or the wastewater tank.

13. The fuel handling system according to claim 6, wherein, This includes a ballast water treatment unit that electrolyzes seawater to chemically treat the ballast water used in the hull. The fuel neutralization section includes: The scrubber supplies a dissolving substance to the fuel flowing in from the fuel supply section or the fuel discharge section, so that the fuel dissolves in the dissolving substance; An absorption tank, integrally connected to the lower part of the scrubber, receives fuel flowing into the scrubber and stores dissolved substances; Wastewater tank, storing wastewater transferred from the scrubber; and Neutralizing agent supply department, supplies neutralizing agents. The neutralizing agent supply unit supplies the acidic substance generated by the ballast water treatment unit through the electrolysis of seawater to the absorption tank or the wastewater tank as a neutralizing agent.

14. The fuel handling system according to claim 7, wherein, The fuel neutralization section includes: Wastewater discharge pipelines transfer wastewater from the wastewater tanks to the ocean outside the hull; and The seawater dilution section dilutes the seawater discharged from the wastewater tank to the outside of the hull to reduce fuel concentration. The seawater dilution section includes a pipeline mixer that mixes seawater with the wastewater flowing in the wastewater discharge pipeline. The supply of seawater is controlled based on the pH value detected downstream of the point where seawater and wastewater mix in the wastewater discharge pipeline.

15. The fuel handling system according to claim 6, wherein, The fuel neutralization section includes a wastewater discharge section that discharges wastewater mixed with fuel and neutralizing agent. The wastewater discharge section includes: The wastewater treatment department reduces the fuel concentration in wastewater. The status confirmation unit confirms the status of the wastewater treated by the wastewater treatment unit. The discharge determination unit determines whether the wastewater, as confirmed by the status confirmation unit, can be discharged into the ocean; and The emissions monitoring department monitors wastewater discharge. The status confirmation unit receives wastewater from the wastewater treatment unit at the sampling point and measures the proportion of salt produced due to the supply of a neutralizing agent for acidic substances to the fuel. The discharge determination unit considers the ship's navigation status and the regulations of the area where the ship is located to determine whether the wastewater can be discharged. The emission monitoring unit monitors and records the wastewater discharge determined by the emission judgment unit.

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